JP4736826B2 - Shift control device for automatic transmission - Google Patents

Description

  The present invention relates to a shift control device for an automatic transmission that learns and corrects the engagement force of a friction engagement device in accordance with an input torque so that a clutch-to-clutch shift becomes a predetermined shift operation. This is related to the correction of the engaging force in the case of a change.

With respect to an automatic transmission in which a plurality of shift speeds are established by engagement and release states of a plurality of friction engagement devices, a shift is achieved by releasing the release side friction engagement device and engaging the engagement side friction engagement device. In a shift control device that performs clutch-to-clutch shift, it has been proposed to learn and correct a command value related to the engagement force of a friction engagement device so as to achieve a predetermined shift operation. The device described in Patent Document 1 is one example, and feedback control is performed on the hydraulic pressure (engagement force) of the engagement side frictional engagement device so that the input rotation speed changes along a desired locus, and the hydraulic pressure correction amount at that time Based on this, the initial value of the next feedback control is learned and corrected. Further, the torque capacity of the friction engagement device needs to be controlled according to the input torque such as the throttle valve opening, and the initial value setting and learning correction are also performed using the input torque as a parameter.
JP-A-3-37470

  By the way, at the time of the learning correction, there is a case where only the correction value is sequentially learned and corrected with respect to a predetermined reference value, and the final command value is obtained by adding the correction value to the reference value. In this case, the reference value is sequentially changed according to the input torque even after the start of the shift control, but the correction value continues to have the value set according to the input torque at the start of the shift control. ing. For this reason, there is no problem when the correction value is substantially the same regardless of the magnitude of the torque capacity, such as the pressure receiving area of the piston and the variation of the return spring force. When the correction value differs depending on the situation, an appropriate correction result cannot be obtained due to a change in the input torque after the start of the shift control, and a shift shock such as blowing or tie-up may occur.

For example, FIG. 13 is a diagram for explaining the relationship between the hydraulic pressure of the friction engagement device and the torque capacity when the friction coefficient μ is different. The higher the hydraulic pressure, the larger the displacement of the torque capacity due to the variation of the friction coefficient μ. The correction value also increases. If the friction coefficient μ is larger than a set value (for example, μ = 0.15), the torque capacity increases even at the same oil pressure, so that learning correction is performed so as to reduce the oil pressure. For this reason, when the input torque at the start of the shift control is large, a relatively large correction value is set in the direction of decreasing the hydraulic pressure. However, if the correction value is left as it is, the oil pressure drops more than necessary and becomes lower than the return end pressure Pend, for example, and the engagement-side frictional engagement device cannot be quickly engaged and blowing occurs .

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to provide a gear shift that learns and corrects a command value related to the engagement force of the friction engagement device so that the clutch-to-clutch shift is a predetermined shift operation. In the control device, even when the input torque changes after the start of the shift control, the shift control is appropriately performed based on the learning correction value.

In order to achieve such an object, the first invention relates to (a) an automatic transmission in which a plurality of shift stages are established by engagement and release states of a plurality of friction engagement devices, and (b) release side friction engagement. Shift control means for performing clutch-to-clutch shift in which shift is achieved by disengaging the device and engaging the engagement side frictional engagement device; and (c) input torque detection for detecting input torque input to the automatic transmission And (d) learning and correcting a correction value for a command value relating to the engagement force of the friction engagement device according to the input torque so that a predetermined shift operation is performed when the shift control unit executes a shift. In a shift control device for an automatic transmission, comprising: a learning correction unit; and (e) a correction value setting unit that sets the correction value in accordance with the input torque. Change in input torque If it is more than a predetermined value, and the correction value changing means for changing the correction value according to the input torque at that time, the timing becomes (g) the amount of change in the input torque is the predetermined value or more, the correction value Executability determination means for determining whether or not to allow the change means to change the correction value .

According to a second aspect of the present invention, in the shift control device for the automatic transmission according to the first aspect , the execution propriety determining unit determines a period until the amount of change in input torque from the start of the shift control by the shift control unit becomes a predetermined value or more. It measures, and it is judged whether change of the correction value is permitted based on the measured period.

According to a third aspect of the present invention, in the shift control device for an automatic transmission according to the first or second aspect , the correction value changing means changes the input torque for changing a correction value for an engagement force command value of the disengagement side frictional engagement device. And a predetermined value of the amount of change of the input torque for changing the correction value for the engagement force command value of the engagement side frictional engagement device are determined separately, and the correction values thereof Are individually changed.

According to a fourth invention, in the shift control device for an automatic transmission according to any one of the first to third inventions, when the correction value is changed by the correction value changing means, the correction correction is learned by the learning correction means. It has a learning prohibition means for prohibiting.

In such a shift control device for an automatic transmission, when the amount of change in input torque when the shift control by the shift control means is greater than or equal to a predetermined value, the correction value is changed according to the input torque at that time. Therefore, an appropriate correction result can be obtained regardless of changes in the input torque after the start of the shift control, and the engagement force of the friction engagement device is appropriately controlled according to the correction result, and a shift shock is generated. Is suppressed.

Further , since it is determined whether or not the change of the correction value is permitted at the time when the change amount of the input torque becomes equal to or greater than the predetermined value, an unnecessary change of the correction value can be avoided. For example, when the inertia phase is started in the power ON upshift, there is no fear of blowing because the engagement side frictional engagement device actually has a torque capacity, and the engagement force of the engagement side frictional engagement device Therefore, it is not necessary to change the command value for after the inertia phase starts.

In the third invention, the change of the correction value for the engagement force command value of the disengagement side frictional engagement device and the change of the correction value for the engagement force command value of the engagement side frictional engagement device are performed separately. The correction value is changed more appropriately according to the characteristics of the side and the engagement side.

In the fourth aspect of the invention, when the correction value is changed by the correction value changing means, learning correction of the correction value by the learning correction means is prohibited, and therefore, based on unstable shift control in which the input torque and the engagement force change. Incorrect learning correction is prevented, and learning control is stabilized.

  As the automatic transmission, for example, a stepped automatic transmission such as a planetary gear type or a parallel shaft type is preferably used, and any clutch-to-clutch shift may be performed with at least a partial shift. Further, when a plurality of clutch-to-clutch shifts are performed, the clutch-to-clutch shift need not necessarily be applied to all clutch-to-clutch shifts. Torque is input to the automatic transmission from a power source such as an engine or an electric motor.

  As the engagement-side friction engagement device and the release-side friction engagement device, a hydraulic type is preferably used. For example, the hydraulic pressure, that is, the engagement force is controlled by a solenoid valve so as to change in a predetermined change pattern. Other friction engagement devices, such as a formula, can also be used. The engagement-side friction engagement device and the release-side friction engagement device are a single plate type or multiple plate type clutch or brake, a belt type brake, or the like that is engaged by an actuator such as a hydraulic cylinder.

  The command value related to the engagement force of the friction engagement device is, for example, the initial value of the hydraulic pressure at the start of the shift control, the initial value of the hydraulic pressure at the start of the feedback control, the constant pressure standby pressure, the change rate of the hydraulic pressure at the time of sweep control, and the constant pressure standby Various control elements related to the engagement force such as the duration time and the waiting time until the sweep control is started are targeted. Further, as learning correction control of correction values for these command values, for example, the hydraulic pressure initial value of the feedback control is set based on the correction amount when the hydraulic pressure is feedback controlled so that the input rotation speed changes according to a predetermined change pattern. Various learning corrections are known, such as correction or correction of constant pressure standby pressure, constant pressure standby time, sweep start time, sweep control change rate, etc., so that the blowing rate of the input rotation speed is below a predetermined value. Yes.

  The learning correction is performed using at least the input torque as a parameter, but it is preferable to perform the learning correction for each type of shift, that is, upshift or downshift, or from which shift stage to which shift stage. It is also possible to perform learning control using other physical quantities representing the vehicle state and driving state such as the oil temperature of the hydraulic control circuit as parameters.

  The change of the correction value by the correction value changing means can be changed step by step according to the magnitude of the change amount of the input torque, but it can be changed once depending on whether or not the predetermined predetermined value is exceeded. It may be changed only once by shifting.

Execution propriety determining means, for example, after the inertia phase starts in the power-ON upshift, not actually fear of blowing for the engagement side frictional engagement device is reduced input rotation speed with a torque capacity The correction value of the command value related to the engagement force of the engagement side frictional engagement device is determined not to allow the change after the inertia phase starts. Also for the disengagement side frictional engagement device, since it is not necessary to change the correction value after the hydraulic pressure is lowered, for example, after a predetermined time has elapsed from the start of the shift, it is determined that the change of the correction value is not permitted.

The third invention is a case where learning control is performed on both the release side and the engagement side, and the criteria for changing the correction value are separately determined on the release side and the engagement side. The correction value may be changed on the basis. Further, the learning control is not necessarily performed on both the release side and the engagement side, and the learning control may be performed only on either the release side or the engagement side.

The third invention is applied, for example, when learning control is performed on both the disengagement side and the engagement side in the same shift. However, when a plurality of shifts are performed, learning control is performed only on the disengagement side at a certain shift. In other shifts, the present invention can be applied to the case where learning control is performed only on the engagement side.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram illustrating a hybrid drive apparatus 10 to which the present invention is applied. In FIG. 1, in this hybrid drive device 10, in a vehicle, torque of a first drive source 12 that is a main drive source is transmitted to an output shaft 14 that functions as an output member, and a differential gear device 16 is transmitted from the output shaft 14. Thus, torque is transmitted to the pair of left and right drive wheels 18. In the hybrid drive device 10, a second motor / generator MG 2 capable of selectively executing power running control for outputting driving force for traveling and regenerative control for recovering energy is used as the second drive source 20. The second motor / generator MG <b> 2 is connected to the output shaft 14 via the automatic transmission 22. Thus, the torque capacity transmitted from the second motor generator MG2 to output shaft 14, the (rotational speed N _OUT of the rotational speed NMG2 / output shaft 14 of the = MG2) gear ratio γs set in the automatic transmission 22 Increase or decrease accordingly.

The automatic transmission 22 is configured to be able to establish a plurality of stages with a gear ratio γs larger than “1”, and increases the torque during powering to output torque from the second motor / generator MG2. Since it can be transmitted to the output shaft 14, the second motor / generator MG <b> 2 is further reduced in capacity or size. Thus, for example, when the rotational speed N _OUT of the output shaft 14 increases with a high vehicle speed, the speed ratio γs is reduced in order to maintain the operating efficiency of the second motor / generator MG2. reducing the rotational speed NMG2 of the second motor generator MG2 Te, Furthermore, when the rotational speed N _OUT of the output shaft 14 is lowered, the rotational speed NMG2 of the second motor generator MG2 by increasing the gear ratio γs Increase.

  In the case of the shift of the automatic transmission 22, the torque capacity in the automatic transmission 22 decreases or inertia torque is generated due to a change in rotational speed, which affects the torque of the output shaft 14, that is, the output shaft torque. To do. Therefore, the hybrid drive device 10 is controlled so as to prevent or suppress the torque fluctuation of the output shaft 14 by correcting the torque of the first drive source 12 at the time of shifting by the automatic transmission 22.

  The first drive source 12 mainly includes an engine 24, a first motor / generator MG1, and a planetary gear unit 26 for synthesizing or distributing torque between the engine 24 and the first motor / generator MG1. It is configured. The engine 24 is a known internal combustion engine that outputs power by burning fuel such as a gasoline engine or a diesel engine, and an engine control electronic control unit (E-ECU) 28 mainly composed of a microcomputer The operation state such as the throttle valve opening, the intake air amount, the fuel supply amount, and the ignition timing is electrically controlled. The electronic control device 28 is supplied with detection signals from an accelerator operation amount sensor AS that detects the operation amount θacc of the accelerator pedal 27, a brake sensor BS that detects whether or not the brake pedal 29 is operated, and the like.

  The first motor / generator MG1 is, for example, a synchronous motor, and is configured to selectively generate a function as a motor for generating a driving torque and a function as a generator, and a battery, a capacitor via an inverter 30 Or the like. The inverter 30 is controlled by an electronic control unit (MG-ECU) 34 for controlling the motor generator mainly composed of a microcomputer, whereby the output torque or regenerative torque of the first motor / generator MG1 is adjusted or set. It has become so. The electronic control device 34 is supplied with a detection signal from an operation position sensor SS that detects the operation position of the shift lever 35.

  The planetary gear unit 26 includes a sun gear S0, a ring gear R0 arranged concentrically with the sun gear S0, and a carrier C0 that supports the sun gear S0 and the pinion gear P0 meshing with the ring gear R0 so as to rotate and revolve freely. This is a single pinion type planetary gear mechanism that is provided as two rotating elements and generates a known differential action. The planetary gear device 26 is provided concentrically with the engine 24 and the automatic transmission 22. Since the planetary gear unit 26 and the automatic transmission 22 are substantially symmetrical with respect to the center line, the lower half of them is omitted in FIG.

  In the present embodiment, the crankshaft 36 of the engine 24 is connected to the carrier C0 of the planetary gear device 26 via a damper 38. On the other hand, the first motor / generator MG1 is connected to the sun gear S0, and the output shaft 14 is connected to the ring gear R0. The carrier C0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element.

The relative relationship of the rotational speeds of the rotating elements of the single pinion type planetary gear device 26 functioning as the torque combining and distributing mechanism is shown by the collinear diagram of FIG. In this alignment chart, the vertical axis S, the vertical axis C, and the vertical axis R are axes respectively representing the rotational speed of the sun gear S0, the rotational speed of the carrier C0, and the rotational speed of the ring gear R0. The distance between the axis C and the vertical axis R is 1 when the distance between the vertical axis S and the vertical axis C is 1, and the distance between the vertical axis C and the vertical axis R is ρ (the number of teeth Z _S / _{S of the} sun gear S0). The number of teeth of the ring gear R0 is set to be Z _R ).

In the planetary gear unit 26, when the reaction torque generated by the first motor / generator MG1 is input to the sun gear S0 with respect to the output torque of the engine 24 input to the carrier C0, the ring gear R0 serving as an output element is applied to the ring gear R0. Since a torque larger than the torque input from the engine 24 appears, the first motor / generator MG1 functions as a generator. Further, when the rotational speed (output shaft rotational speed) N _{OUT of} the ring gear R0 is constant, the rotational speed NE of the engine 24 is continuously increased by changing the rotational speed NMG1 of the first motor / generator MG1 up and down ( Steplessly). The broken line in FIG. 2 shows a state where the rotational speed NE of the engine 24 decreases when the rotational speed NMG1 of MG1 is lowered from the value shown by the solid line. That is, the control for setting the rotational speed NE of the engine 24 to, for example, the rotational speed with the best fuel efficiency can be executed by controlling the first motor / generator MG1. This type of hybrid type is called mechanical distribution type or split type.

  Returning to FIG. 1, the automatic transmission 22 of the present embodiment is constituted by a set of Ravigneaux type planetary gear mechanisms. That is, in the automatic transmission 22, a first sun gear S1 and a second sun gear S2 are provided, and the short pinion P1 meshes with the first sun gear S1, and the short pinion P1 is a long pinion having a longer axial length. The long pinion P2 meshes with a ring gear R1 disposed concentrically with the sun gears S1 and S2. Each of the pinions P1 and P2 is held by a common carrier C1 so as to rotate and revolve. Further, the second sun gear S2 meshes with the long pinion P2.

  The second drive source 20 is controlled by an electronic control unit (MG-ECU) 34 for controlling the motor generator via an inverter 40, so that an electric motor whose assist output torque or regenerative torque is adjusted or set, or The second motor / generator MG2 is a generator. The second sun gear S2 is connected to the second motor / generator MG2, and the carrier C1 is connected to the output shaft 14. The first sun gear S1 and the ring gear R1 constitute a mechanism corresponding to a double pinion type planetary gear device together with the pinions P1 and P2, and the second sun gear S2 and the ring gear R1 together with the long pinion P2 constitute a single pinion type planetary gear. A mechanism corresponding to the apparatus is configured.

  The automatic transmission 22 selectively includes a first brake B1 provided between the first sun gear S1 and the transmission housing 42 and a ring gear R1 in order to selectively fix the first sun gear S1. A second brake B2 provided between the ring gear R1 and the transmission housing 42 is provided for fixing. These brakes B1 and B2 are so-called friction engagement devices that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes B1 and B2 are comprised so that the torque capacity may change continuously according to the engagement pressure generated by a hydraulic actuator or the like.

  In the automatic transmission 22 configured as described above, the second sun gear S2 functions as an input element, the carrier C1 functions as an output element, and the first brake B1 is engaged. When the high speed stage H with the ratio γsh is achieved and the second brake B2 is engaged instead of the first brake B1, the low speed stage L with the speed ratio γsl larger than the speed ratio γsh of the high speed stage H is set. It is configured. The shift between these shift speeds H and L is executed based on the traveling state such as the vehicle speed V and the required driving force (or the accelerator operation amount θacc). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state. An electronic control unit (T-ECU) 44 for speed change control, which is mainly composed of a microcomputer for performing the control, is provided.

The electronic control unit 44 includes an oil temperature sensor TS for detecting the temperature T _{OIL of the} hydraulic oil, a hydraulic switch SW1 for detecting the engagement hydraulic pressure of the first brake B1, and an engagement hydraulic pressure of the second brake B2. Detection signals are supplied from a hydraulic switch SW2 for detecting, a hydraulic switch SW3 for detecting the line pressure PL, and the like.

  FIG. 3 shows four vertical axes S1, R1, R1, C1, and S2 in order to show the mutual relationship between the rotating elements of the Ravigneaux type planetary gear mechanism constituting the automatic transmission 22. The collinear diagram which has is shown. The vertical axis S1, the vertical axis R1, the vertical axis C1, and the vertical axis S2 respectively indicate the rotational speed of the first sun gear S1, the rotational speed of the ring gear R1, the rotational speed of the carrier C1, and the rotational speed of the second sun gear S2. Is for.

  In the automatic transmission 22 configured as described above, when the ring gear R1 is fixed by the second brake B2, the low speed stage L is set, and the assist torque output from the second motor / generator MG2 is the gear ratio at that time. Amplified according to γsl and added to the output shaft 14. Instead, when the first sun gear S1 is fixed by the first brake B1, the high speed stage H having a speed ratio γsh smaller than the speed ratio γsl of the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the assist torque output from the second motor / generator MG2 is increased according to the gear ratio γsh and added to the output shaft 14.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 14 is the torque obtained by increasing the output torque of the second motor / generator MG2 in accordance with each gear ratio. However, in the shift transition state of the automatic transmission 22, the torque is affected by the torque capacity at each brake B1, B2 and the inertia torque accompanying the change in rotational speed. The torque applied to the output shaft 14 is positive torque when the second motor / generator MG2 is driven, and is negative torque when the second motor / generator MG2 is driven.

FIG. 4 shows a shift hydraulic control circuit 50 for automatically controlling the shift of the automatic transmission 22 by disengaging the brakes B1 and B2. The hydraulic control circuit 50 includes a mechanical hydraulic pump 46 that is operatively connected to the crankshaft 36 of the engine 24 and is rotationally driven by the engine 24, an electric motor 48a, and a pump 48b that is rotationally driven thereby. The mechanical hydraulic pump 46 and the electric hydraulic pump 48 suck or return the working oil returned to the oil pan (not shown) via the strainer 52. The working oil directly refluxed through the oil passage 53 is sucked and pumped to the line pressure oil passage 54. Although the oil temperature sensor TS for detecting the oil temperature T _OIL of the recirculated hydraulic oil is provided in the valve body 51 in which the hydraulic control circuit 50 is formed, it may be provided in another part.

  The line pressure regulating valve 56 is a relief type regulating valve, and is a spool valve element 60 that opens and closes between a supply port 56 a connected to the line pressure oil passage 54 and a discharge port 56 b connected to the drain oil passage 58. And a spring 62 for generating a thrust force in the valve closing direction of the spool valve element 60, and at the same time, when the set pressure of the line pressure PL is changed to a high value, the module pressure in the module pressure oil passage 66 is set via the electromagnetic on-off valve 64. A control oil chamber 68 for receiving PM, and a feedback oil chamber 70 connected to the line pressure oil passage 54 for generating thrust in the valve opening direction of the spool valve element 60, and one of two types of low pressure and high pressure A constant line pressure PL is output. The line pressure oil passage 54 is provided with a hydraulic switch SW3 that is turned on when the line pressure PL is a value on the high pressure side and turned off when the line pressure PL is equal to or less than the value on the low pressure side.

  The module pressure regulating valve 72 uses the line pressure PL as a source pressure, and a constant module pressure PM set lower than the line pressure PL on the low pressure side is supplied to the module pressure oil passage 66 regardless of the fluctuation of the line pressure PL. Output. The first linear solenoid valve SLB1 for controlling the first brake B1 and the second linear solenoid valve SLB2 for controlling the second brake B2 are command values from the electronic control unit 44 using the module pressure PM as a source pressure. Control pressures PC1 and PC2 corresponding to certain drive currents ISOL1 and ISOL2 are output.

  The first linear solenoid valve SLB1 has a normally open (N / O) valve characteristic that opens (communicates) between the input port and the output port when not energized, and is driven as shown in FIG. The control pressure PC1 output as the current ISOL1 increases is lowered. As shown in FIG. 5, the valve characteristic of the first linear solenoid valve SLB1 is provided with a dead zone A in which the control pressure PC1 output until the drive current ISOL1 exceeds a predetermined value Ia does not decrease. The second linear solenoid valve SLB2 has a normally closed (N / C) valve characteristic in which the input port and the output port are closed (shut off) when not energized, and is driven as shown in FIG. The control pressure PC2 output as the current ISOL2 increases is increased. As shown in FIG. 6, the valve characteristic of the second linear solenoid valve SLB2 is provided with a dead zone B in which the control pressure PC2 output until the drive current ISOL2 exceeds a predetermined value Ib does not increase.

  The B1 control valve 76 opens and closes the spool valve element 78 that opens and closes between the input port 76a connected to the line pressure oil passage 54 and the output port 76b that outputs the B1 engagement hydraulic pressure PB1. The control oil chamber 80 for receiving the control pressure PC1 from the first linear solenoid valve SLB1 for energizing in the direction and the spring 82 for energizing the spool valve element 78 in the valve closing direction are housed, and the output pressure is B1. A feedback oil chamber 84 for receiving the engagement hydraulic pressure PB1, and the B1 engagement hydraulic pressure having a magnitude corresponding to the control pressure PC1 from the first linear solenoid valve SLB1 using the line pressure PL in the line pressure oil passage 54 as a source pressure. PB1 is output and supplied to the brake B1 through the B1 apply control valve 86 that functions as an interlock valve.

  The B2 control valve 90 opens and closes the spool valve element 92 that opens and closes between the input port 90a connected to the line pressure oil passage 54 and the output port 90b that outputs the B2 engagement hydraulic pressure PB2. A control oil chamber 94 that receives the control pressure PC2 from the second linear solenoid valve SLB2 for biasing in the direction and a spring 96 that biases the spool valve element 92 in the valve closing direction are housed, and the output pressure is B2. A feedback oil chamber 98 for receiving the engagement hydraulic pressure PB2, and the B2 engagement hydraulic pressure having a magnitude corresponding to the control pressure PC2 from the second linear solenoid valve SLB2 using the line pressure PL in the line pressure oil passage 54 as a source pressure. PB2 is output and supplied to the brake B2 through the B2 apply control valve 100 that functions as an interlock valve.

  The B1 apply control valve 86 includes a spool valve element 102 that opens and closes between an input port 86a that receives the B1 engagement hydraulic pressure PB1 output from the B1 control valve 76 and an output port 86b that is connected to the first brake B1. An oil chamber 104 that receives the module pressure PM to urge the spool valve element 102 in the valve opening direction and a spring 106 that urges the spool valve element 102 in the valve closing direction are housed and output from the B2 control valve 90. And an oil chamber 108 that receives the B2 engagement hydraulic pressure PB2, and is opened until the B2 engagement hydraulic pressure PB2 for engaging the second brake B2 is supplied, but the B2 engagement hydraulic pressure PB2 Is supplied, the valve is switched to the closed state, and the engagement of the first brake B1 is blocked.

  The B1 apply control valve 86 is closed when the spool valve element 102 is in the valve open position (the position shown on the right side of the center line in FIG. 4), and conversely, the spool valve element 102 is closed. A pair of ports 110a and 110b are provided that are opened when they are at the position shown on the left side of the center line in FIG. A hydraulic switch SW2 for detecting the B2 engagement hydraulic pressure PB2 is connected to the one port 110a, and a second brake B2 is directly connected to the other port 110b. The hydraulic switch SW2 is configured to be turned on when the B2 engagement hydraulic pressure PB2 is in a preset high pressure state and switched to an off state when the B2 engagement hydraulic pressure PB2 is equal to or lower than a preset low pressure state. . Since the hydraulic switch SW2 is connected to the second brake B2 via the B1 apply control valve 86, the first linear solenoid valve constituting the hydraulic system of the first brake B1 simultaneously with the abnormality of the B2 engagement hydraulic pressure PB2. Abnormalities in the SLB1, B1 control valve 76, B1 apply control valve 86, etc. can also be determined.

  Similarly to the B1 apply control valve 86, the B2 apply control valve 100 also has a gap between the input port 100a that receives the B2 engagement hydraulic pressure PB2 output from the B2 control valve 90 and the output port 100b connected to the second brake B2. A spool valve element 112 that opens and closes, an oil chamber 114 that receives the module pressure PM to urge the spool valve element 112 in the valve opening direction, and a spring 116 that urges the spool valve element 112 in the valve closing direction are accommodated. And an oil chamber 118 that receives the B1 engagement hydraulic pressure PB1 output from the B1 control valve 76, and is kept open until the B1 engagement hydraulic pressure PB1 for engaging the first brake B1 is supplied. However, when the B1 engagement hydraulic pressure PB1 is supplied, the valve is switched to the closed state, and the second brake B2 If is prevented.

  The B2 apply control valve 100 is also closed when the spool valve element 112 is in the open position (the position shown on the right side of the center line in FIG. 4), and conversely, the spool valve element 112 is closed (see FIG. A pair of ports 120a and 120b that are opened when the vehicle is at the position shown on the left side of the center line of FIG. A hydraulic switch SW1 for detecting the B1 engagement hydraulic pressure PB1 is connected to the one port 120a, and a first brake B1 is directly connected to the other port 120b. The hydraulic switch SW1 is configured to be turned on when the B1 engagement hydraulic pressure PB1 is in a preset high pressure state and switched to an off state when the B1 engagement hydraulic pressure PB1 is equal to or lower than a preset low pressure state. . Since the hydraulic switch SW1 is connected to the first brake B1 via the B2 apply control valve 100, the second linear solenoid valve constituting the hydraulic system of the second brake B2 simultaneously with the abnormality of the B1 engagement hydraulic pressure PB1. Abnormalities in the SLB2, B2 control valve 90, B2 apply control valve 100, etc. can also be determined.

  FIG. 7 is a chart for explaining the operation of the hydraulic control circuit 50 configured as described above. In FIG. 7, a circle indicates an excited state or an engaged state, and a cross indicates a non-excited state or a released state. That is, when the first linear solenoid valve SLB1 and the second linear solenoid valve SLB2 are both excited, the first brake B1 is released and the second brake B2 is engaged. A low speed stage L is achieved. The first linear solenoid valve SLB1 and the second linear solenoid valve SLB2 are both de-energized, whereby the first brake B1 is engaged and the second brake B2 is released, and the automatic transmission 22 is engaged. The high speed stage H is achieved.

  FIG. 8 is a functional block diagram for explaining a main part of the control functions of the electronic control devices 28, 34 and 44. In FIG. 8, when the control is started by operating the power switch while the brake pedal 29 is operated, for example, after the key is inserted into the key slot, the hybrid control means 130 operates the accelerator operation amount θacc. Based on the above, the driver's required output is calculated, and the required output is generated from the engine 24 and / or the second motor / generator MG2 so as to achieve low fuel consumption and low exhaust gas operation. For example, the engine 24 is operated on the optimum fuel consumption curve to generate driving force, and the assist motor travel mode in which the second motor / generator MG2 assists the shortage with respect to the required output, and the engine 24 is stopped exclusively for the second motor / generator. A motor travel mode using MG2 as a drive source, a charge travel mode in which the first motor / generator MG1 generates power using the power of the engine 24 and travels using the second motor / generator MG2 as a drive source, and mechanical power of the engine 24 The engine running mode in which the vehicle travels by transmitting to the drive wheels 18 is switched according to the running state.

  The hybrid control means 130 controls the rotational speed NE of the engine 24 by the first motor / generator MG1 so that the engine 24 operates on the optimum fuel consumption curve. Further, when torque assist is performed by driving the second motor / generator MG2, when the vehicle speed V is low, the automatic transmission 22 is set to the low speed stage L, the torque applied to the output shaft 14 is increased, and the vehicle speed V increases. In this state, the automatic transmission 22 is set to the high speed stage H, the rotational speed NMG2 of the second motor / generator MG2 is relatively lowered to reduce the loss, and efficient torque assist is executed. Further, when coasting, the first motor / generator MG1 or the second motor / generator MG2 is driven to rotate by inertial energy of the vehicle, and is regenerated as power, and the power is stored in the power storage device 32.

  The shift control means 132 determines the shift stage of the automatic transmission 22 based on the vehicle speed V and the driving force (required output) from, for example, a previously stored shift diagram (shift map) shown in FIG. The first brake B1 and the second brake B2 are controlled to switch to the gear position. The solid line in FIG. 9 is an upshift line for switching from the low speed stage L to the high speed stage H, and the broken line is a downshift line for switching from the high speed stage H to the low speed stage L, and is provided with a predetermined hysteresis.

  The line pressure control means 134 performs the electromagnetic opening / closing operation when the calculated driver demand output is larger than a preset output judgment value, or when the automatic transmission 22 is shifting, i.e., when shifting. The valve 64 is switched from the closed state to the open state, the module pressure PM is supplied into the oil chamber 68 of the line pressure regulating valve 56, and the thrust toward the valve closing direction of the spool valve element 60 is increased by a predetermined value. Switch the set pressure of PL from the low pressure state to the high pressure state.

Here, when the shift stage to be shifted of the automatic transmission 14 is determined in accordance with the shift diagram shown in FIG. 9, the shift control means 132 switches from the current shift stage to the shift stage to be shifted. In order to be executed, a signal (shift command) is output to the hydraulic control circuit 50 so as to change the engagement pressure of the brakes B1 and B2 according to a predetermined change pattern. FIG. 12 is a diagram for explaining an example of a hydraulic control pattern in the case of performing an L → H clutch-to-clutch up shift in which the speed is changed from the low speed L to the high speed H in the power-on state where the accelerator pedal 27 is depressed. The first linear solenoid valve SLB1 that directly controls the engagement pressure PB1 so that the engagement pressure PB1 of the first brake B1 that is the combined hydraulic friction engagement device is increased to engage the first brake B1. On the other hand, the engagement side hydraulic pressure command value S _PB1 is output, while the engagement pressure PB2 of the second brake B2 which is the release side hydraulic friction engagement device is decreased to release the second brake B2. A release side hydraulic pressure command value S _PB2 is output to the second linear solenoid valve SLB2 that directly controls the combined pressure _PB2 .

Then, the engagement-side oil pressure command value S _PB1 is a fast fill command value supplied quickly hydraulic fluid only during a predetermined time t _B1W after a predetermined time has elapsed from the shift start point t _0, followed by the fast fill engagement The standby pressure command value S _PB1W that sets the pressure PB1 to be a predetermined constant pressure standby pressure PB1W set lower than the engagement start pressure of the first brake B1, and the rotational speed _NMG2 of the second motor generator MG2 that is the input rotational speed are When the inertial phase start determination is made (time t ₁ ) when it becomes lower than the synchronous rotational speed lodoki (= γsl × N _OUT ) of the low speed stage L, the rotational speed NMG2 is continuously changed at a predetermined constant rate of change. The feedback command value for feedback control of the engagement pressure PB1 so as to decrease to the rotational speed NMG2 coincides with the synchronous rotational speed hidoki (= γsh × N _OUT ) of the high speed stage H. After the shift end determination is made (time t ₂ ), an end processing command value (time t ₃ ) for raising the engagement pressure PB1 to the maximum engagement pressure and completely engaging the first brake B1 is provided. ing. Note that the engagement side hydraulic pressure command value S _PB1 in FIG. 12 corresponds to the engagement pressure PB1, and the excitation current of the first linear solenoid valve SLB1 having a normally open (N / O) valve characteristic is reversed. It becomes a change characteristic.

Further, the release side hydraulic pressure command value S _PB2 is set so that the engagement pressure PB2 is lower than the maximum engagement pressure before the start of the shift and higher than the release start pressure of the second brake B2 only for the time t _B2W from the start of the shift. A standby pressure command value S _{PB2W for} setting a predetermined constant pressure standby pressure PB2W, and a sweep command value for gradually releasing the second brake B2 by decreasing the engagement pressure PB2 at a constant change rate after waiting for a constant pressure. Yes. The time t _B2W is the standby pressure holding time for maintaining the predetermined constant pressure standby pressure PB2W, and the time from the start of shifting until the engagement pressure PB2 is continuously changed (decreased), that is, from the start of shifting to the engagement pressure PB2 This is also the sweep control start time until the sweep control is started. The release side hydraulic pressure command value S _{PB2 in} FIG. 12 corresponds to the engagement pressure PB2, and the exciting current of the second linear solenoid valve SLB2 having the normally closed (N / C) valve characteristic has the same change characteristic. .

  As described above, in the L → H clutch-to-clutch up shift during the power-on acceleration travel, the shift control means 132 reduces the engagement pressure PB2 of the second brake B2 which is the release side hydraulic friction engagement device. At the same time, when the engagement pressure PB1 of the first brake B1, which is the engagement-side hydraulic friction engagement device, is increased, the degree of overlap between the engagement of the first brake B1 and the engagement of the second brake B2 is small. For example, when the constant pressure standby pressure PB1W or PB2W is low, the second motor / generator MG2 and the output shaft 14 are disconnected, that is, in a neutral tendency, and the rotational speed NMG2 of the second motor / generator MG2 overshoots (increases). When the rotational speed NMG2 is lowered due to a blow-up or subsequent engagement of the first brake B1, Tsu or click occurs, the transmission time may become longer. On the other hand, if the degree of overlap between the engagement of the second brake B2 and the engagement of the first brake B1 is large, for example, if the constant pressure standby pressure PB1W or PB2W is high, the automatic transmission 22 is temporarily locked. As a result, a tie-up state in which the output torque temporarily decreases suddenly, a shift shock occurs, and the friction materials of the brakes B1 and B2 may be deteriorated.

Therefore, by appropriately adjusting the constant pressure standby pressure PB1W or PB2W, overshoot can be suppressed or tie-up can be prevented. For this reason, in this embodiment, by correcting the standby pressure command values S _PB1W and S _PB2W related to these constant pressure standby pressures PB1W and PB2W by learning control, overshooting can be performed regardless of individual differences or changes with time of each part. They try to suppress or prevent tie-ups. Only one of the standby pressure command values S _PB1W and S _PB2W may be learned and corrected, the first fill time t _B1W , the sweep control start time t _B2W , or the change rate of the oil pressure during the sweep control, etc. It is also possible to learn and correct other control elements (command values) related to the engagement pressures PB1 and PB2. The engagement pressures PB1 and PB2 correspond to the engagement force.

Hydraulic control and using the standby pressure command value S _PB1W and S _PB2W, the standby pressure command value S _PB1W, for performing learning control S _PB2W, the electronic control unit 44 for the shift control, calculates a standby pressure command value Means 140, a reference value storage unit 142, a correction value setting unit 144, a correction value storage unit 146, a learning correction unit 148, an input torque detection unit 150, a correction value change unit 152, and a learning prohibition unit 156 are functionally provided. The correction value changing unit 152 further includes an execution possibility determination unit 154.

In the reference value storage device 142, for example, as shown in FIG. 11 (a), reference values pak and pdk _{serving as} a basis for the standby pressure command values S _PB1W and S _PB2W are stored in advance using the input torque T _IN as a parameter. In the correction value storage device 146, for example, correction values pah and pdh for correcting the reference values pak and pdk are stored in advance using the input torque T _IN as a parameter, as shown in FIG. 11B. . The reference values pak and pdk are set based on the relationship between the hydraulic pressure and the torque capacity as shown in FIG. 13 obtained in advance by experiments, simulations, and the like, but the correction values pah and pdh are the shift operation during actual shifting, For example, the learning correction means 148 sequentially rewrites the presence / absence and degree of overshoot, the shift time, and the like within a predetermined range, and the correction value storage device 146 is configured by, for example, an EEPROM or the like. . The division of the input torque T _IN in both the storage devices 142 and 146 may be the same or different. The classification of the input torque T _IN can be changed between the engagement side and the release side. Further, these reference values pak and pdk and correction values pah and pdh are determined for each type of shift, upshift or downshift. It can be set in consideration of other parameters that affect the shift control such as the power state of power ON or OFF and the oil temperature T _{OIL of the} hydraulic oil.

The standby pressure command value calculation means 140 is a reference value storage device according to the input torque T _IN of the automatic transmission 22 detected by the input torque detection means 150, that is, the motor torque (drive current, etc.) of the second motor / generator MG2. The corresponding reference values pak and pdk are read from 142, and the correction values pah and pdh set by the correction value setting means 144 are added to the reference values pak and pdk, whereby the standby pressure command values S _PB1W and S _PB2W are obtained. calculate. In this case, the reference values pak and pdk are sequentially read in accordance with the input torque T _IN even during the shift, but with respect to the correction values pah and pdh, the amount of change in the input torque T _IN becomes equal to or greater than the predetermined value ΔT _IN A. The standby pressure command values S _PB1W and S _PB2W are calculated using the value set by the correction value setting unit 144 as it is at the start of shifting, as a rule, except when the correction value changing unit 152 is switched. Then, the shift control means 132 uses the standby pressure command values S _PB1W and S _PB2W sequentially calculated by the standby pressure command value calculation means 140 to execute the hydraulic pressure control during the constant pressure standby of the brakes B1 and B2. .

  FIG. 10 is a flowchart for mainly explaining the operation at the time of switching the correction values pah and pdh, in which step S3 corresponds to the correction value setting means 144, and steps S4 to S9, S11 and S12 are correction value changing means. 152, and steps S 7, S 8, and S 11 therein correspond to the execution determination unit 154. Steps S10 and S13 correspond to the learning prohibition unit 156. Hereinafter, in the case of the power ON upshift shown in FIG. 12, that is, the case where the first brake B1 is the engagement side frictional engagement device and the second brake B2 is the release side frictional engagement device, correction is performed according to the flowchart of FIG. The switching control of the values pah and pdh will be described.

In step S1 of FIG. 10, it is determined whether or not a shift is being performed, that is, whether or not hydraulic control for shifting is being performed. If the shift is being performed, step S2 and subsequent steps are performed. In step S2, it is determined whether or not the shift control is started (time t _{0 in} FIG. 12), that is, after the shift control is started and the shift control is started, the determination in step S1 becomes YES (positive). It is determined whether or not the first step S2 is being executed. Then, if the shift control is started, step S3 is executed, and the correction values pah and pdh corresponding to the input torque T _IN at that time are read from the correction value storage device 146 and set, and then step S4 is executed. If the shift control is not started, the correction values pah and pdh have already been set, and step S4 is immediately executed. The standby pressure command value calculating means 140 calculates the standby pressure command values S _PB1W and S _PB2W using the correction values pah and pdh set in step S3.

In step S4, based on the input torque T _IN at the shift control start, and successively calculates the change amount [Delta] T _IN of the input torque T _IN, in step S5, the amount of change [Delta] T given _IN is a predetermined value [Delta] T _IN A It is determined whether or not the above has been reached. The predetermined value ΔT _IN A may be the same value regardless of the engagement side and the disengagement side, but is determined separately in the present embodiment and is determined individually. The switching of the correction values pah and pdh is performed only once for each shift on the engagement side and the disengagement side, and the determination in step S5 is not performed for those for which the correction values pah and pdh have already been switched. . The predetermined value ΔT _IN A is determined for each type of shift such as downshift or upshift.

If the determination in step S5 is YES (affirmative), that is, if ΔT _IN ≧ ΔT _IN A, step S6 is executed, and the change is a period from the start of the shift control until ΔT _IN ≧ ΔT _IN A Time timA (see FIG. 12) is obtained. In the next step S7, it is determined whether or not the change time timA is longer than a determination time timB that is predetermined as a correction value switching prohibition condition. The determination time timB is a time that is common to the engagement side and the release side, for example, a time at which there is no risk of blowing or the like regardless of fluctuations in the input torque T _IN due to the progress of the shift, or a time at which the constant pressure standby ends. In the case of a power-ON upshift as shown in FIG. 12, a time slightly longer than the start time of the inertia phase in which the input rotational speed NMG2 changes from the synchronous rotational speed before shifting (lodoki in FIG. 12) is set. The determination time timB may be set to a constant value for each type of shift, but may be set using the input torque T _IN or the like as a parameter. When timA ≧ timB, that is, when the switching prohibition condition is satisfied, the process ends without switching the correction values pah and pdh. When timA <timB, that is, when the switching prohibition condition is not satisfied, step S8 and the subsequent steps. Execute. Instead of determining using the change time timA, whether or not the timing when the change amount ΔT _IN reaches the predetermined value ΔT _IN A is before the start of the inertia phase that can be determined from the input rotational speed NMG2 and the synchronous rotational speed before shifting. You may make it judge by.

In step S8, it is determined whether or not a switching permission condition for the correction value pah on the engagement side is satisfied. The changeover permission condition, the amount of change [Delta] T _IN of the input torque T _IN, and changes are determined in the time TIMA, with respect to the variation [Delta] T _IN whether more than a predetermined value [Delta] T _IN A of the engaging side in the step S5 Judging. Further, it is determined whether or not the change time timA is shorter than the determination time timB in step S8. If ΔT _IN ≧ ΔT _IN A and timA <timB, that is, if the correction value switching permission condition is satisfied, a correction value switching instruction is output to the correction value setting means 144 in step S9, and the input torque at that time Based on T _IN , the correction value pah on the engagement side is switched. As a result, the standby pressure command value calculation means 140 calculates the standby pressure command value S _PB1W using the newly set correction value pah, and waits for a constant pressure as the input torque T _IN changes during the shift. The pressure PB1W is greatly deviated from an appropriate value, and occurrence of a shift shock such as an excessive overshoot is suppressed.

  In step S10, the learning correction unit 148 prohibits the learning correction of the engagement-side correction value pah based on the shift operation at the time of the current shift. This is because the normal shift control in which the correction value pah is not switched during the shift when the correction value pah is learned and corrected based on the shift operation at the time of the shift control that is not performed in the normal control of switching the correction value pah during the shift. This is because sometimes the correction value pah becomes an inappropriate value and learning correction is required again, and a shift shock or the like may occur.

On the other hand, in steps S11 to S13, switching and learning prohibition processing regarding the correction value pdh on the release side are performed in the same manner as in steps S8 to S10. In step S11, it is determined whether or not a switching permission condition for the correction value pdh on the release side is satisfied. The changeover permission condition, the amount of change [Delta] T _IN of the input torque T _IN, and changes are determined in the time TIMA, with respect to the variation [Delta] T _IN whether the release-side higher than a predetermined value [Delta] T _IN A at step S5 to decide. For the change time timA, for example, it is determined whether or not it is shorter than the sweep control start time t _B2W . If ΔT _IN ≧ ΔT _IN A and timA <t _B2W , that is, if the correction value switching permission condition is satisfied, a correction value switching instruction is output to the correction value setting means 144 in step S12, and the input at that time The release side correction value pdh is switched based on the torque T _IN . As a result, the standby pressure command value calculation means 140 calculates the standby pressure command value S _PB2W using the newly set correction value pdh, and waits for a constant pressure as the input torque T _IN changes during the shift. The pressure PB2W greatly deviates from an appropriate value, and the occurrence of a shift shock such as an excessive overshoot is suppressed.

  In step S13, the learning correction unit 148 prohibits the learning correction of the correction value pdh on the release side based on the shift operation at the time of the current shift. This is because the normal shift control in which the correction value pdh is not switched during the shift when the correction value pdh is learned and corrected based on the shift operation at the time of the shift control that is not performed in the normal control of switching the correction value pdh during the shift. This is because sometimes the correction value pdh becomes an inappropriate value and learning correction is required again, and a shift shock or the like may occur.

As described above, in the shift control device of this embodiment, when the change amount ΔT _IN of the input torque T _IN when the shift control by the shift control unit 132 is greater than or equal to the predetermined value ΔT _IN A, a certain condition is set. Below, in step S9 or step S12, the correction values pah and pdh of the standby pressure command values S _PB1W and S _PB2W are switched according to the input torque T _IN at that time. Therefore, regardless of the change in the input torque T _IN after the start of the shift control. Accordingly, an appropriate correction result is obtained, and the engagement pressures PB1 and PB2 of the brakes B1 and B2 are appropriately controlled according to the correction result, thereby suppressing the occurrence of a shift shock.

Further, in step S6, a change time timA when the change amount ΔT _IN of the input torque T _IN becomes equal to or greater than a predetermined value ΔT _IN A is obtained, and the length of the change time timA, that is, the timing when ΔT _IN ≧ ΔT _IN A is satisfied. Since it is determined whether or not switching of the correction values pah and pdh is permitted (steps S7, S8, and S11), unnecessary switching of the correction values pah and pdh can be avoided. For example, after the time t ₁ when the inertia phase is started in the power ON upshift shown in FIG. 12, the first brake B1, which is the engagement side frictional engagement device, has a torque capacity, so there is no fear of blowing, In order to shift from the constant pressure standby to the feedback control, it is not necessary to switch the standby pressure command value S _PB1W related to the engagement pressure PB1 of the first brake B1 after the inertia phase starts. Since the standby pressure command value S _PB2W on the release side also shifts to the sweep control after the sweep control start time t _B2W has elapsed, it is not necessary to switch the standby pressure command value S _PB1W after the sweep control is started.

Further, the switching of the correction value pah with respect to the standby pressure command value _SPB1W of the first brake B1 on the engagement side and the switching of the correction value pdh with respect to the second brake B2 on the release side differ from each other by a predetermined value ΔT _IN A or determination. Since it is performed separately based on the times timB and t _B2W , the correction values pah and pdh are more appropriately switched according to the characteristics of the release side and the engagement side.

In addition, when the correction values pah and pdh are switched in accordance with an instruction from the correction value changing means 152, learning correction of the correction values pah and pdh by the learning correction means 148 is prohibited, so that the input torque T is changed during the shift. Along with a large change in _IN, it is possible to prevent erroneous learning correction from being performed based on a shift control that is different from the normal one in which the correction values pah and _pdh for the standby pressure command values S _PB1W and S _PB2W are switched, thereby stabilizing the learning control. To do. That is, when learning correction is performed based on a shift control different from the normal one in which the correction values pah and pdh are switched, the correction values pah and pdh are not valid during the normal shift control in which the correction values pah and pdh are not switched during the shift. Not only does it need to be corrected again to an appropriate value, but there is also a risk of a shift shock or the like.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

It is a figure explaining the schematic structure of the hybrid drive device to which this invention is applied suitably. FIG. 2 is a collinear diagram illustrating the operation of a planetary gear device 26 provided in the first drive source 12 in the hybrid drive device of FIG. 1. 2 is a collinear diagram illustrating a plurality of shift stages of an automatic transmission 22 provided between a second drive source 20 and an output shaft 14 in the hybrid drive device of FIG. 1. FIG. FIG. 2 is a hydraulic circuit diagram illustrating a main part of a hydraulic control circuit that performs shift control of the automatic transmission 22 of FIG. 1. It is a figure explaining the hydraulic characteristic of 1st linear solenoid valve SLB1 of FIG. It is a figure explaining the hydraulic characteristic of 2nd linear solenoid valve SLB2 of FIG. FIG. 2 is an operation table showing each shift stage of the automatic transmission 22 of FIG. 1 and operation states of a linear solenoid valve and a brake for establishing the shift stages. It is a block diagram explaining the various functions with which the electronic controller provided in the hybrid drive device of FIG. 1 is provided. It is a figure which shows an example of the shift map (map) used by the shift control of the automatic transmission performed by the shift control means of FIG. It is a flowchart explaining the action | operation at the time of switching the correction value of a standby pressure command value by the correction value change means of FIG. FIG. 9 is a diagram illustrating an example of a reference value map and a correction value map stored in the reference value storage device and the correction value storage device of FIG. It is an example of the time chart which shows the control pattern of the engagement side hydraulic pressure command value at the time of a power ON upshift, and a releasing side hydraulic pressure command value with an input torque change and MG2 rotational speed change. It is a figure explaining the torque characteristic of a hydraulic friction engagement device in relation to a friction coefficient.

Explanation of symbols

22: Automatic transmission 44: Electronic control device for shift control 132: Shift control means 144: Correction value setting means 148: Learning correction means 150: Input torque detection means 152: Correction value change means 154: Executability determination means 156: Learning prohibition means B1, B2: Brake (friction engagement device) T _IN : Input torque ΔT _IN : Change amount of input torque ΔT _IN A: Predetermined values S _PB1W , S _PB2W : Standby pressure command values (command values related to engagement force) pah, pdh: correction value timA: change time (period)

Claims (4)

With respect to an automatic transmission in which a plurality of shift stages are established by engagement and release states of a plurality of friction engagement devices,
Shift control means for performing clutch-to-clutch shift in which a shift is achieved by releasing the disengagement side frictional engagement device and engaging the engagement side frictional engagement device;
Input torque detecting means for detecting input torque input to the automatic transmission;
Learning correction means for learning and correcting a correction value for a command value related to the engagement force of the friction engagement device according to the input torque so that a predetermined shift operation is performed when the shift control means performs a shift;
Correction value setting means for setting the correction value according to the input torque;
In an automatic transmission shift control device comprising:
Correction value changing means for changing the correction value in accordance with the input torque at that time when the amount of change in input torque when the speed change by the speed change control means is greater than or equal to a predetermined value ;
Execution feasibility determining means for determining whether or not to allow the correction value changing means to change the correction value at a time when the amount of change in the input torque becomes equal to or greater than the predetermined value;
Shift control apparatus for an automatic transmission and having a. The execution determination unit measures a period until the amount of change in input torque from the start of shift control by the shift control unit becomes a predetermined value or more, and permits the correction value to be changed based on the measured period. The shift control device for an automatic transmission according to claim 1 , wherein whether or not the shift control is performed is determined. The correction value changing means is configured to change a correction value for the engagement force command value of the disengagement side frictional engagement device with respect to a predetermined value of a change amount of the input torque and an engagement force command value of the engagement side frictional engagement device. The shift control of the automatic transmission according to claim 1 or 2 , wherein a predetermined value of the change amount of the input torque for changing the correction value is separately determined, and the correction value is individually changed. apparatus. If the correction value is changed by the correction value changing means, to any one of claim 1 to 3, characterized in that it has a learning prohibition means for prohibiting the learning correction of the correction value by the learning correction means A shift control device for an automatic transmission as described.

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