JP2918179B2 - Hydraulic control device for automatic transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a hydraulic control device for an automatic transmission that performs variable control of line pressure during gear shifting.

(Prior Art) Generally, an automatic transmission mounted on an automobile combines a torque converter and a transmission gear mechanism, and the power transmission path of the transmission gear mechanism is selectively operated by a plurality of frictional fastening elements such as clutches and brakes. The automatic transmission is configured to be switched so as to automatically shift to a predetermined gear. This type of automatic transmission is provided with a hydraulic control circuit that controls supply and discharge of hydraulic pressure to actuators of the friction engagement elements. .

The hydraulic control circuit includes a regulator valve for adjusting the discharge pressure of an oil pump to a predetermined line pressure, a manual valve for switching a range by manual operation, and switching of an oil passage that is operated in accordance with an operation state and communicates with each of the actuators. Accordingly, a plurality of shift valves for selectively engaging a plurality of friction engagement elements are provided. Also,
In recent years, a duty solenoid valve for changing the adjustment value of the line pressure by the regulator valve according to an operating state such as a throttle opening degree of an engine, and an ON-OFF solenoid valve for operating the shift valve at the time of shifting are provided. In addition, the accuracy of the speed change control is improved by electrically controlling them.

On the other hand, in this type of automatic transmission, there is a problem that a so-called shift shock occurs with the engagement or release operation of the friction engagement element at the time of gear shifting, and this causes discomfort to the occupant. Therefore, in the automatic transmission in which the line pressure is electrically controlled as described above, control is performed to reduce the line pressure during gear shifting to reduce shift shock.

In the line pressure control during such a shift, for example, as disclosed in Japanese Patent Application Laid-Open No. 2-57759, correction control of the line pressure by learning the shift time may be performed. This control measures the time required for the shift at the time of shifting, compares the shifting time with a preset target time, and corrects the line pressure during shifting so that the deviation is eliminated. It is.

(Problems to be Solved by the Invention) By the way, in the above-described line pressure correction control by learning the shift time, the shift when measuring the shift time is a shift performed under a predetermined operating state. It is necessary to be. In other words, at the time of shifting, control may be performed to reduce the engine output torque by, for example, stopping fuel supply to the engine or reducing the supply amount in order to reduce shift shock. In such a case, even if the type of shift is the same, the shift time is different from the shift time under normal operating conditions. Therefore, unless the shift time is learned only at the time of shifting in a predetermined operating state, the line pressure is erroneously corrected.

Therefore, in the invention disclosed in the above publication, the correction of the line pressure by learning the shift time is prohibited in either one of the shift in which the output control of the drive source is performed and the shift in which the output control is not performed. Such erroneous learning is avoided. However, in this case, the learning opportunity is reduced accordingly, and the accuracy of the line pressure control during shifting is not sufficiently improved.

Therefore, the present invention can perform this learning operation regardless of the presence or absence of the torque reduction control during gear shifting when performing correction control based on learning of gear shifting time with respect to line pressure control during gear shifting, while avoiding erroneous learning. It is another object of the present invention to further improve the accuracy of line pressure control during gear shifting.

(Means for Solving the Problems) In order to solve the above problems, the present invention is characterized in that it is configured as follows.

That is, the invention described in claim 1 of the present application (hereinafter referred to as the first invention)
The invention relates to a hydraulic control device for an automatic transmission, comprising: a line pressure adjusting means provided in a hydraulic control circuit for adjusting a line pressure supplied to a frictional engagement element; and a line pressure adjusted by the line pressure adjusting means. An automatic transmission having line pressure correction means for learning correction according to the deviation between the actual shift time and the target shift time during shifting, and torque reducing means for reducing engine output torque under predetermined conditions during shifting. The line pressure correction means is configured to set a common learning correction amount irrespective of whether or not the shift has been controlled to reduce the engine output torque. The finally set line pressure is adjusted by adding the learning correction amount set by the line pressure correction means to the base line pressure set accordingly. And the degree of reflection of the learning correction amount set by the line pressure correction means on the finally set line pressure is determined by the speed at which the correction is performed. And a correction amount correcting unit that corrects according to whether or not the shift is a shift in which the decrease control is performed.

The invention according to claim 2 (hereinafter, referred to as second invention) is characterized in that, in the first invention, the correction amount correcting means determines whether or not the shift is a shift in which engine output torque reduction control has been performed. By multiplying the learning correction amount by a correction coefficient having a different value, the learning correction amount is reflected on the finally set line pressure according to whether or not the shift is performed by the engine output torque reduction control. It is characterized in that the degree is corrected.

According to a third aspect of the present invention (hereinafter referred to as a third aspect), in the second aspect, the value of the correction coefficient by which the learning correction amount is multiplied is determined by the throttle opening degree during the shift and the throttle opening degree in advance. It is set based on a map set according to the degree.

According to a fourth aspect of the invention (hereinafter referred to as a fourth aspect), the map in which the value of the correction coefficient is set in accordance with the throttle opening degree in the third aspect of the invention is the one in which the shift mode is the economy mode or the power mode. It is characterized in that the value of the correction coefficient is set to a different value depending on the mode.

According to a fifth aspect of the invention (hereinafter referred to as a fifth aspect), in the fourth aspect, the map in which the value of the correction coefficient is set in accordance with the throttle opening is provided for the same throttle opening. It is characterized in that the value of the correction coefficient is set to a smaller value when the shift mode is the economy mode than when the shift mode is the power mode.

Further, the invention according to claim 6 (hereinafter referred to as a sixth invention) is characterized in that, in the second invention, the value of the correction coefficient by which the learning correction amount is multiplied is equal to the engine output torque for the same throttle opening. It is characterized in that it is set to a smaller value during a shift in which the reduction control is performed than in a shift without the reduction control.

(Operation) According to the above configuration, in any of the first to sixth inventions, at the time of shifting, the line pressure is corrected based on learning of the shifting time, and subsequent shifting is performed with the corrected line pressure. Therefore, the line pressure control during the gear shift is performed with high accuracy, and the gear shift is performed in the optimal gear shift time. The correction amount of the line pressure by the learning correction is corrected according to whether or not the corrected shift is performed in a state where the engine output is reduced. Therefore, an appropriate correction is performed. Therefore, the number of learning corrections can be increased while avoiding erroneous learning, and line pressure control during shifting can be performed more accurately.

According to the second aspect of the invention, the degree of reflection of the learning correction amount on the finally set line pressure differs depending on whether or not the shift is a shift in which engine output reduction control has been performed. According to the third aspect, the correction coefficient is multiplied by the correction coefficient, and the value of the correction coefficient by which the learning correction amount is multiplied is set in advance according to the throttle opening during the shift and the throttle opening. In this manner, the correction of the learning correction amount of the line pressure according to whether or not the shift is the engine output torque reduction control according to the first invention is specifically performed. Will be executed.

According to the fourth aspect, in the above-described map in which the value of the correction coefficient is set according to the throttle opening, the value of the correction coefficient differs depending on whether the shift mode is the economy mode or the power mode. According to the fifth aspect of the present invention, the value is set to be smaller in the economy mode than in the power mode for the same throttle opening. ,
Therefore, in the economy mode, the learning correction amount of the line pressure according to the deviation of the actual shift time from the target shift time is smaller than in the power mode.

Further, according to the sixth aspect, when the learning correction amount is corrected by multiplying the correction coefficient by a different value, depending on whether or not the shift is one in which engine output torque reduction control is performed, For the same throttle opening, the value of the correction coefficient is set to a smaller value during a shift in which the engine output torque reduction control is performed than in a shift that is not performed. In the case of the shift in which the torque reduction control is performed, the learning correction amount of the line pressure according to the deviation of the actual shift time from the target shift time is smaller than in the case of the shift not performed.

(Example) Hereinafter, an example of the present invention will be described.

First, the mechanical configuration of the automatic transmission according to this embodiment will be described with reference to FIG. 1. The automatic transmission 10 includes a torque converter 20 and a converter 20 as main components.
And a plurality of frictional engagement elements 41 to 46 and one-way clutches 51 and 52 such as clutches and brakes for switching a power transmission path of the mechanism 30. D, 2,1, R ranges and D range 1 ~ 4 speed, 2 ~ 3 range
Speed and 1st to 2nd speed in one range are obtained.

The torque converter 20 includes a pump 22 fixed in a case 21 connected to the engine output shaft 1,
And a one-way clutch interposed between the pump 22 and the turbine 23 and connected to the transmission case 11.
Stator 25 which is supported via 24 and performs a torque increasing action
And a lock-up clutch 26 provided between the case 21 and the turbine 23 and connecting the engine output shaft 1 and the turbine 23 via the case 21. The rotation of the turbine 23 is output to the transmission gear mechanism 30 via the turbine shaft 27. Here, a pump shaft 12 penetrating through a turbine shaft 27 is connected to the engine output shaft 1, and an oil pump 13 provided at a rear end portion of a transmission is connected by the shaft 12.
Is driven.

On the other hand, the transmission gear mechanism 30 is composed of a Ravigneaux type planetary gear device, and has a small-diameter small sun gear 31 loosely fitted on the turbine shaft 27, and also loosely fitted on the turbine shaft 27 behind the sun gear 31. A large sun gear 32 having a large diameter, a plurality of short pinion gears 33 meshed with the small sun gear 31, a long pinion gear 34 meshed with the first half meshed with the short pinion gear 33 and the second half meshed with the large sun gear 32.
And a carrier 35 rotatably supporting the long pinion gear 34 and the short pinion gear 33, and a ring gear 36 meshed with the long pinion gear 34.

The turbine shaft 27 and the small sun gear
A forward clutch 41 and a first one-way clutch 51 are interposed in series between the
A coast clutch 42 is interposed in parallel with the turbine shaft 51, and a turbine clutch 27 is provided between the turbine shaft 27 and the carrier 35.
A clutch 43 is provided, and a reverse clutch 44 is provided between the turbine shaft 27 and the large sun gear 32. Further, between the large sun gear 32 and the reverse clutch 44, a 2-4 brake 45 which is a band brake for fixing the large sun gear 32 is provided, and between the carrier 35 and the transmission case 11 is provided. , A second one-way clutch 52 for receiving the reaction force of the carrier 35
And a low reverse brake 46 for fixing the carrier 35 are provided in parallel. The ring gear 36 is connected to the output gear 14, and rotation is transmitted from the output gear 14 to left and right wheels (not shown) via a differential device.

Here, the relationship between the operation of each of the frictional engagement elements 41 to 46 and the one-way clutches 51 and 52 and the shift speed is summarized as follows.
It looks like a table.

On the other hand, as shown in FIG. 2, the automatic transmission has a hydraulic pressure for selectively operating each of the frictional engagement elements 41 to 46 in accordance with Table 1 to form a gear position corresponding to an operating state. A control circuit 60 is provided. The hydraulic control circuit 60 includes first to third solenoid valves 61 to 63 for shifting which switch the engagement pressure supply oil passages communicating with the friction engagement elements 41 to 46.
And a fourth solenoid valve 64 for controlling the lock-up clutch 26 and a duty solenoid valve 65 for controlling the line pressure.

A controller 70 for controlling these solenoid valves 61 to 65 is provided. The controller 70 includes a turbine speed sensor 71 for detecting the turbine speed of the torque converter 20 (or a vehicle speed sensor for detecting the vehicle speed of the vehicle). , A signal from a throttle opening sensor 72 for detecting the throttle opening of the engine, a signal from an oil temperature sensor 73 for detecting the oil temperature of the working oil, and a shift mode selection switch operated by the driver. A signal indicating the execution or non-execution of the fuel cut control from the engine controller 75 for controlling the engine is input from the signal from the engine 74, and the turbine speed indicated by the output signals from the sensors 71 and 72 and the switch 74 ( Gear shift control and lock-up control based on the throttle opening and the selected shift mode. In addition, each of the sensors 71 to
The line pressure is controlled during a shift operation and during a non-shift operation in accordance with output signals from the switch 73, the switch 74, and the engine controller 75. Here, in this embodiment, as the shift mode, the economy point where the shift point is set to the low turbine speed (low vehicle speed) side and the shift point is set to the high turbine speed (high vehicle speed) side. It is possible to select a power mode that emphasizes power performance.

Next, a hydraulic control circuit 60 for supplying and discharging hydraulic pressure to and from the actuators of the frictional engagement elements 41 to 46 will be described with reference to FIG.

The hydraulic control circuit 60 includes an oil pump shown in FIG.
A regulator valve 81 for adjusting the pressure of the hydraulic oil discharged from 13 to the main line 101 to a predetermined line pressure is provided, and the line pressure adjusted by the regulator valve 81 is variably controlled by the duty solenoid valve 65. It has become. That is, the hydraulic pressure made constant by the solenoid reducing valve 82 is changed by the duty solenoid valve 65 to a duty ratio (10 N-O
(ON time ratio during the FF cycle) is adjusted to a pilot pressure of a value corresponding to the pilot pressure, and the pilot pressure is introduced into the pressure increasing port 81a of the regulator valve 81 through the line 102, whereby the line pressure is adjusted to the pilot pressure or the pilot pressure. The value is adjusted to a value corresponding to the duty ratio.

This line pressure is supplied to an input port a of a manual valve 83 which is manually operated by a driver, and an output port b is provided in accordance with a shift position (range) P, R, N, D, 2, 1 of the valve 83. , c, d, and e. That is, the signals are output to the ports b and c in the D range and the 2 range, to the ports b and d in the 1 range, and to the port e in the R range.

The port b from which the line pressure is output in each forward range of D, 2, and 1 is connected to the 1-2 shift valve 8 via the line 103.
Connected to 4. The 1-2 shift valve 84 is switched by the first solenoid valve 61, and
In the first speed, the solenoid valve 61 is turned off (closed), so that the spool 84a is located on the left side in the drawing (the same applies hereinafter), and the line 104 communicating with the apply chamber 45a of the 2-4 brake 45 is drained. In the second to fourth gears, the first
When the solenoid valve 61 is turned on (open), the spool 84a is located on the right side, the line 103 led from the port b is communicated with the line 104, and the line pressure is applied to the 2-4 brake 45. Introduced into room 45a. Further, in the 1-2 shift valve 84, at the first speed in one range, a line pressure is supplied from the port d via the line 105 provided with the low reducing valve 85, and the line pressure is reduced through the lines 106 and 107. Supply to the reverse brake 46.

The line pressure from the port b of the manual valve 83 is supplied as pilot pressure to one end of the 2-3 shift valve 86 via the lines 103, 108, and 109, and the 2-3 shift valve 86 is supplied from the port c through the line c. Line pressure is supplied via 110. When the pilot pressure is controlled by the second solenoid valve 62, the spool 86a of the 2-3 shift valve 86 is moved to the right in the first and second speeds when the solenoid valve 62 is turned on (open). Then, the line 111 leading to the 3-4 clutch 43 is drained, and the spool 86 is turned off at the 3rd and 4th speeds, which are OFF (closed).
a is located on the left side and supplies the line pressure from the line 110 to the 3-4 clutch 43 via the line 111.

The line 111 is also led to the 3-4 shift valve 87. The 3-4 shift valve 87 is controlled by a third solenoid valve 63 to supply and discharge pilot pressure, and is in a D range where the solenoid valve 63 is turned on (open).
In the first, second, fourth, and second range first speeds, the release chamber of the 2-4 brake 45 is provided by the spool 87a being located on the right side.
Drain line 112 leading to 45b. Further, in the third range of the D range where the solenoid valve 63 is turned off (closed), the second and third speeds of the second range, and the first and second speeds of the first range, the spool 87a of the 3-4 shift valve 87 moves to the left. And the line 111 connected to the 2-3 shift valve 86 is connected to the line 1
Communicate with 12. Accordingly, the line pressure is supplied to the release chamber 45b of the 2-3 brake 45 according to the position of the spool 86a of the 2-3 shift valve 86.

Further, the 3-4 shift valve 87 communicates or disconnects a line 113 connected to the port b of the manual valve 83 via the lines 103 and 108 and a line 114 connected to the coast clutch 42, thereby closing the coast. The operation of the clutch 42 is controlled.

Thus, the first to third solenoid valves 61 to 63
According to the ON / OFF operation, the friction engagement elements are selectively engaged in accordance with the required gear position according to Table 1. The hydraulic control circuit 60 includes, in addition to the above valves, one
-2 accumulator 88, 2-3 accumulator 89, 2-
3 timing valve 90, ND accumulator 91, N-
An R accumulator 92, a 3-2 timing valve 93, a bypass valve 94, and the like are provided. Further, the supply and discharge of pilot pressure is controlled by the fourth solenoid valve 64 to lock or release the lock-up clutch 26, and a lock-up control valve 95 for adjusting the operating pressure supplied to the torque converter 20. 96 or so are provided.

Next, the specific operation of the line pressure control by the controller 70 and the duty solenoid valve 65 will be described with reference to the flowcharts of FIG.

The flowchart of FIG. 4 shows the main routine of the line pressure control. In this routine, first, step S ₁
In determining whether it is time to be shifting, if it is determined not to be the transmission timing, the line pressure control during non-shifting at Step S _2, when it is determined that the shift timing, step S The line pressure control during gear shifting by ₃ is executed. If it is determined that it is time to change gears, step
The shifting in S ₄ is equal to or a shift-up, the correction control of the line pressure due to the learning of the shift time by Step S ₅ at the time of shift-up, excess rotation speed blow by step S ₆ during downshift The line pressure correction control is performed by the learning of.

The line pressure control during non-shifting by the step S _2, is performed as follows according to a subroutine shown by a flow chart of Figure 5.

In this subroutine, at step S _11, S _12, reading on the basis of the signals from the respective sensors 72 and 71 showing the turbine speed of the throttle opening and the torque converter of the engine in Figure 2, then in step S _13, The target value P of the line pressure corresponding to the throttle opening and the turbine speed is read from a preset map.

Then, in step S _14, and determines according to a subroutine described below the duty ratio D of the duty solenoid valve 65 corresponding to the target line pressure P, in step S _15, the frequency of the duty drive signal to be output to the duty solenoid valve 65 set for example, 35 Hz, further in step S _16, based on the period and is the reciprocal of the duty ratio D and the driving frequency, and calculates the oN time in 10 N-OFF cycle of the duty solenoid valve 65. Then, in step S _17, so that the ON time calculated as described above, and outputs the duty drive signal to the duty solenoid valve 65. Accordingly, the pilot pressure supplied to the pressure intensifying port 81a of the regulator valve 81 shown in Figure 3 is adjusted, the line pressure is to be controlled to the target line pressure P obtained in step S _13.

On the other hand, the line pressure control during shifting in step S ₃ of FIG. 4, is performed as follows according to a subroutine shown by a flow chart of Figure 6.

In this subroutine, the shift of this time it is determined whether the upshift at the step S _21, if it is shift-up, as well as reads the throttle opening in step S _22, the throttle in step S ₂₃ The target line pressure P is set based on the combination of the opening degree and the type of the current shift, that is, the combination of the shift speeds before and after the shift. That is, in the memory of the controller 70, as shown in FIG. 7, a target line pressure P corresponding to the throttle opening and the type of shift is set in advance as a map. The line pressure P is read. This focuses on the fact that the required torque capacity of each frictional engagement element at the time of a shift-up shift not only changes according to the throttle opening corresponding to the input torque, but also differs depending on which shift speed is selected. This is to ensure that an optimum torque capacity is always obtained for the upshifting between the gears. This target line pressure P
As shown in the figure, the line pressure is set lower than the conventional line pressure P ', and the characteristics are different depending on the type of shift.
Particularly, as the line pressure correction control by the learning of the shift time shown in step S ₅ of FIG. 4, is set in accordance with later-described sub-routine, in which case, the map shown in FIG. 7 is
A different value is set depending on whether or not the fuel cut control during shifting is performed.

Also, if the current shift is a downshift,
Step S determines whether ₂₄ 3-2 or a downshift, 3-2 if not downshift, the same control as in step S ₂ of FIG. 4 in step S _25, that is the The line pressure control during non-shifting is executed by the subroutine of FIG.

On the contrary, when the shift time is 3-2 downshift, as well as reads the turbine speed at step S _26, in step S _27, the baseline pressure P ₀ in accordance with the turbine speed As shown in FIG. 9, data is read from a preset map. Here, only when 3-2 downshift, setting such a baseline pressure P ₀ is the time of the gear shift and the release operation of the 3-4 clutch 43 shown in Figure 1 and Figure 3 2-4 Since the fastening operation of the brake 45 is performed simultaneously, it is necessary to adjust the timing of these operations. In addition, since the optimal fastening timing of the 2-4 brake 45 differs depending on the turbine speed, the line pressure also corresponds to the turbine speed. This is to change it. Incidentally, the base line pressure P ₀ is, in particular, as the line pressure correction control by racing rotational speed of learning in step S ₆ in FIG. 4, are set in accordance with later-described sub-routine.

At the time of this 3-2 downshift, to calculate the change rate of the throttle opening in the next step S _28, in step S _29, characteristics as shown in FIG. 10 according to the throttle opening change rate in seeking the correction coefficient C ₁ from a preset map, we set the target line pressure P by multiplying the correction coefficient C ₁ to the base line pressure P _0. This is because when the rate of change in the throttle opening is large, the speed at which the turbine speed rises due to the downshifting is also increased, so that the engagement timing of the 2-4 brake 45 is advanced accordingly.

Then, as described above, when the target line pressure P is set in step S ₂₃ or step S _29, step S ₃₀
In to S _33, as in step S ₁₄ to S ₁₇ of the flowchart of Figure 5 showing the line pressure control during non-shifting of the aforementioned determination of the duty ratio D corresponding to the target line pressure P, the duty drive signal Frequency setting, duty ON time calculation,
Each operation of outputting a duty drive signal to the duty solenoid valve 65 is performed. As a result, the line pressure during the shift is controlled to a value suitable for each shift. Here, during this shift, the frequency of the duty drive signal is set to, for example, 70 Hz in order to increase the response of the line pressure control.

Next, the five diagram steps S ₁₄ and FIG. 6 step S ₃₀
Subroutine for determining the duty ratio D according to
This will be described with reference to the flowchart in FIG.

In this subroutine, at step S _41, it reads the Figure 5 or Figure 6 target line pressure P set in the subroutine, followed on the basis of a signal from an oil temperature sensor 73 shown in FIG. 2 in step S _42, Reads the oil temperature of the hydraulic oil of the automatic transmission. Then, in step S _43, the base duty ratio D ₀ corresponding to the oil temperature and the line pressure at that time is obtained from a preset map for the plurality of the oil temperature as shown in Figure 12. Here, use the oil temperature as a parameter for setting the base duty ratio D ₀ is because the duty ratio D for obtaining a target line pressure P varies depending on the oil temperature, and the actual oil temperature in advance if otherwise, the oil temperature map is set, the base duty ratio D ₀ by linear interpolation from these maps is determined.

Next, in step S _44, to measure the elapsed time after key-on engine reads the correction coefficient C ₂ corresponding to the elapsed time in step S ₄₅ from the preset map shown in FIG. 13. In other words, immediately after the operation of the engine or the automatic transmission, the characteristic of the control pressure with respect to the duty ratio is different from that in the normal state due to the presence of air in the hydraulic control circuit.

Then, in step S _46, the correction coefficient C ₂ to calculate the final duty ratio D by applying to the base duty ratio D _0, which Figure 5 and Figure 6 of the line pressure control in use.

The fourth view line pressure correction control by excess rotation speed of learning blown by step S ₆ of, that is, correction for baseline pressure P ₀ at the time of 3-2 shift-down to be set in step S ₂₇ of FIG. 6 The control is performed by a subroutine whose flowchart is shown in FIG.

This subroutine reads the turbine speed at step S _51, then in step S _52, calculates a target turbine rotational speed N ₀ after shifting from turbine speed before shifting. Next, in step _S53 , the rate of change of the turbine speed is calculated, and in step _S54 , it is determined whether or not the rate of change is equal to or less than a predetermined value, that is, the shift in the change of the turbine speed shown in FIG. It determines whether reaches X ₀ point corresponding to the end time. Then, when reached this point X _0, reads in the turbine speed N at that time in step S _55, in step S _56, the target turbine speed N ₀ after the shifting of the turbine speed N at this shift end Deviation from
N (= N−N ₀ ) is calculated.

Next, in step S _57, the read from a preset map to indicate the correction coefficient C ₃ corresponding to the deviation ΔN in FIG. 16, in step S _58, step a correction factor C ₃ Figure 6 by multiplying the baseline pressure P ₀ set by the S _27, to correct the baseline pressure P _0. In that case,
If the deviation ΔN of the turbine rotational speed N from the target rotational speed N ₀ at the end of the shift is 0, the correction coefficient C ₃ = 1, and the deviation Δ
When N is positive (the turbine speed at the end of shifting is
When larger than the target rotational speed N ₀ as N _1), the correction coefficient
When C ₃ > 1, and the deviation ΔN is negative (when the turbine speed at the end of the shift is smaller than the target speed N ₀ as N ₂ in FIG. 15), the correction coefficient C ₃ <1 Is done. That is, 3
If the turbine speed or engine speed increases at the end of the -2 downshift, the baseline pressure P ₀
Is corrected to increase to direction, if the rotation speed is drawn is corrected to be decreased the baseline pressure P _0, whereby 3-4 during the 3-2 downshift
The disengagement operation of the clutch 43 and the engagement operation of the 2-4 brake 45 are performed at the optimal timing.

On the other hand, FIG. 4 of the flow chart of the steps S ₅ line pressure correction control by the learning of the shift time to be performed by configuring the features of the merits, the line pressure control during shifting shown in other words FIG. 6, the row in step S ₂₃ The control for setting the target line pressure P at the time of the upshifting is performed as follows by a subroutine whose flowchart is shown in FIG.

In this control, first, in step S _61, S _62, reads the turbine speed and the throttle opening, then step S
A target turbine rotation speed after shifting is calculated from the turbine rotation speed before shifting in ₆₃ , and whether or not the shifting operation has been completed in step _S64 , that is, the turbine rotation speed has decreased to the target rotation speed due to the upshifting. It is determined whether or not the speed change operation has ended when the rotation speed has decreased to the target rotation speed.

Then, to calculate the transmission time T from the start to the end of the shift operation in step S _65, the average throttle opening during shifting in step S ₆₆ ((shift start time of opening + shift at the end of opening degrees) / 2) to calculate the read base shift time T ₀ corresponding map which is previously set according to the type of shift in step S _67. And step S
_68, the correction coefficient C ₄ corresponding to the average throttle opening first
Read from the preset map as shown in Figure 18,
The correction factor C ₄ calculates an optimum shift time T ₁ by multiplying to the base shift time T _0. Where the correction coefficient
Figures a _1, a _2, ..., etc. of FIG. 18 illustrating a C ₄ is a larger value as larger and subscript than 1 is small, therefore the optimal shift time T ₁ is long enough at low throttle opening . This is in order to cope with the fact that the shift shock appears more remarkably at a lower throttle opening.

Line Then, in step S _69, and comparing the actual shift time T and the optimal shift time T _1, and calculates the deviation _{ΔT (= T-T 1)} , in step S _70, in accordance with the deviation [Delta] T The pressure correction amount ΔP is read from a preset map as shown in FIG. In that case, in FIG.
The numerical values of b ₁ , b _2, etc. are set to larger values as they are larger than 0 and the subscripts are larger. Therefore, the line pressure correction amount ΔP
Means that the deviation ΔT is positive (the actual shift time T is the optimal shift time
When greater than T ₁₎ is a larger value as the deviation ΔT is large, when the deviation ΔT is for a negative (actual shift time T is shorter than T ₁ the optimum shift time), the more the deviation ΔT is small (absolute The larger the value, the larger the negative value.

In this way, the learning of the shift time sets the line pressure correction amount ΔP according to the type of the current shift and the average throttle opening during the shift. Then, the line pressure correction amount ΔP is corrected by the oil temperature of the operating oil of the automatic transmission.

That is, reads the oil temperature at step S _71, then in step S _72, reads in the correction coefficient C ₅ in accordance with the oil temperature from a preset map in characteristics shown in FIG. 20, the correction coefficient C ₅ by multiplying the line pressure correction amount [Delta] P obtained in step S _70, to correct the correction amount [Delta] P. In this case, as shown in FIG.
C ₅ is equal to or less than the predetermined oil temperature (e.g. 60 ° C.), a small becomes and the oil temperature from 1 are set to be close to 0 as lower. Therefore, the effect of correcting the line pressure by learning the shift time is reduced as the oil temperature becomes lower.

Further, in step _S73 , the shift mode selected by the mode selection switch 74 shown in FIG.
In step _S74 , it is determined whether or not the fuel cut control during the shift has been performed. The fuel cut control during the shift is to reduce the shift shock by stopping the supply of fuel to the engine at the time of the shift to reduce the engine output. The fuel cut is not performed when the engine water temperature is low or the battery voltage is low when the opening degree is 4/8 or more.

Then, the shift mode, depending on the average throttle opening of the presence or absence of fuel cut control during shifting and shifting during, and further correct the line pressure correction amount ΔP calculated in step S _72, the final line pressure using the Set P.

Configuring the final line pressure P is, when the fuel cut control is not being executed in step S ₇₅ to S _77, if the control is performed by step S ₇₈ to S _80, performed in substantially the same manner, first , a shift mode read in step S _73, the steps in accordance with the average throttle opening calculated in S ₆₆ corresponds from a preset map as shown in 21 and 22 FIG correction coefficient C ₆ or C ₆ '("" indicates a value at the time of executing the fuel cut control. The same applies hereinafter) is read (steps _S75 and _S78 ). In that case, these correction coefficients C ₆ and C ₆ ′
C _P1, c _P2 in the map of the 21, 22 views showing a, ..., c _E1,
The numerical values of c _E2 ,..., c _P1 ′, c _P2 ′,..., c _E1 ′, c _E2 ′,. Further, for the same average throttle opening, the value in the economy mode is smaller than the value in the power mode (for example, c _E1 <c _P1 ), and the value when the fuel cut control is executed is smaller than the value when the fuel cut control is not executed. (Eg, C _E4 ′ <C
_E8 ). This is to reduce the correction amount of the line pressure when the throttle opening is low, in the economy mode, and when the fuel cut control is executed. The map at the time of executing the fuel cut control shown in FIG. 22 is set only for the throttle opening 4/8 or more where the control is performed.

Then, the baseline pressure P ₀ or P ₀ ′ at the time of shifting according to the throttle opening is set in advance as shown in FIGS. 23 and 24 for each of the execution and non-execution of the fuel cut control. (Steps _S76 and _S79 )
This baseline pressure P ₀ or P ₀ ′ and the correction coefficient C ₆ or
Using C ₆ ′ and the line pressure correction amount ΔP, the final line pressure P is calculated by one of the following equations (steps S ₇₇ and S ₇₇₎ .
₈₀ ).

When fuel cut control is not executed P = P ₀ + ΔP × C _{6 When} fuel cut control is executed P = P ₀ ′ + ΔP × C ₆ ′ With the above, the setting of the final line pressure P or P ′ by learning the shift time is completed. This is registered in a corresponding area of the memory storing the map of FIG. 7 as a new target line pressure corresponding to the type of shift and the throttle opening during the current shift. Then, at the time of a subsequent gear shift, the corresponding target line pressure is read from this map, and the above-described control is performed so as to obtain this line pressure. In this case, the target line pressure is registered in the map of FIG. The target line pressure is set according to the execution or non-execution of the fuel cut control during the shift, and the target line set at the time of the execution of the control is used at the time of the shift at which the control is executed, and The target line pressure set when the control is not executed is used at the time of a shift after which the control is not executed.

In the above embodiment, the target line pressure as the final line pressure is stored and updated, but the line pressure correction amount is stored and updated, and this is added to the baseline pressure to obtain the target line pressure. The same effect can be obtained in this case as well.

(Effects of the Invention) As described above, according to the present invention, at the time of line pressure control during a gear shift, the line pressure correction control based on the learning of the shift time is performed, and the line pressure correction amount obtained by this control is changed. Since the correction is made according to the execution or non-execution of the engine output torque reduction control during the execution, an appropriate correction is performed in any case. As a result, in this type of automatic transmission, the number of times of learning correction can be increased while avoiding erroneous learning, and the line pressure control during shifting can be performed more accurately, so that the shift time can be appropriately adjusted. In addition, a shift with a small shift shock is realized. Further, according to the present invention, the correction according to whether or not the shift is performed in which the engine output torque reduction control is performed is performed on the common learning correction amount set regardless of the presence or absence of the torque reduction control. Therefore, there is an advantage that the learning control process can be shared irrespective of whether or not the shift is a control in which the engine output torque reduction control is performed, and that a large increase in the capacity of the storage means used for the control is avoided. .

[Brief description of the drawings]

The drawings show an embodiment of the present invention. FIG. 1 is a skeleton diagram showing a mechanical configuration of an automatic transmission, FIG. 2 is a control system diagram, FIG. 3 is a hydraulic control circuit diagram, and FIG. FIG. 5 is a flowchart showing a main routine of pressure control, FIGS. 5 and 6 are flowcharts showing subroutines of line pressure control during non-shifting and during shifting, respectively, and FIGS. 7 to 10 are maps used in the subroutine of FIG. , FIG. 11 is a flowchart showing a subroutine for determining a duty ratio, FIGS. 12 (a), (b), (c) and FIG. 13 are explanatory diagrams of maps used in this subroutine, and FIG. Is a flowchart showing a subroutine of line pressure correction control based on learning of a blow-up rotation speed, FIG. 15 is an explanatory diagram of an operation of this subroutine, FIG. 16 is an explanatory diagram of a map used in this subroutine, and FIG. Flow chart showing a subroutine of line pressure correction control by learning the shift time,
FIGS. 18 to 24 are explanatory diagrams of maps used in this subroutine. 10 ... automatic transmission, 60 ... hydraulic control circuit, 65, 81 ... line pressure adjusting means (duty solenoid valve, regulator valve), 70 ... line pressure correcting means, correction amount correcting means (controller), 75 ... ... Torque reduction means (engine controller).

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ identification code FI F16H 63:12 63:40 (58) Investigated field (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48 B60K 41/00-41/28

Claims (6)

(57) [Claims] 1. A line pressure adjusting means provided in a hydraulic control circuit for adjusting a line pressure supplied to a frictional engagement element, and the line pressure adjusted by the line pressure adjusting means is adjusted to an actual shift time and a target during shifting. A hydraulic pressure control device for an automatic transmission, comprising: a line pressure correction means for learning correction in accordance with a deviation from a shift time; and a torque reduction means for reducing an engine output torque under a predetermined condition during a gear shift. The correction means is configured to set a common learning correction amount irrespective of whether or not the shift has been controlled to reduce the engine output torque. The line pressure finally set is adjusted by adding the learning correction amount set by the line pressure correction means to the set baseline pressure. In addition, the degree of reflection of the learning correction amount set by the line pressure correction means on the finally set line pressure is determined by the speed change in which the correction is performed by the reduction of the engine output torque by the torque reduction means. A hydraulic control device for an automatic transmission, comprising: a correction amount correction unit that corrects according to whether or not the shift is controlled. A correction amount correcting means for multiplying the learning correction amount by a correction coefficient having a different value depending on whether or not the shift is a shift in which engine output torque reduction control has been performed; 2. The hydraulic pressure of an automatic transmission according to claim 1, wherein the degree of reflection of the learning correction amount on the finally set line pressure is corrected according to whether or not the shift has been subjected to the reduction control. Control device. 3. The value of a correction coefficient by which a learning correction amount is multiplied is
The hydraulic control device for an automatic transmission according to claim 2, wherein the hydraulic pressure control device is set based on a throttle opening during the shift and a map set in advance according to the throttle opening. 4. The map in which the value of the correction coefficient is set according to the throttle opening, the value of the correction coefficient is set to a different value depending on whether the shift mode is the economy mode or the power mode. The hydraulic control device for an automatic transmission according to claim 3, wherein: 5. A map in which a value of a correction coefficient is set in accordance with a throttle opening is provided for a given throttle opening when the shift mode is the economy mode compared to the power mode when the shift mode is the power mode. The hydraulic control device for an automatic transmission according to claim 4, wherein a value of the coefficient is set to a small value. 6. The value of a correction coefficient by which a learning correction amount is multiplied is
3. The automatic transmission according to claim 2, wherein, for the same throttle opening, a value at the time of a shift in which engine output torque reduction control is performed is set to a value smaller than a value at the time of a shift not performed. Transmission hydraulic control unit.