JP3191670B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art An automatic transmission of a type in which a desired one of a plurality of gears is achieved by combining the operations of a plurality of hydraulic friction engagement devices is known. In such an automatic transmission, shifting is performed by releasing or engaging a single hydraulic friction engagement device by using a one-way clutch, or, instead of using the one-way clutch, Is switched from a predetermined gear stage to another gear stage by lowering the hydraulic pressure of the hydraulic friction engagement device (clutch or brake) and increasing the hydraulic pressure of the other hydraulic friction engagement device (clutch or brake). A clutch-to-clutch shift is executed.

In order to set the shift state to a predetermined target state during the above-mentioned shift, a shift hydraulic pressure control means for controlling the engagement pressure of the hydraulic friction engagement device during the shift, and the shift is set in advance. Learning control means for determining a learning correction amount so as to attain the set target shift state, and correcting the engagement pressure of the hydraulic friction engagement device based on the learning correction amount. It has been proposed that the learning correction amount is determined so that the engine overshoot amount falls within a predetermined target range, and the hydraulic pressure control during the next shift period is performed using the learning correction amount. JP-A-6-3
The gear change control device described in Japanese Patent No. 41535 is one example.

As described above, in a shift control device having a learning function for hydraulic control of a hydraulic friction engagement device, generally, a learning correction amount storage means having a large number of storage locations for each traveling condition of the vehicle is provided. An initial value previously stored in the storage location is sequentially updated to the learning correction amount determined by the learning control means. For this reason, as the number of times of using the hydraulic friction engagement device of the automatic transmission increases with the use of the vehicle, the piston stroke increases and the surface condition of the friction material pressed by the piston changes. Even if the response characteristic of the hydraulic friction engagement device changes, the learning correction amount is sequentially updated,
The shift state is maintained at a predetermined target shift state.

[0005]

By the way, as the number of uses of the hydraulic friction engagement device increases with the use of the vehicle, the learning correction amount stored in the learning correction amount storage means increases from the initial value. The value changes greatly. For this reason, once the power supply voltage drops due to the work of turning off the battery power such as inspection or repair of the vehicle or replacement of the battery, the learning correction amount stored in the learning correction amount storage means is volatilized. Since the initial values are stored in a large number of storage locations for each traveling state of the vehicle, the initial values in the numerous storage locations need to be updated to the learning correction amounts during subsequent traveling.

However, in the above-described conventional shift control device, in order for all of the initial values in a large number of storage locations to be updated to the learning correction amount, a shift is performed for each traveling state of the vehicle, and each shift is performed. Although the learning correction amount must be determined by the learning control means, there is a disadvantage that a considerably long period is required until a shift is performed for every running state of the vehicle and the learning effect is reflected. As described above, once the power supply voltage is reduced due to the work of disconnecting the battery power or the like, the shift for each vehicle running state does not become the target shift state within a relatively long period, and a sense of incongruity occurs in the predetermined shift. Is inevitable.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle for which a learning effect is immediately reflected in a shift in each driving state after a power supply voltage is reduced. An object of the present invention is to provide a shift control device for an automatic transmission.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide an automatic transmission for a vehicle in which a predetermined shift is performed by operating a hydraulic friction engagement device. A shift hydraulic pressure control means for controlling an engagement pressure of a hydraulic friction engagement device during a shift, and a learning correction amount determined so that the shift is in a preset shift state, and the learning correction amount is determined based on the learning correction amount. A shift control device comprising: a learning control unit that corrects an engagement pressure of a hydraulic friction engagement device. (A) A plurality of storage locations are provided for each traveling condition of a vehicle, and the storage locations are stored in advance in the storage locations. A learning correction amount storing means for updating the initial value to the learning correction amount determined by the learning control means; and (b) a learning correction amount storing means.
Predetermined update initial period from the start of initial value update
Update initial period determination means for determining whether or not
(c) Within the update initial period by the update initial period determination means
Is determined, the initial value in a group of storage locations selected from a number of storage locations of the learning correction amount storage unit is determined based on the learning correction amount determined by the learning control unit. And a learning correction amount updating means for updating all at once.

[0009]

In this way, the learning correction amount storage means is provided.
At the beginning of the predetermined update after the
Update initial period judgment method to judge whether it is within the period
A step is provided, and the learning correction amount updating means performs the updating.
The new initial period determination means determines that the update is within the initial period.
If it is determined, the initial values in a group of storage locations selected from the plurality of storage locations of the learning correction amount storage means are updated at once based on the learning correction amount determined by the learning control means. . As a result, all the initial values in the many storage locations of the learning correction amount storage unit are updated promptly, as compared with the case where the initial values of the individual storage locations are sequentially updated by the shift for each vehicle traveling state. Therefore, after the power supply voltage is reduced, the learning effect is immediately reflected on the shift in each traveling state, and the unnaturalness of the shift is eliminated.

[0010]

In another preferred embodiment of the present invention, the learning correction amount storage means preferably includes a plurality of storage locations within a group of storage locations.
Comprises an update initial period determination unit for determining whether or not the update is within a predetermined update initial period after the update of the initial value is started, and wherein the learning correction amount update unit includes: If it is determined that it is within the update initial period, the initial value in a group of storage locations selected from the multiple storage locations of the learning correction amount storage means is changed to the learning correction value determined by the learning control means. The update is performed all at once based on the amount, but when the update initial period determination unit does not determine that the current time is within the update initial period, the initial value in a number of storage locations of the learning correction amount storage unit is updated by the learning control. It is updated one by one based on the learning correction amount determined by the means. With this configuration, if the update initial period determination unit does not determine that the current time is within the update initial period, the learning correction amount updating unit learns the initial values in many storage locations of the learning correction amount storage unit. Since the initial values in the group of storage locations are updated to one learning correction amount at a time, they are determined for each vehicle running state, since they are updated one by one based on the learning correction amount determined by the control means. Since each storage location is updated one by one according to the learning correction amount, the learning effect is promptly reflected and the learning effect is accurately reflected.

Preferably, a plurality of groups of storage locations are selected from a large number of storage locations in the learning correction amount storage means, and the update initial period determination means includes any one of the plurality of storage locations. With the number of times that the initial value in the storage location of the group has been updated all at once by the learning correction amount, it is determined that the update is within the predetermined update initial period from the start of the update of the initial value in the learning correction amount storage means. The judgment is made for each group. With this configuration, after the number of times that the initial value in the storage location in one of the groups is updated to the learning correction amount at a time reaches the predetermined set value, the learning value determined for each vehicle running state is determined. Since each memory location will be updated one by one according to the correction amount,
There is an advantage that a necessary and sufficient update initial period is set for each group, and normal learning in which each storage location is updated one by one with the learning correction amount determined for each vehicle running state is started immediately.

Preferably, a plurality of storage locations of the learning correction amount storage means are provided corresponding to at least one of the input torque and the hydraulic oil temperature. Means for updating at least one of the input torque and the hydraulic oil temperature based on the learning correction amount determined by the learning control means when updating an initial value in a group of storage locations of the learning correction amount storage means. And a plurality of learning correction amounts determining means for determining a plurality of learning correction amounts so as to change in association with the plurality of learning correction amounts determined by the updating learning correction amount determining means. Update the initial value. By doing so, 1
A plurality of learning correction amounts processed so as to change from one learning correction amount in association with a change in at least one of the input torque and the hydraulic oil temperature representing the running state of the vehicle are replaced with initial values in a group of storage locations. Since the stored values are stored, the learning effect can be further obtained as compared with the case where the initial values in the group of storage locations are updated with the common learning correction amount.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton view showing an example of an automatic transmission for a vehicle, the speed of which is controlled by a shift control device according to an embodiment of the present invention. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12,
The power is transmitted to drive wheels via a differential gear device and an axle (not shown).

The torque converter 12 is used to
Pump impeller 18 connected to crankshaft 16
, A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 directly connecting between the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 that prevents rotation in one direction. And a stator 28 that is in the position.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear unit 34 including a sun gear S0, a ring gear R0, and a planetary gear P0 rotatably supported by and engaged with the carrier K0, a sun gear S0 and a carrier. A clutch C0 and a one-way clutch F0 are provided between the sun gear S0 and the housing 41, and a brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2, a second planetary gear set 38 comprising a planet gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and a sun gear rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3. And S3 and a third planetary gear set 40 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the automatic transmission 14 is switched to one of the first reverse gear and the five forward gears having sequentially different speed ratios. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a solid circle indicates an engaged state during engine braking. As is apparent from FIG. 2, the brake B3 is engaged when shifting from the first gear to the second gear and when shifting from the second gear to the third gear. The brake B2 is released from the second gear to the third gear.
It is engaged when shifting to a high gear. At the time of shifting from the second gear to the third gear, the period in which the engagement torque is provided in the process of releasing the brake B3 and the period in which the engagement torque is provided in the process of engaging the brake B2 overlap. A so-called clutch-to-clutch speed change is performed, but other speed changes are performed only by engaging or releasing one clutch or brake.

As shown in FIG. 3, a first throttle valve 52 operated by an accelerator pedal 50 and a throttle actuator 54 are provided in an intake pipe of the engine 10 of the vehicle.
And a second throttle valve 56 operated by the controller. The engine rotational speed sensor 58, the intake air quantity sensor 60 for detecting an intake air quantity Q of the engine 10, the intake air temperature sensor 62 for detecting the temperature T _A of intake air that detects the rotational speed N _E of the engine 10, the Throttle sensor 6 for detecting opening degree θ _TH of first throttle valve 52
4. A vehicle speed sensor 66 for detecting the rotation speed N _OUT of the output shaft 42, that is, a vehicle speed V, a cooling water temperature sensor 68 for detecting the cooling water temperature T _W of the engine 10, a brake switch 70 for detecting the operation of the brake, and a shift lever 72. An operation position sensor 74 for detecting the operation position P _SH , an input shaft rotation sensor 73 for detecting the rotation speed N _IN of the input shaft 20, that is, the rotation speed N _C0 (= turbine rotation speed _NT ) of the clutch C0,
An oil temperature sensor 75 for detecting the hydraulic oil temperature T _OIL of the hydraulic control circuit 84 is provided.
Engine speed _NE , intake air amount Q, intake air temperature T
_A , opening degree θ _TH of first throttle valve, vehicle speed V, engine cooling water temperature T _W , brake operation state BK, shift lever 7
2, operating position P _SH , input shaft rotation speed N _C0 , hydraulic oil temperature T
A signal indicating _OIL is supplied to the engine electronic control device 76 or the shift electronic control device 78.

As shown in FIG. 4, the shift lever 72 is operated to a P range, an R range, an N range, a D range, a 4 range, a 3 range, a 2 range and an L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured so that the vehicle can be operated in the left-right direction between the D range and the 4 range and between the 2 range and the L range.

The engine electronic control unit 76 shown in FIG.
A so-called microcomputer having a PU, a RAM, a ROM, and an input / output interface.
The input signal is processed in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of, and various engine controls are executed. For example, a fuel injection valve 80 is controlled for controlling a fuel injection amount, an igniter 82 is controlled for controlling ignition timing, a bypass valve (not shown) is controlled for controlling idle speed, and a throttle actuator is controlled for controlling traction. 54, the second throttle valve 56
When the engine speed _NE enters a preset overspeed region (for example, a red zone), the fuel injection valve 8 is controlled.
Blocking the 0 suppress an increase in higher engine rotational speed N _E. The engine electronic control unit 76 is connected to the shift electronic control unit 78 so as to be able to communicate with each other.
A signal necessary for one is transmitted from the other as appropriate.

The shift electronic control unit 78 is also a microcomputer similar to the above, and the CPU processes input signals in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM, and the hydraulic control circuit 84 Of each solenoid valve or linear solenoid valve. For example,
The shift electronic control device 78 supplies a command value D _SLT for generating a throttle pressure P _TH having a magnitude corresponding to the opening degree θ _TH of the first throttle valve 52 to the linear solenoid valve SLT. _The control pressure P _SLT corresponding to the _SLT is output. Also, a command value D for controlling the accumulating back pressure
_SLN is supplied to the linear solenoid valve SLN and its command value D
_The control pressure P _SLN corresponding to the _SLN is output. Further, the command value _DSLU for controlling the engagement and disengagement of the lock-up clutch 24, the slip amount, the direct control of the brake B3, and the clutch-to-clutch shift is changed to a linear solenoid valve SL.
It is supplied to the U, the control pressure P _SLU corresponding to the command value D _SLU
Output. Further, the shift electronic control device 78 determines the gear position of the automatic transmission 14 and the engagement state of the lock-up clutch 24 based on the actual throttle valve opening θ _TH and the vehicle speed V from a shift diagram stored in advance. Then, the solenoid valves S1 and S1 are set so that the determined gear position and engagement state are obtained.
When S2 and S3 are driven to generate an engine brake, the solenoid valve S4 is driven.

FIGS. 5 and 6 show the hydraulic control circuit 84.
Are shown. In the figure, the 1-2 shift valve 88
And 2-3 shift valve 90, based on the output pressures of solenoid valves S1 and S2, shifts from the first gear stage to the second gear stage and shifts from the second gear stage to the third gear stage. The switching valves are each switched at the time of shifting, and a numerical value indicating the switching position indicates a gear position. Forward range pressure P _D
Means that the shift lever 72 is in the forward range (D, 4, 3, 2,
A pressure which is generated from the manual valve (not shown) when L) to have been operated, and the source pressure line pressure P _L.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P
_D is supplied to the brake B3 via a 1-2 shift valve 88, a 2-3 shift valve 90, an oil passage L01, a B3 control valve 92, and an oil passage L02. Incidentally, 94 is a damper for performing buffer against sudden supply of the line pressure P _L. Further, when the shift output to switch from the second gear to third gear is issued, the forward range pressure P _D is 2-3 shift valve 9
0, the oil is supplied to the brake B2 and the B2 accumulator 100 via the oil passage L03, and at the same time, the hydraulic oil in the brake B3 is returned to the oil passage L02, the B3 control valve 92, the oil passage L01, the 2-3 shift valve 90, and the return. Oil passage L04, 2-
The pressure is drained through the 3 timing valve 98,
Branch oil paths L05 and B2 branched from return oil path L04
The liquid is rapidly drained through the orifice control valve 96.

Back pressure chamber 1 of B2 accumulator 100
The 00 _B, accumulating back pressure P _ACC is the control pressure P _SLN of the control pressure P _SLT and the linear solenoid valve SLN of the linear solenoid valve SLT is supplied during each shift. Especially when 2 → 3 shift is clutch-to-clutch shifting, accumulator back pressure P _ACC is supplied to the back pressure chamber 100 _B is towards the value of the time shift end from the initial inertia phase in clutch-period Learning correction is performed so that the decreasing rate of the changing turbine rotational speed _NT (= N _IN ) falls within a predetermined target range.

The B3 control valve 92 is connected to the oil passage L0.
Spool valve element 104 that opens and closes between valve 1 and oil passage L02
And the same as the spool valve element 104 with the spring 106 interposed.
Provided at the center and having a diameter larger than that of the spool valve element 104.
The plunger 108 and the spring 106 are housed therein,
When the 2-3 shift valve 90 is switched to the third speed side
Forward range pressure P output from it_DVia oil passage L07
Oil chamber 110 and shaft end of plunger 108
The control pressure P of the linear solenoid valve SLU _SLUTo
And a receiving oil chamber 112. Therefore, B3
In the process of establishing the second gear, the control valve 92
Control pressure P of linear solenoid valve SLU_SLUAccording to spoo
Position the valve valve 104 in the open position shown on the left side of the center line.
Perform the first fill early on and then
Supply the hydraulic oil from the oil passage L01 to the oil passage L02, or
Causes the hydraulic oil in the oil passage L02 to flow out to the discharge oil passage L06.
As a result, the engagement pressure P in the brake B3_B3The rise of
From Equation 1, the control pressure P_SLUBased on accumulator
Pressure directly as in the buffering action of

[0029]

[ _Equation 1] P _B3 = P _SLU · S ₁ / S ₂

Further, B3 control valve 92 is in the third-speed gear stages or more gear, the center line spool 104 according to the forward range pressure P _D supplied to the oil chamber 110 from the 2-3 shift valve 90 Lock to the open position shown on the left. This is because the oil chambers 112 and 2 of the B3 control valve 92
Since the oil chamber 138 of the -3 timing valve 98 is connected, in the second to third shift state, the volume change of the oil chamber 112 of the B3 control valve 92 is prevented, and the adjustment by the 2-3 timing valve 98 is performed. This is so as not to affect the pressure operation. In Expression 1, S ₁ and S ₂ are the cross-sectional areas of the plunger 108 and the spool valve 104.

The B2 orifice control valve 96 is
Rake B2 and B2 accumulator 100 and oil passage L0
3 and the drain oil passage L06 and the drain
A spool valve 114 that opens and closes between the
Attach the pool valve 114 toward the first drain position.
The spring 116 to be urged and the shaft end of the spool valve 114
And the control pressure P of the third solenoid valve S3_S33-4 shifts
And an oil chamber 120 which receives the oil through a valve 118.
You. As a result, the third solenoid valve S3 can be used, for example, during a 3 → 2 shift.
Is turned on and its control pressure P_S3Supplied to oil chamber 120
The spool valve 114 prevents the brake
B2 and between B2 accumulator 100 and oil passage L03
Open between them brake B2 and B2 accumulate
Fur that quickly discharges hydraulic oil from the
Stodrain operation is performed. Also in 1 → 2 shift
Indicates that the third solenoid valve S3 is turned off and its control pressure
P _S3Is supplied to the oil chamber 120 so that the B3 control
Operation discharged from the pressure regulating operation of the roll valve 92
A discharge oil passage L06 for discharging oil and a drain port 113
Is opened to adjust the pressure of the B3 control valve 92
Is permitted, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on and the discharge oil passage L06 and the drain port 1
13 is closed by closing B3 control valve
The pressure regulation operation of 92 is stopped.

The 2-3 timing valve 98 is involved in the clutch-to-clutch shift from the second gear to the third gear and changes the release pressure from the brake B3 to a linear solenoid valve SL.
It functions as a pressure regulating valve that regulates pressure from U in accordance with the control pressure P _SLU . In other words, the 2-3 timing valve 98, 2 → 3 forward range pressure P _D is output from the 2-3 shift valve 90 when the speed change is output is supplied through the 3-4 shift valve 118 and the solenoid relay valve 122 Supply port 1
24, a drain port 126, a spool valve element 128 for adjusting the pressure P _B3 during the drain period of the brake B3 by connecting the oil passage L04 to the supply port 124 or the drain port 126, and a spool valve via a spring 130. A first plunger 132 provided concentrically with the valve element 128 and having the same diameter as the spool valve element 128; a first plunger 132 provided concentrically with the spool valve element 128 and capable of abutting on one end thereof and having a larger diameter than the spool valve element 128; a second plunger 134, the oil chamber accommodating the spring 130, accepts the forward range pressure P _D is output therefrom when the 2-3 shift valve 90 is switched to the second speed side through the oil passage L08 136, an oil chamber 138 provided at the shaft end of the first plunger 132 and receiving the control pressure P _SLU from the linear solenoid valve SLU. An oil chamber 140 is provided at the shaft end of the second plunger 134 to receive the hydraulic pressure P _B2 in the brake B2, and a feedback oil chamber 142 to receive the feedback pressure.

Therefore, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ ,
8, the land area on the second plunger 134 side is S ₄ ,
When the cross-sectional area of the second plunger 134 and S _5, 2 → 3
Brake B in the release process when the gearshift output is output
The pressure P _B3 of No. 3 is reduced according to the increase of the engagement pressure P _B2 of the brake B2 by the pressure adjusting operation by the 2-3 timing valve 98, and the control pressure P B3 of the linear solenoid valve SLU is reduced from the equation (2).
_The pressure is adjusted to increase according to the _SLU .

[0034]

## EQU2 ## P _B3 = P _{SLU .S 3} / (S ₃ −S ₄ ) −P _{B2.
S 5 / (S 3 -S 4} )

Further, the 2-3 timing valve 98, when the forward range pressure P _D output from the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil chamber 136, the spool valve The child 128 is locked. This is also the oil chamber 138 of the 2-3 timing valve 98 and B
Since the oil chamber 112 of the third control valve 92 is connected, the change in the volume of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the first speed and the second speed, and the B3 control valve 92 is closed. This is so as not to affect the pressure regulation operation.

[0036] C0 exhaust valve 150, the output pressure P _S4 of the third but brought into the closed position in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the solenoid valve S3, the fourth solenoid valve S4
Accordance with the spool 152 is caused to position to the open position, the line pressure P _L supplied via it when the 4-5 shift valve (not shown) is in switching state of the following fourth speed, the second speed And clutch C at times other than the fifth speed
0 and the C0 accumulator 154.

In the shift control device configured as described above, if a 2 → 3 shift (clutch-to-clutch shift) determination is made and a shift output to the third gear is output, then 2-3 Shift valve 90 is switched from the second speed side to the third speed side. As a result, the forward range pressure P _D becomes 2−
It is supplied to the brake B2 via the three-shift valve 90 and the oil passage L03. At the same time, 2-3 While the spool 104 forward range pressure P _D from the shift valve 90 is supplied to the oil chamber 110 of the B3 control valve 92 is locked in the open position, through the 2-3 shift valve 90 As a result, the oil passages L01 and L04 are connected to each other, and the hydraulic oil in the oil chamber 136 of the 2-3 timing valve 98 is discharged through the oil passage L08 and the 2-3 shift valve 90. 3
The brake B3 is released while the pressure is adjusted by the timing valve 98 according to _PSLU . In the back pressure chamber 100B of the accumulator 100 connected to the brake B2, the reduction rate of the turbine rotational speed _NT in the inertia phase during the clutch-to-clutch shift period is set in advance with the throttle valve opening θ _TH
The accumulative back pressure P _ACC learned and corrected so as to be within the target range set according to.

FIG. 7 is a functional block diagram for explaining a main part of a control function of the electronic control unit 78 for shifting. In the figure, an automatic transmission control means 158 is based on a well-known shift diagram, such as an actual throttle valve opening θ _TH , based on a well-known shift diagram on the assumption that automatic transmission is executed.
And a shift speed is determined on the basis of the vehicle speed V. In order to realize the determined shift speed, the solenoid valves S1 and S
2. A shift output is performed for S3.

The transmission hydraulic pressure control means 160 controls the automatic transmission 1
At the time of the shift of 4, the engagement pressure of the hydraulic friction engagement device involved in the shift is controlled. For example, when the clutch-to-clutch shift (2 → 3 shift) output is performed by the automatic shift control means 158, the brake B, which is the hydraulic friction engagement device on the releasing side during the clutch-to-clutch shift period, is output.
As shown in FIG. 8, for example, as shown in FIG. 8, a linear solenoid valve SLU is provided so that a period during which the engagement torque is applied to the brake valve 3 and a period during which the brake B2, which is the hydraulic friction engagement device on the engagement side, is provided with the engagement torque are overlapped. By changing the command value D _SLU and the control pressure P _SLN acting on the back pressure chamber 100B of the accumulator 100, the engagement pressure P _B3 decreased in the brake _B3 and the engagement increased in the brake B2. Pressure P
_B2 is basically generated. The B3 pressure is basically determined by the command value D _SLU to 2-3 timing valve 98 characteristic and the linear solenoid valve SLU. In addition, B
The two pressures depend on the characteristics of the accumulator 100 and its back pressure chamber 10.
It is basically determined by the command value D _SLN to the control pressure P _{SL N} i.e. linear solenoid valve SLN is applied to 0B.

2 → 3 by the shift hydraulic pressure control means 160
Furthermore, when explaining the control of the engagement pressure P _B3 of the brake B3 in the speed change process, shift hydraulic pressure control means 160, as shown in Equation 3, the shift output (t ₁ point in FIG. 8) fall and shift engagement immediately Although this involves a fall of the section T _I of the inertia phase after the start (time t _{2 in} FIG. 8), basically, the command corrected and learned by adding the basic control value D _SLUK and the learning correction amount D _SLUG. and it outputs the value D _SLU in the interval T _T of the torque phase (the period during which the rotational change by oncoming effect occurs). The basic control value D _SLUK is calculated based on the actual input torque of the automatic transmission 14 and the hydraulic oil temperature T _OIL from a relationship not shown. The learning correction amount D _SLUG is determined by the learning control means 168 described later from the 2 → 3 shift state already implemented in the past, and is one of a number of storage locations of the learning correction amount storage means 162 described later. Is stored in the

[0041]

## _EQU3 ## D _SLU = D _SLUK + D _SLUG

The learning correction amount storage means 162 stores the throttle valve opening θ _TH and the hydraulic oil temperature T corresponding to the input torque.
_In order to store the learning correction amount D _SLUG corresponding to _OIL ,
For example, as shown in FIG. 9, a plurality of storage locations (standby rams) SRAM _nm provided in the RAM of the shift electronic control device 78 are provided. Subscript n of the SRAM is a number indicating the phase of the magnitude of the throttle valve opening theta _TH, the throttle valve in the range of 0 to 100% 9 opening theta
An example is shown in which _TH is classified into seven levels of θ _n (n = 1 to 7). The subscript m of the SRAM is the hydraulic oil temperature T
It is a number indicating the level of the _OIL , and in FIG.
Hydraulic oil temperature T _OIL in the range of 80 is set to T _{OIL m} (m
= 1 to 4) are shown.

The vehicle state determining means 164 determines whether or not the traveling state of the vehicle is a preset reference traveling state. The reference running state is meant a constant running state detecting means is not affecting the overshoot amount .DELTA.N _E of the engine rotational speed which occurs clutch-period does not change it. Traveling state to change the overshoot amount .DELTA.N _E of the engine rotational speed which occurs clutch-period, for example, multiple shift lines that shifting to another gear in a gear change period associated with the second speed is determined One-way clutches F0, F1, and F during engine braking operation, a driving state in which the amount of overshoot is excessive due to idling of drive wheels, execution of traction control, and the like.
Automatic transmission 14 in which the output shaft 42 idles due to 2
, There is a traveling state in which the accelerator pedal is released, and these traveling states are not included in the reference traveling state.

The learning control permitting means 166 includes a clutch
Release brake during clutch (2 → 3) shift period
Decrease in engagement torque of B3 and engagement of brake B2 on the engagement side
Change due to factors other than the timing of the increase in torque
Overshoot ΔN of the applied engine speed_ETo
In order to avoid learning correction based on
164 changes the running state of the vehicle to the clutch-to-clutch state.
Overshoot of the engine speed generated during the speed period
ΔN_EIf it is determined that the
Learning control by the learning control means 168 is permitted,
Shoot amount ΔN _EIs determined to be a state that changes
In this case, the learning control by the learning control means 168 is prohibited.
You.

When the learning control is permitted by the learning control permitting means 166 on the basis of the establishment of the predetermined start condition, the learning control means 168 determines whether or not the learning correction amount has been stored in the learning correction amount storing means 162. In order to store the throttle valve opening θ _TH corresponding to the input torque of the 2 → 3 shift and the multiple storage locations SRAM _nm corresponding to the hydraulic oil temperature T _OIL , the clutch-to-clutch shift (2 →
Engine speed N generated during the third shift) period
Based on the overshoot amount .DELTA.N _E of _E (= N _T), the learning correction amount D _{SL UG} for the overshoot amount .DELTA.N _E within a predetermined target range, determined for the next 2 → 3 shift I do.

The update initial period determination means 170 determines whether the update is within a predetermined update initial period after the update of the initial values stored in the multiple storage locations SRAM _nm of the learning correction amount storage means 162 is started. Is determined. This initial value is a value including “0” used when a new vehicle is used. For example, in response to supply of battery power to the shift electronic control device 78, the shift electronic control is performed by an initial processing routine (not shown). It is automatically read from the ROM of the device 78. Preferably, the update initial period is a period in which the update of the initial values stored in all the storage locations SRAM _nm is completed.

The learning correction amount updating means 172, the theta _A group learning correction amount storing means multiple storage locations memory location for example Figure 9 of a group selected from SRAM _nm of 162 or theta
The initial value of the memory location of the group _B is updated all at once on the basis of the determined by the learning control unit 168 learning correction amount D _{SL UG.} For example, the learning correction amount updating means 172, the initial value in the storage locations of theta _A group or theta _B group, is executed in the running conditions included in the running condition corresponding to the theta _A group or theta _B group of storage locations The learning correction amount D _SLUG determined by the learning control means 168 by the 2 → 3 shift or the machining value therefrom is replaced. The learning correction amount updating unit 172 updates the initial value by the learning correction amount updating unit 172 as described above when the updating initial period determining unit 170 determines that the current time is within the updating initial period. Is not determined to be within the update initial period, that is, when it is determined that the update initial period has elapsed, the normal update is performed. In the normal update, the stored value in the storage location corresponding to the vehicle traveling condition (θ _TH and T _OIL ) of the 2 → 3 shift when the learning correction amount D _SLUG is determined by the learning control means 168 is newly determined. The learning correction amount D _SLUG is updated.

FIGS. 10 and 11 are flowcharts for explaining a main part of the control operation by the shift electronic control unit 78. FIG. 10 shows a learning control permission determination routine in FIG.
Reference numeral 1 denotes a learning correction control routine. The operations of the automatic transmission control means 158 and the transmission oil pressure control means 160 are described in, for example, JP-A-6-341525 and JP-A-6-341525.
This is the same as that described in, for example, -341535, and the routine for explaining its operation is well known and has been omitted.

In FIG. 10, after an input signal is read in SA1, SA2 and SA3 corresponding to the vehicle state determination means 164 are executed. In SA2, 2 → 3
It is determined whether the shift is completed, that is, whether the clutch-to-clutch upshift is completed. The control pressure P _SLU for controlling the release pressure of the brake B3 during the next clutch-to-clutch shift, that is, the linear solenoid valve SLU
The end of the 2 → 3 shift is one of the conditions for starting the learning control by the learning control means 168 in order to perform the learning correction of the command value D _SLU to. If the determination in SA2 is NO, at SA4, by the contents of the learning permission flag F _SA is set to "0", the learning control by the learning control unit 168 is prohibited.

However, if the determination at SA2 is affirmative,
In SA3, the general release hydraulic pressure learning control is performed in SA3.
In addition to the permission conditions, the running condition of the vehicle
It is determined whether or not the vehicle is in the semi-running state. This reference running condition
The state is, for example, the clutch-to-clutch shift period.
Overshoot ΔN of the engine speed generated in the engine _E
Constant running state that does not affect or change
It is a state. For example, during the shift period related to the second speed,
A state in which multiple shifts in which a shift to a gear is determined are performed,
Due to idling of drive wheels or execution of traction control, etc.
Running conditions where the amount of overshoot is excessive, engine shake
During driving, the one-way clutches F0, F1, and F2
In the automatic transmission 14 in which the output shaft 42 idles
The running condition with the accelerator pedal released
The engine speed that occurs during the shift period
Bass shoot amount ΔN_EBecause it affects
At SA3, it is determined whether or not the vehicle is in such a running state.
It is done.

In the above SA3, for example, the following condition (a)
It is determined whether or not all of (j) to (j) are satisfied. That is, the determination conditions of SA3 are (a) that the change of the throttle valve opening θ _TH from the output of the 2 → 3 shift to the start of the inertia phase is within a predetermined range, and (b) the shift during the 1 → 2 shift. 2 → 3
It is not a 2 → 3 shift during a shift or a downshift to the second gear, and (c) 2 → due to the shift lever 72 being operated from the L or 2 range to the 3 or D range.
3 is not a transmission, (d) that the overshoot amount .DELTA.N _E of the engine rotational speed is within the normal range set in advance, (e) 2 → 3 power-off between the speed change output to the inertia phase (coasting) (F) that the oil temperature sensor 75 is normal, (g) that 2 to 3 shifts in which the rotation change of the input shaft 20 or the output shaft 42 is normal,
(h) The oil temperature T _OIL at the time of the 2 → 3 shift output is within a predetermined normal range, (i) there is no slip of the drive wheels from the 2 → 3 shift output to the start of the inertia phase, (j)
For example, the traction control device is not operating between the output of the 2 → 3 shift and the start of the inertia phase.

If the determination at SA3 is denied,
Overshoot amount .DELTA.N _E is, since a state affected by the running condition of the vehicle, the learning control by the learning control unit 168 in the SA4 is prohibited. But,
If the determination in SA3 is positive, in SA5 corresponding to the learning control permitting means 166, by the contents of the learning permission flag F _SA is set to "1", permission learning control by the learning control means 168 Then, this routine is terminated.

In the learning control routine of FIG.
In 1, the learning permission flag F_SAIs "1"
Is determined. If the determination of SB1 is denied
This routine is terminated, but if affirmative, the previous
In SB2 corresponding to the learning control means 168, learning is performed.
Correction amount D_SLUGIs determined. That is, the SB2
In the 2 → 3 shift just before learning is allowed
Actual engine speed N_EEngine speed N_E
From the peak value of N_OUT× i_Two (2nd gear ratio)
Is subtracted to obtain the overshoot amount ΔN_EIs calculated
And the actual throttle valve opening θ in the 2 → 3 shift.
_THIs read, and then, for example, the
Actual overshoot amount ΔN from the remembered relationship_EBased on
Learning correction correction amount ΔD_SLUGIs determined, and
For example, from the relationship stored in advance shown in FIG.
Torle valve opening θ_THInput torque coefficient L is determined based on
Then, based on the relationship shown in Equation 4, the learning correction correction
Quantity ΔD_SLUGAnd the input torque coefficient L
Positive amount D_SLUGIs calculated. Note that, in Equation 4, D
_SLUG ^-1Indicates a learning correction amount that has already been stored.

[0054]

D _SLUG = D _SLUG ^-1 + ΔD _SLUG × L

[0055] Then, SB3 in, whether the actual throttle valve opening theta _TH is theta _A group, i.e., the actual throttle valve opening theta _TH is the throttle valve opening size classification theta ₁ to theta ₄ of Is determined. If this determination is affirmative, the update initial period determination means 17
In SB4 corresponding to 0, whether the contents of the storage locations SRAM _{1 m} to SRAM _4m theta _A group counter C theta _A for counting the number of updates is smaller than a preset determination reference value N _A belonging to theta _A group Is determined. The criterion value N _A is a value for determining that it is within the initial update period, and for example, “3” is used.

Initially, the judgment at SB4 is affirmed.
In SB5 corresponding to the learning correction amount updating means 172,
And θ_AAll storage locations belonging to the group SRAM_1mOr S
RAM _4mIs the learning correction amount D calculated in SB2.
_SLUGIs stored in place of the previously stored value. And
In SB6, the above θ_AGroup counter Cθ_AIn the content of
After “1” is added, the present routine is terminated.

[0057] However, in the SB3, if the actual throttle valve opening theta _TH is determined to not be included in the classification of the magnitude of the throttle opening theta ₁ to theta ₄ belonging to theta _A group, the in SB7 corresponding to the updated initial period within the determination unit 170, a memory location belonging to the theta _B group SRAM _{5 m} or for counting the number of updates of the SRAM _7m theta _B group counter C theta _B content is preset determination reference value N _It is determined whether it is smaller than _B. The criterion value N _B is a value for determining that it is within the update initial period, for example, "3" is used.

Initially, the determination at SB7 is affirmed.
In SB8 corresponding to the learning correction amount updating means 172,
And θ_BAll storage locations belonging to the group SRAM_5mOr S
RAM _7mIs the learning correction amount D calculated in SB2.
_SLUGIs stored in place of the previously stored value. And
In SB9, the above θ_BGroup counter Cθ_BIn the content of
After “1” is added, the present routine is terminated.

The above steps are repeatedly executed.
C, θ_AStorage location SRAM belonging to group _1mOr SRAM_4m
Update count or θ_BStorage location SRAM belonging to group_5mNo
To SRAM_7mUpdate count exceeds "2"
If the determination at SB4 or SB7 is denied,
Since the new initial period is over, the SB10
The normal update is performed. That is, a large number of storage locations
SRAM_nmActual slot at the time of 2 → 3 shift output
Valve start θ_THAnd hydraulic oil temperature T_OILStorage space corresponding to
The learning correction amount D calculated in SB2_SLUGBut
The stored value is stored in place of the previous stored value. For example, actually
Throttle opening θ_THIs θ_TwoAnd real
Hydraulic oil temperature T_OILIs T_OIL3When responding to
Is the learning correction amount D calculated in SB2._SLUGRemember
Location SRAM_{twenty three}It is stored in.

As described above, according to this embodiment, the learning supplement
Learning correction is performed by the positive amount updating means 172 (SB5, SB8).
Numerous storage locations SRAM for positive storage means 162_nmChoose from
A selected set of storage locations, ie, θ_AMemory belonging to group
Location SRAM_1mOr SRAM _4mInitial value or θ_Bgroup
Location SRAM belonging to_5mOr SRAM_7mInitial value in
Is the learning determined by the learning control means 168 (SB2).
Correction amount D_SLUGIs updated all at once, so each vehicle
Each initial value in the memory location is updated successively by shifting by each state.
Compared to the case where the learning correction amount is
Multiple storage locations SRAM_nmAll initial values in
After the power supply voltage drops,
The learning effect is immediately reflected on the shift for each line state,
The uncomfortable feeling of shifting is eliminated.

In this embodiment, the learning correction amount storage means is used.
The predetermined value after the update of the initial value in 162 is started.
Within the initial update period to determine whether it is within the initial update period
Including the judgment means 170 (SB4, SB7), the learning correction amount
The updating means 172 (SB5, SB8) performs the updating initial period.
It is determined that it is within the update initial period by the within-time determination means 170
In this case, a large number of
Storage location SRAM_nmGroup selected from (θ_AGroup or
θ_BThe initial value in the storage location of (group) is stored in the learning control unit 168.
Learning correction amount D determined by (SB2)_SLUGAll at once
To be updated.
If it is not determined that it is within the update initial period,
Numerous storage locations SRAM in positive quantity storage means 162_nmof
And the running state of the vehicle (θ_TH, T_OILMemory space corresponding to)
The initial value of the place is set to the learning value determined by the learning control means 168.
Learning correction amount D_SLUGIs updated one by one. For this reason, early renewal
It is determined that it is within the update initial period by the within-time determination means 170
If not, the learning correction amount updating means 172
Numerous storage locations of learning correction amount storage means 162 SRAM _nm
Of the running state of the vehicle (θ_TH, T_OILMemory corresponding to)
The initial value in the place is determined by the learning control means 168
Learning correction amount D_SLUGAre updated one by one.
The initial value in the storage location is one learning correction amount D_SLUGAll at once
After being updated, each vehicle running state (θ_TH, T_OIL) Determined every time
Fixed learning correction amount D_SLUGIn each storage location
It will be updated so that the learning effect will be reflected immediately
Has the advantage that the learning effect is accurately reflected.

Further, according to the present embodiment, two groups of storage locations are selected from a large number of storage locations in the learning correction amount storage means 162.
A predetermined update initial value after the update of the initial value in the learning correction amount storage means 162 is started with the number of times the initial value in the storage location of any one of the two groups is updated by the learning correction amount. Since the determination is made within the period, the initial value in the storage location for each group is
After the number of times which is updated once a learning correction amount D _SLUG obtained by 8 reaches the predetermined number N _A or N _B, one by one are in each storage location by the learning correction amount determined for each vehicle running state Since the update is performed, a necessary and sufficient update initial period is set for each group, and the normal learning in which each storage location is updated one by one with the learning correction amount determined for each vehicle traveling state is promptly performed. There are benefits to get started.

Further, according to the present embodiment, when SA2 and SA3 corresponding to the vehicle state determination means 164 determine that the traveling state of the vehicle is the preset reference traveling state, the learning is performed. SA5 corresponding to the control permission means 166 permits the learning correction by the learning control means 168. Therefore, according to the present embodiment,
When the traveling state of the vehicle becomes a traveling state of the vehicle other than the preset reference traveling state, in other words, the overrunning amount of the engine rotational speed generated during the clutch-to-clutch shift period under a certain condition is affected. Since the learning correction by the learning control means 168 is prohibited when the vehicle is in a running state, the learning control is not performed based on an erroneous overshoot amount including a variation due to an external factor. The operation becomes stable, and the learning correction effect is reliably obtained.

Next, another embodiment of the present invention will be described. In the following description, portions common to the above-described embodiment will be denoted by the same reference numerals and description thereof will be omitted.

FIG. 14 shows another embodiment of the present invention.
FIG. 3 is a functional block diagram illustrating a control function of a shift electronic control device 78. In the figure, the learning correction amount updating means 172 is determined by the learning control means 168 when updating the initial value in a group of storage locations selected from the plurality of storage locations SRAM _nm in the learning correction amount storage means 162. An updated learning correction amount for determining a plurality of learning correction amounts so as to change in association with at least one change of the input torque (throttle valve opening θ _TH ) and the operating oil temperature T _OIL based on the learned correction amount D _SLUG. A determination means 174 is included, and the initial value in the group of storage locations is updated to the plurality of learning correction amounts determined by the update learning correction amount determination means 174. For example, the storage locations of the θ _A group SRAM _{11 to} SRA
In updating the initial value of the M _44, the updated learned correction amount determining unit 174, based on the determined by the learning control unit 168 learning correction amount D _SLUG, an increase in input torque (throttle opening theta _TH) related increases, and hydraulic oil temperature T rises to determine a plurality of learning correction quantity D _SLUG11 to D _SLUG44 as decreases in related _oIL, theta initial storage location SRAM ₁₁ to the SRAM ₄₄ of the group _a The value is updated to the plurality of learning correction amounts D _{SLUG11 to} D _SLUG44 .

FIG. 15 is a flowchart for explaining the operation of the above embodiment.
It is a low chart. In the figure, the update learning correction amount
In SB5-1 corresponding to the determining means 174, the SB2-1
Learning correction amount D_SLUGBased on_ANotes on the group
Memory SRAM₁₁Or SRAM₄₄To update the initial value of
Learning correction amounts D_SLUG11Or D_SLUG44Is preset
Is determined by the changed tendency. For example, throttle valve
Opening θ_THIs θ₁And hydraulic oil temperature T_OILIs T_OIL1Is
The learning correction amount D determined by the above SB2 _SLUGBut
If it is 3.0%, D_SLUG11, D_SLUG21, D
_SLUG31, D_SLUG41Are 3.0%, 3.1%, 3.2%,
3.3% and D_SLUG11, D_{SLUG 12}, D
_SLUG13,, D_SLUG14Is 3.0%, 3.0%, 2.95
%, 2.95%. That is, the throttle valve
Opening θ_THTends to increase as
Oil temperature T_OILTend to decrease as the_AFlock of
Storage location SRAM₁₁Or SRAM₄₄Update the initial value of
Learning correction amounts D for_SLUG11Or D_SLUG44Is determined
It is done.

The following SB5-2 is the SB5 of the above-described embodiment.
Are those corresponding to the initial value of the memory location SRAM ₁₁ to SRAM ₄₄ of theta _A group is updated at once by a plurality of learning correction quantity D _SLUG11 to D _SLUG44 determined in the SB5-1.

The update learning correction amount determining means 174
In SB8-1 corresponding to, similarly to SB5-1,
Based on the learning correction amount D _SLUG determined by SB2,
A plurality of learning correction amounts D _{SLUG51 to} D _SLUG74 for updating the initial values of the storage locations SRAM _{51 to} SRAM ₇₄ of the θ _B group.
Is determined by a preset change tendency. Then, in SB8-2 corresponding to the learning correction amount updating means 172,
Similarly to the above SB5-2, the storage location SRA of the θ _B group
The initial value of M ₅₁ to SRAM ₇₄ is updated at once by a plurality of learning correction quantity D _SLUG51 to D _SLUG74 determined in the SB8-1.

According to the present embodiment, the update learning correction amount determining means
The learning control is performed by the stage 174 (SB5-1, SB8-1).
One determined in SB2 corresponding to the means 168
From the learning correction amount, the input torque representing the running state of the vehicle and
Machined to change in relation to changes in hydraulic oil temperature
Multiple learning correction amounts D_SLUG11Or D_SLUG44Is θ_AGroup memory
Location SRAM₁₁Or SRAM₄₄At once instead of the initial value of
One learning stored and determined in SB2
Input torque and operation indicating the running state of the vehicle from the correction amount
Multiple processed to change in relation to changes in oil temperature
Learning correction amount D _SLUG51Or D_SLUG74Is θ_BGroup memory location
SRAM₅₁Or SRAM₇₄Memorized at once instead of the initial value of
The initial values in a group of storage locations are
Compared to the case of updating with a positive amount, the learning effect is further obtained.
You.

While the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be embodied in other forms.

[0071] For example, in the illustrated embodiment, the number of storage locations SRAM _nm of learning correction amount storage means 162 theta _A
It had been divided into two groups of the group and theta _B group, especially no problem even a single one group in the embodiment of FIGS. 14 to 15. Further, the multiple storage locations SRAM _nm in the learning correction amount storage means 162 may be divided into three or more groups. This division may be based not only on the magnitude of the throttle valve opening θ _TH , but also on the level of the hydraulic oil temperature T _OIL .

In the above-described embodiment, the update initial period determination means 170 determines whether or not each group selected from the plurality of storage locations SRAM _nm in the learning correction amount storage means 162 is within the update initial period. However, the end of the update initial period may be determined by updating the initial values of the storage locations in all the groups. In addition, the criterion value N _A or N
_Although “3” has been used as _B , a smaller number or a larger number may be used.

Further, in the above-described embodiment, the learning correction amount D _SLUG is stored in the storage location SRAM _nm in the learning correction amount storage means 162, but (D _SLUK + D _SLUG ) is stored. May be done.

In the above-described embodiment, the automatic transmission 14
Input Although the throttle valve opening theta _TH has been used as parameters related to the torque fuel injection amount, an intake air amount, or the input torque calculated based on the throttle valve opening theta _TH and the engine rotational speed N _E of the Values and the like can be used instead.

In the above-described embodiment, the learning of the clutch-to-clutch 2 → 3 shift achieved by the release of the brake B3 and the engagement of the brake B2 has been described. The present invention can also be applied to learning of a shift achieved by, for example, a 1 → 2 shift.

In the flowcharts of FIGS. 10, 11 and 15, the steps may be added or the contents of the steps may be changed as long as the same control function is achieved.

In the above-described embodiment, the electronic control unit 76 for the engine and the electronic control unit 78 for shifting are configured independently of each other. However, they may be configured by a common arithmetic and control unit.

Although not specifically exemplified, the present invention can be embodied with various modifications and improvements based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear position is controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of frictional engagement devices and a gear established by the combination in the automatic transmission of FIG. 1;

FIG. 3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 3;

FIG. 5 is a diagram illustrating a main part of a hydraulic control circuit of FIG. 3;

FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG. 3;

FIG. 7 is a functional block diagram for explaining a main part of a control function of the electronic control unit for shifting shown in FIG. 3;

FIG. 8 is a time chart which is a main part of a control operation of the electronic control unit for shifting shown in FIG. 3, and illustrates an operation of 2 → 3 shifting;

9 is a diagram illustrating a number of storage locations for storing a learning correction amount provided in the shift electronic control device of FIG. 3;

FIG. 10 is a flowchart illustrating a main part of the control operation of the shift electronic control device of FIG. 3, and illustrating a learning control permission determination routine.

FIG. 11 is a flowchart illustrating a learning correction control routine, which is a main part of the control operation of the shift electronic control device of FIG. 3;

FIG. 12 is a diagram illustrating a relationship used for obtaining a learning correction correction amount in the operation of FIG. 11;

FIG. 13 is a diagram illustrating a relationship used for obtaining a torque coefficient L in the operation of FIG. 11;

FIG. 14 is a view corresponding to FIG. 7 in another embodiment of the present invention.

FIG. 15 is a view corresponding to FIG. 11 in another embodiment of the present invention.

[Explanation of symbols]

 14: Automatic transmission 162: Learning correction amount storage means 168: Learning control means 170: Update initial period determination means 172: Learning correction amount updating means

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-7-259974 (JP, A) JP-A-3-186655 (JP, A) JP-A-4-1855961 (JP, A) (58) Field (Int.Cl. ⁷ , DB name) F16H 61/00-61/24

Claims (3)

(57) [Claims] An automatic transmission for a vehicle in which a predetermined shift is performed by operating a hydraulic friction engagement device, a shift hydraulic pressure for controlling an engagement pressure of the hydraulic friction engagement device during the shift. Control means, and learning control means for determining a learning correction amount so that the shift is in a preset shift state, and correcting the engagement pressure of the hydraulic friction engagement device based on the learning correction amount. A shift control device comprising: a plurality of storage locations for each traveling condition of a vehicle, wherein an initial value stored in advance in the storage locations is updated to a learning correction amount determined by the learning control means. The update of the initial value in the amount storage means and the learning correction amount storage means is started.
To determine whether it is within a predetermined update initial period from
The new initial period determination unit and the update initial period determination unit determine whether the update is within the update initial period.
If it is determined that the learning correction amount has been determined, the initial values in a group of storage locations selected from the plurality of storage locations of the learning correction amount storage means are determined at once based on the learning correction amount determined by the learning control means. And a learning correction amount updating means for updating the shift amount of the vehicle. 2. A large number of storages in learning correction amount storage means.
An update initial period determining unit for determining whether or not a predetermined update initial period has elapsed since the update of the initial value in one group of storage locations of the locations is started; If the update initial period determination means is determined to be within the update initial period,
2. The method according to claim 1, wherein an initial value in a group of storage locations selected from a large number of storage locations of said learning correction amount storage means is updated at once based on the learning correction amount determined by said learning control means. Shift control device for an automatic transmission for a vehicle. 3. The learning correction amount storage means includes a plurality of storage locations provided corresponding to at least one of an input torque and a hydraulic oil temperature. When updating the initial value in a group of storage locations of the learning correction amount storage means, the learning correction amount is related to at least one of the input torque and the hydraulic oil temperature based on the learning correction amount determined by the learning control means. 2. The shift control device for an automatic transmission for a vehicle according to claim 1, wherein the changing learning correction amount is determined, and the determined learning correction amount is updated with an initial value in the one group of storage locations.