JP2012112507A - Control device of automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission for a vehicle that learns a solenoid valve even during vehicle traveling.SOLUTION: While a master pressure Pm supplied to a select solenoid valve 88 and a shift solenoid valve 90 is controlled to be substantially zero, a reference current c is output to a solenoid 124 of the select solenoid valve 88 and a solenoid 140 of the shift solenoid valve 90, and a correction gain K is calculated based on the reference current c and an actual measured current d which is actually flown, and therefore a select actuator 76 and a shift actuator 78 does not operate even when the reference current c is output during traveling. Accordingly, the correction gain K can be calculated even during vehicle traveling.

Description

  The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly to improvement of control accuracy thereof.

  2. Description of the Related Art There is known an automatic transmission for a vehicle that includes an automatic transmission in which a shift state is switched by a hydraulic actuator and a solenoid valve that controls a drive state of the hydraulic actuator. For example, the automatic transmission of Patent Document 1 is an example. The automatic transmission of Patent Document 1 includes a shift actuator 3 controlled by a first linear solenoid valve 2 and a select actuator 6 controlled by a second linear solenoid valve 5. The shift state of the automatic transmission is controlled according to the operating position.

JP 2001-182826 A JP 2000-337543 A

  By the way, in Patent Document 1, since the current value actually output with respect to the instruction currents of the first linear solenoid valve 2 and the second linear solenoid valve 5 changes due to the influence of temperature or the like, the current characteristics are sequentially changed. It is necessary to correct learning. For example, in the proportional solenoid valve (linear solenoid valve) of Patent Document 2, when the drive current of the proportional solenoid valve is gradually changed in the increasing and decreasing directions, the current value at which the operation of the actuator is stopped and when the driving current is stopped. It is described that current values operating from the state are sequentially detected, and the current at the boundary where the operation state of the actuator is switched is sequentially learned based on the current values.

  However, in the proportional solenoid valve of Patent Document 2, since it is necessary to operate the actuator during learning, if it is performed while the vehicle is running, some influence will occur, so that it is difficult to implement while the vehicle is traveling. Therefore, the number of times of learning is reduced, and there is a problem that control cannot be executed sequentially based on the latest learning value.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for an automatic transmission for a vehicle capable of performing learning correction of a solenoid valve even while the vehicle is running. Is to provide.

  In order to achieve the above object, the gist of the invention according to claim 1 is that: (a) an automatic transmission in which a shift state is switched by a hydraulic actuator; a transmission solenoid valve that controls a drive state of the hydraulic actuator; A control device for a vehicle automatic transmission comprising a master solenoid valve for controlling a source pressure supplied to the transmission solenoid valve, wherein (b) the hydraulic actuator is in an inoperative state, and In a state where the original pressure supplied to the transmission solenoid valve is controlled to be substantially zero, a predetermined command current is output to the solenoid of the transmission solenoid valve, and the predetermined command current and the actual current actually passed through the solenoid are output. To eliminate the deviation between the indicated current and the actual current based on the current And calculates a correction control quantity.

  According to a second aspect of the present invention, in the control device for an automatic transmission for a vehicle according to the first aspect, the correction control amount is calculated by a ratio between the predetermined command current and the actual current. Correction gain.

  A gist of the invention according to claim 3 is that, in the control device for an automatic transmission for a vehicle according to claim 2, the null point of the transmission solenoid valve is corrected using the correction gain. To do.

  According to a fourth aspect of the present invention, there is provided a vehicle automatic transmission control device according to the second aspect, wherein the command current to the transmission solenoid valve is corrected using the correction gain. And

  According to a fifth aspect of the present invention, in the control device for an automatic transmission for a vehicle according to the first aspect, the correction control amount is a correction for reducing a deviation between the command current and the actual current. It is a gain.

  According to the control device for an automatic transmission for a vehicle of the invention according to claim 1, the hydraulic actuator is in a non-operating state, and the original pressure supplied to the transmission solenoid valve is controlled to be substantially zero. In order to calculate a correction control amount based on the predetermined command current and the actual current actually passed through the solenoid, the command current is output during traveling. Since the hydraulic actuator does not operate even if is output, the correction control amount can be calculated even while the vehicle is traveling.

  Further, according to the control device for an automatic transmission for a vehicle according to the second aspect of the present invention, the correction gain is calculated based on the ratio between the predetermined command current and the actual current. Even if the characteristic changes due to a temperature change, the characteristic is corrected based on the calculated correction gain.

  According to the control device for an automatic transmission for a vehicle of the invention according to claim 3, the null point of the transmission solenoid valve is corrected using the correction gain. Can be prevented.

  According to the control apparatus for an automatic transmission for a vehicle of the invention according to claim 4, since the instruction current to the transmission solenoid valve is corrected using the correction gain, the solenoid of the transmission solenoid valve is appropriately targeted. The actual current value can be output.

  According to the control device for an automatic transmission for a vehicle of the invention according to claim 5, the correction control amount is a correction gain for reducing a deviation between the command current and the actual current. By correcting the changing characteristics of the solenoid using a correction gain, the deviation between the indicated current and the actual current can be reduced.

1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device to which the present invention is applied. FIG. 2 is a circuit diagram showing a hydraulic control circuit (HPU: Hydraulic Power Unit) that controls hydraulic pressure supplied to the clutch actuator, select actuator, shift actuator, etc. of FIG. 1. In the hydraulic control circuit of FIG. 2, it is a figure which shows as an example the relationship between the control flow volume of a selection solenoid valve and a shift solenoid valve, and the shift selection position of an automatic transmission. 3 shows the relationship between the current supplied to the solenoid of the shift solenoid valve shown in FIG. 2 and the flow rate. It is a functional block diagram for demonstrating the principal part of control action of the electronic control apparatus of FIG. The relationship (indication-actual current characteristic) of the instruction | indication current output from an electronic controller and the actual electric current actually output is shown. Flowchart for explaining the control operation to correct the instruction current of the solenoid of the shift solenoid valve (and select solenoid valve) to obtain the actual current value which is actually output by correcting the main part of the control operation of the electronic control unit, that is, the shift solenoid valve It is. It is a flowchart for demonstrating the control action | operation which calculates a correction | amendment gain, and respond | corresponds to step SA4 and SA7 in the flowchart of FIG.

  Here, preferably, the hydraulic actuator being in an inoperative state corresponds to a state in which the piston stroke of the hydraulic actuator is stopped. Specifically, the automatic transmission corresponds to a state where a predetermined shift stage is established.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a skeleton diagram illustrating a schematic configuration of a vehicle drive device 10 to which the present invention is applied, which is for an FF (front engine / front drive) vehicle. A clutch 14, an automatic transmission (synchronous meshing transmission) 16, a differential gear device 18 and the like are provided.

  The automatic clutch 14 is formed of, for example, a known dry single-plate friction clutch, and the intermittent state thereof is controlled by a clutch actuator 34 (see FIG. 2).

  The automatic transmission 16 is disposed in a common housing 40 together with the differential gear unit 18 to constitute a transaxle, and is immersed in a lubricating oil filled in a predetermined amount in the housing 40, so that the differential gear is provided. It is intended to be lubricated with the device 18. The automatic transmission 16 is a so-called always-mesh parallel shaft type transmission, and is provided between two parallel shafts, that is, an input shaft 42 and an output shaft 44 so as to be relatively rotatable on one of the two parallel shafts. A plurality of speed change gear pairs (gear pairs) 46a to 46e having one gear and a second gear provided on the other of the two parallel shafts so as not to rotate relative to each other and having different gear ratios are disposed. Synchronized mesh clutches (synchronous meshing devices) 48a-48e for selectively connecting the synchronized side gears, i.e., the first gears, of the transmission gear pairs 46a-46e to the input shaft 42 or the output shaft 44 are provided. A two-shaft transmission mechanism provided is provided.

  Further, the three clutch hub sleeves (coupling sleeves) 50a, 50b, 50c included in the configuration of the synchronous mesh clutches 48a to 48e are respectively engaged with the input shaft 42 or the output shaft 44 so as to be rotatable about the axis. By combining the clutch hub sleeves 50a, 50b, and 50c selectively in the axial direction of the input shaft 42 or the output shaft 44, three forks 51 that establish any of the gear positions (the other two are Three fork shafts 52 (not shown) provided in parallel with each other (the other two are not shown) and a select actuator 76 (described later) provided in a direction substantially perpendicular to the fork shafts 52. In accordance with the operation of the hydraulic actuator of the present invention, it is mechanically moved in the select direction, which is an axial direction substantially perpendicular to the fork shaft 52. In this embodiment, for example, according to the operation of a shift actuator 78 (corresponding to the hydraulic actuator of the present invention) to be described later, it is selectively engaged with any one of the three fork shafts 52. A shift-and-select shaft 59 for moving the fork shaft 52 in the axial direction of the fork shaft 52 by being rotated about an axis substantially perpendicular to the fork shaft 52 to establish a predetermined gear position. Yes.

  Further, the input shaft 42 and the output shaft 44 are provided with a reverse gear pair 54 in a state where they do not engage with each other, and a reverse idle gear provided on a counter shaft (not shown) is engaged with each of the reverse gear pairs 54. By doing so, the reverse gear is established. The input shaft 42 is connected to the clutch output shaft 24 of the automatic clutch 14 via a spline fitting joint 55, and an output gear 56 is disposed on the output shaft 44, so that the differential gear device 18 It is meshed with the ring gear 58. The differential gear unit 18 is of a bevel gear type, and drive shafts 62R and 62L are connected to the pair of side gears 60R and 60L by spline fitting or the like, respectively, and left and right front wheels (vehicle drive wheels) 64R and 64L. Is driven to rotate by drive shafts 62R, 62L. FIG. 1 is an exploded view showing the axes of the input shaft 42, the output shaft 44, and the ring gear 58 in a common plane.

  As described above, the shift and select shaft 59 is selectively engaged with any one of the three fork shafts 52 by the stroke of the select actuator 76, for example, in the present embodiment, the fork A first select position engageable with the clutch hub sleeve 50c via the shaft 52 and the fork 51, a second select position engageable with the clutch hub sleeve 50b, or a third select position engageable with the clutch hub sleeve 50a. (See FIG. 3).

  Further, as described above, the shift and select shaft 59 is rotated around an axis substantially perpendicular to the fork shaft 52 by the stroke of the shift actuator 78, so that, for example, in this embodiment, the fork shaft 52 and the fork 51 are interposed. The clutch hub sleeves 50a, 50b, and 50c are moved to the right in FIG. 1 to engage any one of the synchronous clutches 48a, 48c, and 48e, and the clutch hub sleeves 50b and 50c are shown in FIG. It is moved to the left and positioned at the second shift position where the synchronous clutch 48b or 48d is engaged, or at the neutral position where any of the synchronous mesh clutches 48a to 48e is not engaged (see FIG. 3).

  At the first shift position of the first select position, the first gear stage G1 having the largest speed ratio (= the rotational speed Nin of the input shaft 42 / the rotational speed Nout of the output shaft 44) is obtained by connecting the meshing clutch 48e. At the second shift position of the first select position, the second gear G2 having the second largest gear ratio is established by connecting the meshing clutch 48d (see FIG. 3). At the first shift position of the second select position, the mesh clutch 48c is connected to establish the third gear position G3 having the third largest gear ratio, and at the second shift position of the second select position, the mesh clutch. By connecting 48b, the fourth gear stage G4 having the fourth largest gear ratio is established (see FIG. 3). The gear ratio of the fourth gear stage G4 is approximately 1. At the first shift position of the third select position, the fifth gear G5 having the smallest speed ratio is established by the engagement of the meshing clutch 48a, and the reverse shift stage is established at the second shift position of the third select position. (See FIG. 3). The select actuator 76 and the shift actuator 78 that move the fork shaft 52 function as a shift actuator that switches the gear stage of the automatic transmission 16 without requiring the driver's operating force.

  FIG. 2 is a circuit diagram showing a hydraulic pressure control circuit (HPU) 80 that controls the hydraulic pressure supplied to the clutch actuator 34, the select actuator 76, and the shift actuator 78. The hydraulic control circuit 80 is connected to a relief type regulator valve 83 that regulates the hydraulic pressure discharged from the oil pump 81, an accumulator 82 that collects the hydraulic pressure regulated by the regulator valve 83, and the accumulator 82. A first oil passage 84, a clutch solenoid valve 86 connected to the first oil passage 84 for controlling the flow rate of hydraulic oil to the clutch actuator 34, and a select solenoid connected to the first oil passage 84 to be described later. A master solenoid valve 92 for controlling a master pressure Pm (source pressure) supplied to the valve 88 and a shift solenoid valve 90 described later is connected between the master solenoid valve 92, the select solenoid valve 88, and the shift solenoid valve 90. To the second oil passage 94 and the second oil passage 94 A master compliance 96 that functions as an animal pressure device that accumulates the original pressure supplied from the master solenoid valve 92 and stores a predetermined amount of hydraulic oil is mainly provided. The first oil passage 84 is provided with an accumulation pressure sensor 98 that detects the accumulation pressure Pac of the first oil passage 84, and the second oil passage 94 has a master pressure Pm (original pressure) of the second oil passage 94. ) Is provided. The select solenoid valve 88 and the shift solenoid valve 90 correspond to the transmission solenoid valve of the present invention.

  The clutch solenoid valve 86 is a three-port linear spool type solenoid valve that switches connection of the clutch actuator 34 to the first oil passage 84 of the oil chamber 102, blocking of the connection, or connection of the oil chamber 102 to the reservoir 104. .

  When the clutch actuator 34 is connected to the first oil passage 84 of the oil chamber 102 and hydraulic oil is supplied from the clutch solenoid valve 86 to the oil chamber 102, the automatic clutch 14 is disconnected, and the oil chamber 102 When the connection to the reservoir 104 is made and the hydraulic oil from the clutch actuator 34 is allowed to flow out, the automatic clutch 14 is engaged. The clutch solenoid valve 86 can continuously control the flow rate (flow cross-sectional area), and when the automatic clutch 14 is engaged, by changing the flow rate of hydraulic oil flowing out of the clutch actuator 34, the type of speed change The connection speed (required time required for connection) can be set as appropriate according to speed change conditions such as (up / down), vehicle speed, and engine speed.

  Further, the master solenoid valve 92 is connected to the second oil passage 94 (connected state) of the first oil passage 84, blocked (blocked), or connected to the reservoir 104 of the second oil passage 94 while being in the blocked state. This is a 3-port linear spool type solenoid valve that regulates the master pressure Pm to, for example, a value corresponding to the input torque or throttle opening of the automatic transmission 16 by switching the connection (discharge state). The master solenoid valve 92 includes a supply port 106 connected to the first oil passage 84, an output port 108 connected to the second oil passage 94, a drain port 110 connected to the reservoir 104, and each of them. A spool valve element (not shown) that switches the communication state of the port, a spring 112 that constantly biases the spool valve element to a position that allows the output port 108 and the drain port 110 to communicate with each other and blocks the communication of the supply port 106, and its spool And a solenoid 114 for moving the valve element to a position corresponding to the supplied current value.

  In the master solenoid valve 92, for example, when a drive current is not supplied to the solenoid 114, the spool valve element (not shown) is moved to the right in FIG. 2 by the urging force of the spring 112, and the communication position shown in FIG. ), The output port 108 and the drain port 110 are communicated with each other, and the hydraulic oil in the second oil passage 94 is discharged from the drain port 110 to the reservoir 104. At this time, the master pressure Pm of the second oil passage 94 is reduced. When a predetermined current is supplied to the solenoid 114, a spool valve element (not shown) is moved to the left in FIG. 2 against the biasing force of the spring 112, and the supply port 106, the output port 108, and the drain port 110 are moved. All communication is blocked (the central communication position in FIG. 2). Further, when a current stronger than the predetermined current is supplied to the solenoid 114, a spool valve element (not shown) is further moved to the left side so that the supply port 106 and the output port 108 are communicated and the drain port 110 is communicated. Is cut off (communication position on the right side in FIG. 2). At this time, the hydraulic oil in the first oil passage 84 is supplied to the second oil passage 94, and the master pressure Pm in the second oil passage 94 is increased. The relationship between the current value supplied to the solenoid 114 of the master solenoid valve 92 and the supply / discharge state of the hydraulic fluid of the master solenoid valve 92 is obtained in advance and stored in the electronic control unit 150 shown in FIG.

  The select solenoid valve 88 switches the connection of the select actuator 76 of the second oil passage 94 to the first oil chamber 114, the blocking thereof, or the connection of the first oil chamber 114 to the reservoir 104, thereby allowing the first oil chamber 114 to switch. This is a three-port linear spool type flow control valve that controls the amount of hydraulic oil supplied to the valve. The select solenoid valve 88 includes a supply port 116 connected to the second oil passage 94, an output port 108 connected to the first oil chamber 114 of the select actuator 76, and a drain port 120 connected to the reservoir 104. A spool valve element (not shown) that switches the communication state of each port, and a spring 122 that constantly biases the spool valve element to a position where the output port 118 and the drain port 120 are communicated and the communication between the supply port 116 is blocked. And a solenoid 124 for moving the spool valve element to a position corresponding to the supplied current value.

  In the select solenoid valve 88, for example, when no current is supplied to the solenoid 124, the spool valve element (not shown) is moved to the right in FIG. 2 by the urging force of the spring 122, and the communication position shown in FIG. 88, the output port 118 and the drain port 120 are in communication with each other, and the hydraulic oil in the first oil chamber 114 of the select actuator 76 is discharged to the reservoir 104 through the drain port 120. At this time, the hydraulic oil in the first oil chamber 114 is discharged from the select actuator 76, and the hydraulic oil in the second oil passage 94 flows into the second oil chamber 126 of the select actuator 76. The piston 128 moves to the side where the piston stroke slst decreases (left side in FIG. 2).

  When a predetermined current is supplied to the solenoid 124, the spool valve element (not shown) is moved to the left in FIG. 2 against the biasing force of the spring 122, and the supply port 116, the output port 118, and the drain port 12 are moved. Are all disconnected (the central communication position in the select solenoid valve 88 in FIG. 2). At this time, since the supply and discharge of the hydraulic oil in the first oil chamber 114 of the select actuator 76 is stopped, the movement of the piston 128 is stopped.

  Further, when a current stronger than the predetermined current is supplied to the solenoid 124, a spool valve element (not shown) is further moved to the left side so that the supply port 116 and the output port 118 are communicated and the drain port 120 is communicated. Is cut off (the right communication position in the select solenoid valve 88 of FIG. 2). At this time, the hydraulic oil in the second oil passage 94 is supplied to the first oil chamber 114 of the select actuator 76, and the piston 128 moves the piston stroke based on the pressure receiving area difference between the first oil chamber 114 and the second oil chamber 126. Move to the increasing side of slst (right side in FIG. 2). The relationship between the current value supplied to the solenoid 124 and the supply / discharge state of the select solenoid valve 88 is obtained in advance and stored in the ROM of the electronic control unit 150.

  The select actuator 76 controlled by the select solenoid valve 88 is a double-acting hydraulic actuator provided with the first oil chamber 114 and the second oil chamber 126. In addition, a stroke sensor 129 for detecting the piston stroke slst of the piston 128 of the select actuator 76 is provided, and this stroke sensor 129 sequentially detects the piston throttle talk slst. Then, the supply / exhaust state of the select solenoid valve 88 is controlled so that the detected actual piston throttle talk slst becomes the piston stroke slst1 corresponding to the traveling state of the vehicle. The piston stroke slst of the piston 128 corresponding to the first gear stage G1 to the fifth gear stage G5 and the reverse gear stage is obtained in advance and stored in the ROM of the electronic control unit 150.

  The shift solenoid valve 90 switches the connection of the shift actuator 78 of the second oil passage 94 to the first oil chamber 130, shuts it off, or switches the connection of the first oil chamber 130 to the reservoir 104, so that the first oil chamber 130 is switched. This is a three-port linear spool type flow control valve that controls the amount of hydraulic oil supplied to the valve. The shift solenoid valve 90 includes a supply port 132 connected to the second oil passage 94, an output port 134 connected to the first oil chamber of the shift actuator 78, and a drain port 136 connected to the reservoir 104. A spool valve element (not shown) that switches the communication state of each port, and a spring 138 that constantly biases the spool valve element to a position where the output port 134 and the drain port 136 are communicated and the communication of the supply port 132 is blocked. And a solenoid 140 that moves the spool valve element to a position corresponding to the supplied current value.

  In the shift solenoid valve 90, for example, when no current is supplied to the solenoid 140, the spool valve element (not shown) is moved to the right in FIG. 2 by the urging force of the spring 138, and the communication position shown in FIG. 90, the output port 134 and the drain port 136 are communicated with each other, and the hydraulic oil in the first oil chamber 130 of the shift actuator 78 is discharged to the reservoir 104 through the drain port 136. At this time, the hydraulic oil in the first oil chamber 130 is discharged from the shift actuator 78, and the hydraulic oil in the second oil passage 94 flows into the second oil chamber 142 of the shift actuator 78. The piston 146 moves to the side where the piston stroke sfst decreases (left side in FIG. 2).

  When a predetermined current is supplied to the solenoid 140, a spool valve element (not shown) is moved to the left in FIG. 2 against the urging force of the spring 138, and the supply port 132, the output port 134, and the drain port 136 are moved. All communication is blocked. (Center position in the shift solenoid valve 90 of FIG. 2). At this time, since the supply and discharge of the hydraulic oil in the first oil chamber 130 of the shift actuator 78 is stopped, the movement of the piston 146 is stopped.

  Further, when a current stronger than the predetermined current is supplied to the solenoid 140, a spool valve element (not shown) is further moved to the left side, the supply port 132 and the output port 134 are communicated, and the drain port 136 is communicated. Is cut off (the right communication position in the shift solenoid valve 90 of FIG. 2). At this time, the hydraulic oil in the second oil passage 94 is supplied to the first oil chamber 130 of the shift solenoid valve 90 and is based on the pressure receiving area difference between the pressure receiving area of the first oil chamber 130 and the pressure receiving area of the second oil chamber 142. Thus, the piston 146 moves to the side where the clutch stroke sfst increases (the right side in FIG. 2). The relationship between the current value supplied to the solenoid 140 and the hydraulic oil supply / discharge state of the shift solenoid valve 90 is obtained in advance and stored in the ROM of the electronic control unit 150.

  The shift actuator 78 controlled by the shift solenoid valve 90 is a double-acting hydraulic actuator provided with the first oil chamber 130 and the second oil chamber 142. A stroke sensor 148 for detecting the piston stroke sfst of the piston 142 of the shift actuator 78 is provided. The stroke sensor 148 sequentially detects the piston stroke sfst of the piston 142. Then, the flow rate of the shift solenoid valve 90 is controlled so that the detected piston stroke sfst becomes the piston stroke sfst1 corresponding to the traveling state of the vehicle. The piston stroke sfst of the piston 148 corresponding to the first gear stage G1 to the fifth gear stage G5 and the reverse gear stage is obtained in advance and stored in the ROM of the electronic control unit 150.

  FIG. 3 shows the relationship between the supply / discharge states of the select solenoid valve 88 and the shift solenoid valve 90 and the shift stage of the automatic transmission 16 in the hydraulic control circuit 80 configured as described above. In FIG. 3, the horizontal axis indicates the control flow rate of the select solenoid valve 88, and the vertical axis indicates the control flow rate of the shift solenoid valve 90. For example, when hydraulic oil is supplied to the first oil chamber 114 of the select actuator 76 by the select solenoid valve 88, the select position is moved from the first select position to the third select position side as shown in FIG. On the other hand, when the hydraulic oil in the first oil chamber 114 is discharged by the select solenoid valve 88, the select position is moved from the third select position to the first select position side. When hydraulic oil is supplied to the first oil chamber 130 of the shift actuator 78 by the shift solenoid valve 90, the shift position is moved from the first shift position to the second shift position as shown in FIG. On the other hand, when the hydraulic oil in the first oil chamber 130 is discharged by the shift solenoid valve 90, the shift position is moved from the second shift position to the first shift position side. Thus, by controlling the supply / exhaust state of the select solenoid valve 88 and the shift solenoid valve 90, the shift select position of the automatic transmission 16 is switched, and the gear is shifted to a predetermined gear position.

  Here, the relationship between the current value I supplied to the solenoid 140 of the shift solenoid valve 90 and the flow rate Q and the relationship between the current value I supplied to the solenoid 124 of the select solenoid valve 88 and the flow rate Q are obtained in advance. And stored in the ROM of the electronic control unit 150. The shift solenoid valve 90 will be described as an example. FIG. 4 shows the relationship between the current I supplied to the solenoid 140 of the shift solenoid valve 90 and the flow rate Q. For example, when the current I is zero, the opening area of the output port 134 and the drain port 136 is the largest in FIG. 2, and therefore the amount Q of hydraulic fluid discharged from the drain port 136 is maximized. When the current is gradually increased, the hydraulic oil discharge amount Q decreases accordingly, and when the current I reaches a predetermined current value, the communication of the output port 134 is cut off. Will be zero. Then, when the supply and discharge of the hydraulic oil is held at zero for a predetermined section and the current is further increased, the shift actuator from the second oil passage 94 is gradually connected with the supply port 132 and the output port 134 in FIG. The hydraulic oil is gradually supplied to the first oil chamber 130 of 78. When the current I reaches a preset rated value, the opening area of the supply port 132 and the output port 134 is maximized, and the flow rate Q of hydraulic oil to the first oil chamber 130 is maximized. The relationship between the current and the flow rate shown in FIG. 4 is obtained in advance not only in the shift solenoid valve 90 but also in the clutch solenoid valve 86, the select solenoid valve 88, and the master solenoid valve 92. Is stored in the ROM.

  Each solenoid valve is controlled by the electronic control unit 150. The electronic control unit 150 is configured to include a microcomputer, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. The electronic control unit 150 includes an accumulator pressure signal indicating an accumulator pressure Pac, which is an operating oil pressure of the first oil passage 84 detected by the accumulator pressure sensor 98, and an operation of the second oil passage 94 detected by the master pressure sensor 100. A master pressure signal that represents the master pressure Pm that is a hydraulic pressure, a stroke signal that represents the piston slack slst of the piston 146 of the select actuator 78 detected by the stroke sensor 148, and a piston of the piston 128 of the shift actuator 80 detected by the stroke sensor 129. A stroke signal representing the stroke sfst, an actual current signal representing the actual current Isl output to the solenoid 124 of the select solenoid valve 88 detected by the current sensor 151, and a shift solenoid valve 90 detected by the current sensor 153 An actual current signal representing the actual current Isf output to the solenoid 140 is supplied. The electronic control unit 150 also includes an instruction current Icl for driving the clutch solenoid valve 86, an instruction current Isli for driving the select solenoid valve 88, an instruction current Isfi for driving the shift solenoid valve 90, and a master solenoid valve. The command current Im for driving 92 is output.

  By the way, for example, based on the diagram showing the relationship between the current and the flow rate shown in FIG. 4, the current supplied to the solenoid 140 of the shift solenoid valve 90 is controlled to control the supply / discharge state of the shift solenoid valve 90. However, since the characteristics of the power output circuit also change due to the influence of temperature or the like, there is a deviation in the relationship between the command current value Isfi and the actual current Isf that actually flows. Accordingly, for example, if a deviation occurs in a current value at which the supply / discharge of the shift solenoid valve 90 becomes zero (hereinafter, referred to as a Null point), the control accuracy of the shift actuator 78 is lowered. This problem also occurs in the select solenoid valve 88. Therefore, in this embodiment, when the select actuator 76 and the shift actuator 78 are in the non-operating state, the relationship between the indicated current value (Isli, Isfi) and the actual current value (actual current) (Isl, Isf) Null point at which the supply of hydraulic fluid to the select solenoid valve 88 and the shift solenoid valve 90 is zero (stops) by appropriately performing control for calculating the correction gain K for eliminating the deviation of the relationship caused by the temperature change. (Indicated value) and output current (indicated current) are appropriately corrected using this correction gain K. As described above, the correction by using the correction gain K reduces the influence of the temperature change.

  FIG. 5 is a functional block diagram for explaining the main part of the control operation of the electronic control unit 150. In each means indicating the operation of the electronic control unit 150 surrounded by a one-dot chain line, the initial learning determination means 152 determines whether or not initial learning is currently being executed. The initial learning is executed, for example, after completion of vehicle assembly at the vehicle factory or when a predetermined part is replaced at the service factory. At the time of initial learning, the piston stroke of the select actuator 76 and the piston stroke of the shift actuator 78 corresponding to the clutch stroke value (clamp point) at which the predetermined clutch is completely engaged, and the respective shift stages of the automatic transmission 16, The Null point (current value) of the solenoid at which the supply and discharge of the hydraulic oil from the solenoid valve (shift solenoid valve 90, etc.) is learned is learned. These learning values are stored in the ROM of the electronic control unit 150. The initial learning determination unit 152 determines that initial learning is being performed based on, for example, a flag set at the time of initial learning.

  The null point learning determination means 154 determines whether or not learning of each null point at which the supply and discharge of the hydraulic fluid of the select solenoid valve 88 and the shift solenoid valve 90 is zero during the initial learning is completed. Each Null point learned during the initial learning is an actual measurement value that is strictly measured in the vehicle factory or the service factory.

  The learning value correction completion determining means 156 determines whether or not the learning value correction of the null point, which is the actual measurement value learned during the initial learning, is completed. Null point learning correction is to obtain an instruction current necessary to actually output a null point, which is an actual measurement value learned during initial learning. That is, when the corrected command current is output, for example, when the current value corresponding to the null point learned in the shift solenoid valve 90 is actually output, the supply and discharge of the hydraulic fluid of the shift solenoid valve 90 is stopped. Note that a specific calculation method for the Null point learning correction will be described later.

  When the learning value correction completion determination unit 156 is negative, a gain calculation unit 158 that calculates a correction gain K corresponding to the correction control amount of the present invention is executed. The gain calculating means 158 includes a computable determining means 160, a master pressure reducing means 162, an instruction current output means 164, and a current value measuring means 166. In the following, the shift solenoid valve 90 will be described as an example, but the correction gain K of the select solenoid valve 88 is also calculated for the select solenoid valve 88 by the same calculation method.

  The computable determination means 160 determines whether or not a condition for calculating the correction gain K is satisfied based on whether or not initial learning is currently being performed. The condition under which the correction gain K can be calculated corresponds to the case where the initial learning is being performed. Even if the initial learning is not currently being performed, the computable determination unit 160 executes whether or not a condition for calculating the correction gain K is satisfied at a predetermined time interval (for example, about 40 seconds). To do. Here, the conditions under which the correction gain K can be calculated other than at the time of initial learning correspond to the case where the select actuator 76 and the shift actuator 78 that switch the gear position of the automatic transmission 16 are in an inoperative state. For example, when the automatic transmission 16 is traveling at a predetermined shift speed, the select actuator 76 and the shift actuator 78 are stopped in a state where the shift speed is established, so that a condition for calculating the correction gain K is satisfied. It is judged that The computable determination means 160 is, for example, based on a shift command signal output from the electronic control unit 150, an instruction current supplied to the select solenoid valve 88 and the shift solenoid valve 90, and the like, and the select solenoid valve 88 and the shift solenoid valve 90. Is determined to be in a non-operating state, and it is determined that a condition for calculating the correction gain K is satisfied. On the other hand, when it is determined that the shift speed is switched and at least one of the select actuator 76 and the shift actuator 78 is in the operating state, the calculation possibility determination means 160 does not satisfy the condition for calculating the correction gain K. Judge. If it is determined that the correction gain K cannot be calculated, the calculation possibility determination means 160 detects that the correction gain K has changed from a state in which the correction gain K cannot be calculated, and calculates a gain. A command for causing the means 158 to calculate the correction gain K can also be output. As a result, the frequency with which the correction gain K is calculated increases.

  The reason why it is determined whether or not the condition that the sequential correction gain K can be calculated is satisfied is that the correction gain K sequentially changes according to a change in temperature or the like. Therefore, it is determined whether or not the correction gain K can be calculated so that the null point and current value correction described later are executed using the optimal correction gain K, and the correction gain K can be calculated. The calculation of the correction gain K described later is performed. Accordingly, the calculation of the correction gain K is sequentially performed not only during initial learning or when the vehicle is stopped, but also during vehicle travel.

  When the computable determining means 160 determines that the condition for calculating the correction gain K is satisfied, the master pressure reducing means 162 is executed. The master pressure reducing means 162 supplies the master 114 with the master pressure Pm of the second oil passage 94 by supplying the solenoid 114 with a current value Im that connects the output port 108 of the master solenoid valve 92 and the drain port 110 shown in FIG. Set to zero. Specifically, in the master solenoid valve 92, a spool valve element (not shown) is moved so that the output port 108 and the drain port 110 communicate with each other, whereby the hydraulic oil in the second oil passage 94 is discharged to the reservoir 104. The master pressure Pm is reduced to zero or substantially zero. The current value Im is zero in this embodiment. The master pressure Pm corresponds to the original pressure supplied to the transmission solenoid valve of the present invention.

  The master pressure reducing means 162 is based on the elapsed time from the start of reducing the master pressure Pm in the second oil passage 94 or the master pressure Pm detected from the master pressure sensor 100. It is determined whether or not the master pressure Pm has become zero. Specifically, whether or not the elapsed time from the start of the reduction of the master pressure Pm has reached a predetermined time at which the master pressure Pm determined experimentally in advance reaches zero, or the detected master pressure Pm Whether or not the master pressure Pm has become zero is determined based on whether or not the pressure has decreased to a predetermined value in the vicinity of zero.

  When the master pressure reducing means 162 determines that the master pressure Pm has become zero, the command current output means 164 is executed. The command current output unit 164 outputs a command to output a reference current c1 set in advance to the solenoid 140 of the shift solenoid valve 90 to the PF layer of the electronic control unit 150. Similarly, the command current output unit 164 outputs an output command to the PF layer (platform layer) of the electronic control unit 150 as a reference current c2 preset in the solenoid 124 of the select solenoid valve 88. Reference currents c1 and c2 output to each solenoid (hereinafter simply referred to as reference current c unless otherwise distinguished) are set in advance, and the rated value (maximum value) of each solenoid from zero. Is set to an optimum value suitable for calculating the correction gain K. Here, the PF layer is a driver (software) for controlling the current output to each solenoid valve, and is based on the solenoid 140 of the shift solenoid valve 90 and the solenoid 124 of the select solenoid valve 88 via the PF layer. A current c is output. At this time, since the master pressure Pm is previously reduced to zero by the master pressure reducing means 162, even if the reference current c is output to the solenoid 140 of the shift solenoid 90 and the communication state of the port is switched, the second oil Since the master pressure Pm of the path 94 and the hydraulic pressure of the reservoir 104 are both zero, the piston 146 of the shift actuator 78 and the piston 128 of the select actuator 76 do not move. That is, by reducing the master pressure Pm to zero, the reference current c can be output without affecting the shift actuator 78 and the select actuator 76 even during traveling. Therefore, the number of times the correction gain K is calculated increases. Note that the reference current c corresponds to the predetermined instruction current of the present invention.

  Further, the command current output means 164 determines whether or not an elapsed time from the start of the output of the reference current c to the shift solenoid valve 90 and the select solenoid valve 88 has passed a preset stabilization standby time Ta. Based on the above, it is determined whether or not the reference current c is stable. The stabilization standby time Ta is determined in advance and is set to a time required for the reference current c to be stabilized in consideration of a delay time of rising of the current and the like.

  When the stabilization waiting time Ta elapses, the current value measuring means 166 actually measures the measured actual current d1 that has been passed through the solenoid 140 of the shift solenoid valve 90 and the measured actual current that has been output to the solenoid 124 of the select solenoid valve 88. d2 (hereinafter, simply referred to as a measured actual current d when d1 and d2 are not particularly distinguished) is measured. The measured actual current d is a current monitor circuit including a current sensor 153 provided between the solenoid 140 and the electronic control device 150, and a current sensor 151 provided between the solenoid 124 and the electronic control device 150. Is measured by a current monitor circuit including At this time, in order to remove noise and dither components of the ammeter, measurement is performed for a predetermined period (time), and an average value of a plurality of current values measured (sampled) during that period is calculated as a measured actual current d. The dither is a relatively high frequency fine vibration (dither current) applied to reduce the influence of friction, sticking phenomenon, etc. and improve the characteristics of the spool valve. When the measured actual current d is measured, the command current output means 164 outputs a command to end the output of the reference current c to the PF layer. The measured actual current d corresponds to the actual current of the present invention.

The gain calculation means 158 calculates a correction gain K based on the reference current c and the measured actual current d. The correction gain K is calculated based on the following equation (1). In equation (1), O1 is the offset amount of the actual current, and is determined based on the characteristics of the control circuit that controls the current in advance. Equation (1) indicates that the correction gain K is calculated based on the ratio between the reference current c (indicated current) and the measured actual current d. The correction gain K is a correction coefficient used to eliminate a deviation due to a temperature change because an actual output characteristic β changes according to a temperature with respect to a preset basic characteristic α described later. . That is, the correction gain K is a correction coefficient for reducing a deviation in the relationship between the command current and the actual current due to a temperature change.
K = (c-O1) / (d-O1) ... (1)

When the learning value correction completion determination unit 156 is denied and then the correction gain K is calculated by the correction gain calculation unit 158, the null point learning value correction unit 168 is executed. Null point learning value correction means 168 corrects to an instruction current Nullc (hereinafter referred to as a correction Null point Nullc) necessary for actually flowing a Null point that is an actual measurement value learned during initial learning. The corrected null point Nullc is obtained based on the following equation (2) using the correction gain K calculated by the equation (1). In Equation (2), K is a correction gain K, and Null is a learning value (current value) measured during initial learning. Further, O2 is an offset amount of the instruction current, and is set based on characteristics of a control circuit for controlling the current in advance.
Nullc = (1 / K) × (Null-O2) + O2 ... (2)

  When the correction gain K and the correction Null point Nullc are calculated, the learning value correction completion determination unit 156 determines completion of initial learning.

  The system stop determination unit 170 determines whether or not the system is stopped, specifically, whether or not a predetermined gear position is established in the automatic transmission 16. When the automatic transmission 16 is shifting, it is determined that the system is operating, and the system stop determining means 170 is denied.

  When the system stop determination unit 170 is affirmed, the gain calculation unit 158 described above is executed. Note that a specific calculation method of the gain calculation unit 158 is the same as the calculation method at the time of initial learning, and thus the description thereof is omitted. On the other hand, when the system stop determination unit 170 is negative, the current correction unit 172 is executed.

  The current correction means 172 corrects the instruction current actually output to the solenoid 140 of the shift solenoid valve 90 and the solenoid 124 of the select solenoid valve 88 to an accurate instruction current using the correction gain K. A method of calculating the current corrected by the current correction unit 172 will be described with reference to FIG. FIG. 6 shows the relationship (instruction-actual current characteristics) between the instruction current output from the electronic control unit 150 and the actual current actually supplied. In FIG. 6, the horizontal axis indicates the indicated current, and the vertical axis indicates the actual current.

  In FIG. 6, the solid line indicates the basic characteristic α of the actual current that is output with respect to the command current of the solenoid 140 of the shift solenoid valve 90 (and the solenoid 124 of the select solenoid valve 88). Is remembered. The alternate long and short dash line indicates the actual output characteristic β that has changed due to temperature changes. For example, when it is desired to output the actual current a, it is necessary to output the basic instruction current A based on the basic characteristic α. However, since the output characteristic β is actually changed due to the temperature change, when the basic command current A is output, the actual current b is output based on the output characteristic β. Therefore, in order to output the actual current a, it is necessary to output the output instruction current B based on the output characteristic β. The current correction means 172 calculates an output instruction current B necessary for flowing the actual current a that is actually desired to be output.

In FIG. 6, when the relationship of the following formula (3) is established and the formula (3) is modified, formula (4) for calculating the output command current B is obtained. In equations (3) and (4), A indicates the basic instruction current, that is, the instruction current value before correction based on the basic characteristic α, and B indicates the output instruction current for actually flowing the actual current a, that is, based on the output characteristic β. Indicates the indicated current value after correction, a indicates the actual current that is desired to flow, b indicates the actual current that is output without correction, and O1 is an actual value that is set in advance based on circuit characteristics and the like. A current offset amount (a constant value) is indicated, and O2 indicates an instruction current offset amount (a constant value) set in advance based on circuit characteristics or the like.
(B-O2) :( a-O1) = (A-O2) :( b-O1) ... (3)
B = {(a-O1) / (b-O1)} × (A-O2) + O2 ... (4)

Further, in FIG. 6, the relationship of the following equation (5) is established, and when the equation (5) is modified, the following equation (6) is obtained. In equations (5) and (6), c represents a preset reference current that is output when calculating the correction gain K, and d is the reference current c that is output when calculating the correction gain K. The actual current actually measured is shown.
(a-O1) :( b-O1) = (c-O1) :( d-O1) ... (5)
(a-O1) / (b-O1) = (c-O1) / (d-O1) ... (6)

Here, when Expression (6) is substituted into Expression (4), the following Expression (7) is obtained, and when Expression (7) is expressed by the correction gain K shown by Expression (1), the following Expression (8) is obtained. This equation (8) indicates that when the correction gain K is calculated, the corrected command current value B necessary for flowing the actual current a is calculated. That is, the corrected characteristic current B that can actually flow the actual current a is calculated by changing the basic characteristic α to the actual output characteristic β corresponding to the temperature change using the correction gain K. ing.
B = {(c-O1) / (d-O1)} × (A-O2) + O2 ... (7)
B = K × (A-O2) + O2 ... (8)

The current correction means 172 calculates the corrected instruction current B corresponding to the actual current a to be output using the correction gain K calculated in advance by the equations (8) and (1), and the instruction current A is calculated. A command for correcting the calculated command current B is output. In other words, as shown in the equation (9), the actual current a based on the basic characteristic α is corrected to the actual current b based on the output characteristic β changed by the temperature change using the correction gain K. In equation (9), a (α) represents the actual current a obtained based on the basic characteristic α.
b ＝ K × a (α) ・ ・ ・ (9)

  FIG. 7 shows the current values for the actual current that is actually flown by correcting the command current of the solenoid 140 of the shift solenoid valve 90 and the solenoid 124 of the select solenoid valve 88. This is a flowchart for explaining the control operation to be executed repeatedly with a very short cycle time of about several milliseconds to several tens of milliseconds. The following explanation is given for the shift solenoid valve 90, but the same control as in this flow is also executed for the select solenoid valve 88.

  First, in step SA1 (hereinafter, step is omitted) corresponding to the initial learning determination unit 152, it is determined whether or not initial learning is currently being performed. If SA1 is affirmed, whether or not learning of the current value at which the supply / discharge of the shift solenoid valve 90 becomes zero, that is, learning of the null point, is completed during the initial learning in SA2 corresponding to the null point learning completion determination unit 154. Is judged. If SA2 is negative, the routine is terminated. On the other hand, when SA2 is positive, it is determined in SA3 corresponding to the learning value correction completion determination means 156 whether or not the correction of the null point learning value has been completed. If SA3 is positive, the routine is terminated. On the other hand, when SA3 is negative, in SA4 corresponding to the gain calculating means 158, the correction gain K in the initial learning is calculated based on the equation (1). When the correction gain K is calculated in SA4, the null point learned during the initial learning in SA5 corresponding to the null point learning value correction unit 168 is then used as the correction gain K calculated in SA4 and the equation (2). And the corrected Nullc is stored in the electronic control unit 150. Thus, the correction gain K and the corrected null point at the time of initial learning are calculated. Note that SA2 to SA5 are performed only during initial learning.

  Returning to SA1, if it is determined that initial learning is not being performed, SA6 corresponding to the system stop determination means 170 is executed. In SA6, it is determined whether or not the system is currently stopped. Specifically, the determination is made based on whether or not the shift stage of the automatic transmission 16 is in any of the shift stages. Note that SA6 is determined regardless of the traveling state of the vehicle. The case where SA6 is denied corresponds to a state where the automatic transmission 16 is shifting and the shift actuator 78 is operating. When SA7 is positive, a correction gain K is newly calculated based on Expression (1) in SA7 corresponding to the gain calculation means 158. When SA6 is negative, the current correction of the solenoid 140 of the shift solenoid valve 90 is executed based on the correction gain K calculated by the equations (8) and (1) in SA8 corresponding to the current correction means 172. The The shift solenoid valve 90 is controlled based on the corrected current value (indicated current B), so that the shift solenoid valve 90 is accurately controlled based on the instruction current corresponding to the temperature change.

  FIG. 8 is a flowchart for explaining the control operation for calculating the correction gain K, and corresponds to steps SA4 and SA7 in the flowchart of FIG. Although the flow of FIG. 8 describes the calculation of the correction gain K of the shift solenoid valve 90, the same control is executed also in the select solenoid valve 88.

When a command for calculating the correction gain K is output, first, in step SB1 (hereinafter, step is omitted) corresponding to the calculation possibility determination means 160, it is determined whether a condition for calculating the correction gain K is satisfied. Is done. The condition under which the correction gain K can be calculated corresponds to the initial learning and the case where the shift actuator 78 is in an inoperative state, that is, the state where a predetermined gear stage is established in the automatic transmission 16. If SB1 is negative, the routine is terminated.

  On the other hand, when SB1 is affirmed, in SB2 corresponding to the master pressure reducing means 162, the master solenoid valve 92 is controlled to reduce the pressure until the master oil pressure Pm of the second oil passage 94 becomes zero. Further, in SB3 corresponding to the master pressure reducing means 162, it is determined whether or not the master pressure Pm has become zero. For example, when the master Pm is detected and the hydraulic pressure Pm becomes equal to or less than a preset threshold Pa near zero, it is determined that the master pressure Pm has become zero. When SB3 is denied, the process returns to SB2 and the master pressure Pm is continuously reduced.

  When the master pressure Pm drops below the threshold value Pa, SB3 is affirmed, and a command to output a preset reference current c to the solenoid 140 of the shift solenoid valve 90 is issued at SB4 corresponding to the command current output means 164. , And output to the PF layer (platform layer) that controls the current output to each solenoid valve of the electronic control unit 150. Next, in SB5 corresponding to the instruction current output means 164, it is determined whether or not the current value of the output reference current c is stable. Whether or not the reference current c has stabilized is determined based on, for example, whether or not the stabilization standby time Ta has elapsed since the output of the reference current c was started. When it is determined that the current value of the reference current c is stable, the measured actual current d actually passed through the solenoid 140 of the shift solenoid valve 90 is measured at SB 6 corresponding to the current value measuring means 166. In the measurement of the measured actual current d, an average value of a plurality of current values measured during a predetermined time is set as the measured actual current d. When the measurement of the measured actual current d is completed, the output of the reference current c is terminated in SB8 corresponding to the command current output means 164. Then, in SB8 corresponding to the gain calculation means 158, the correction gain K is calculated based on the reference current c, the measured actual current d, and the equation (1).

  As described above, according to the present embodiment, the select actuator 76 and the shift actuator 78 are inactive, and the master pressure Pm supplied to the select solenoid valve 88 and the shift solenoid valve 90 is substantially zero. In a controlled state, a reference current c is output to the solenoid 124 of the select solenoid valve 88 and the solenoid 140 of the shift solenoid valve 90, and based on the reference current c and the actual measurement current d actually passed through the solenoids 124 and 140. In order to calculate the correction gain K, the selection actuator 76 and the shift actuator 78 do not operate even if the reference current c is output during traveling. Therefore, the correction gain K is calculated even during traveling of the vehicle. Can do.

  Further, according to the present embodiment, since the correction gain K is calculated based on the ratio of the reference current c and the measured actual current d, the output characteristics of the solenoid 124 of the select solenoid valve 88 and the solenoid 140 of the shift solenoid valve 90. Even if changes due to temperature changes, the characteristics are corrected based on the calculated correction gain K.

  In addition, according to the present embodiment, the correction gain K is used to correct the null point Null of the select solenoid valve 88 and the shift solenoid valve 90, so that the shift of the null point Null that changes due to a temperature change can be prevented. .

  Further, according to the present embodiment, the correction gain K is used to correct the current characteristics of the select solenoid valve 88 and the shift solenoid valve 90, so that the solenoid 124 of the select solenoid valve 88 and the solenoid 140 of the shift solenoid valve 90 are appropriately selected. The target actual current value can be output.

  In addition, according to the present embodiment, the characteristics of the solenoid 124 of the select solenoid valve 88 and the solenoid 140 of the shift solenoid valve 90, which change with temperature changes, are corrected using the correction gain K, whereby the instruction current and the actual current are The deviation can be reduced.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the vehicle drive device 10 is a front engine / front drive type (FF type) vehicle, but the present invention is not necessarily limited to the front engine / front drive type. Even other types of vehicles such as a rear drive can be applied. That is, the present invention can be applied as appropriate to any vehicle having an automatic transmission in which shift switching is executed by a hydraulic actuator.

  Further, in the above-described embodiment, the automatic transmission 16 is configured to be capable of shifting five forward speeds and one reverse speed, but the number of shift speeds is not necessarily limited to the above, for example, six forward speeds, one reverse speed, etc. You can change it freely.

  In the above-described embodiment, when calculating the correction gain K, the offset amount O1 of the actual current and the offset amount O2 of the command current are used. If the offset amount O1 and the offset amount O2 are very small, they are ignored. It doesn't matter.

  In the above-described embodiment, the stability of the reference current c is determined based on the stabilization standby time Ta. However, it may be determined whether the current value is directly measured by a current sensor to determine whether the current is stable.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

16: Automatic transmission 76: Select actuator (hydraulic actuator)
78: Shift actuator (hydraulic actuator)
88: Select solenoid valve (transmission solenoid valve)
90: Shift solenoid valve (transmission solenoid valve)
92: Master solenoid valve 124: Solenoid 140: Solenoid 150: Electronic control unit A: Basic command current (command current before correction)
B: Output instruction current (corrected instruction current)
c: Reference current (predetermined indication current)
d: Measurement actual current (actual current)
K: Correction gain (correction control amount)
Null: Null point Pm: Master pressure (source pressure)

Claims (5)

A vehicle equipped with an automatic transmission whose transmission state is switched by a hydraulic actuator, a transmission solenoid valve that controls the driving state of the hydraulic actuator, and a master solenoid valve that controls a source pressure supplied to the transmission solenoid valve A control device for an automatic transmission,
In a state where the hydraulic actuator is inactive and the original pressure supplied to the transmission solenoid valve is controlled to be substantially zero, a predetermined command current is output to the solenoid of the transmission solenoid valve, And a correction control amount for eliminating a deviation between the command current and the actual current is calculated based on the command current and the actual current actually passed through the solenoid. apparatus.   2. The control apparatus for an automatic transmission for a vehicle according to claim 1, wherein the correction control amount is a correction gain calculated by a ratio between the predetermined command current and the actual current.   The control apparatus for an automatic transmission for a vehicle according to claim 2, wherein a null point of the transmission solenoid valve is corrected using the correction gain.   3. The control apparatus for an automatic transmission for a vehicle according to claim 2, wherein an instruction current to the transmission solenoid valve is corrected using the correction gain.   2. The control device for an automatic transmission for a vehicle according to claim 1, wherein the correction control amount is a correction gain for reducing a deviation between the command current and the actual current.

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