JP5083182B2 - Automatic transmission learning control device - Google Patents

Description

  The present invention relates to a learning control device for an automatic transmission mounted on an automobile or the like. In particular, the present invention is a so-called clutch tool that performs a release operation of a release-side frictional engagement element (for example, a release-side clutch) and an engagement operation of an engagement-side frictional engagement element (for example, an engagement-side clutch) substantially simultaneously. The present invention relates to an improvement in learning control for eliminating a sudden increase in input shaft rotation of an automatic transmission during clutch shifting.

  2. Description of the Related Art Conventionally, there is known an automatic transmission that achieves a desired shift stage among a plurality of shift stages by combining the operations of a plurality of clutches and brakes (hydraulic frictional engagement elements). As one of the shifting methods of such an automatic transmission, a predetermined frictional engagement element (clutch or brake) is released and a second frictional engagement element (clutch or brake) is engaged, and a predetermined frictional element is obtained. A clutch-to-clutch shift for switching from a shift stage to another shift stage is known (see, for example, Patent Documents 1 to 4 below).

  In an automatic transmission that performs such a clutch-to-clutch shift, a release-side frictional engagement element (hereinafter referred to simply as a clutch) is released and an engagement-side clutch is engaged. It is desired to suppress the shift shock by synchronizing. However, if the disengagement of the disengagement side clutch becomes relatively faster than the engagement of the engagement side clutch, the shift speed is not smoothly changed, and the automatic transmission is not performed due to the insufficient torque capacity of the clutch. There is a possibility that the input shaft rotation speed (input shaft rotation speed) of the machine rapidly increases (generally referred to as “nt blowing”).

  If such an nt blow occurs, the vehicle will vibrate (shift shock) at a timing when the torque capacity increases with the engagement of the engagement side clutch, giving the passenger an uncomfortable feeling. It will be.

  Until now, learning control for optimizing the torque capacity has been performed by setting the hydraulic pressure supplied to the clutch higher by a predetermined amount in order to eliminate the occurrence of such nt blowing.

  For example, in Patent Document 1, an overshoot amount of a turbine (input shaft) rotation speed is calculated at the time of clutch-to-clutch shift, and an integral value of the overshoot amount until the turbine rotation speed starts to decrease is obtained. Learning control for learning the engagement pressure of the clutch is disclosed.

  Further, in Patent Document 2, when the engine speed is increased due to the insufficient torque capacity during clutch-to-clutch shift, the cause of the increase is based on the time from the shift command to the start of increase, It is disclosed that it is determined whether the clutch is on the disengagement side clutch or the engagement side clutch, and the learning correction is performed accordingly.

  Further, in Patent Document 3, when clutch-to-clutch shift is performed, if the engine speed increases due to the insufficient torque capacity, the engagement hydraulic pressure and the drain hydraulic pressure are set so that the amount of increase is within a predetermined range. And controlling at least one of the above.

Further, in Patent Document 4, when the engine speed increases due to the torque capacity shortage at the time of clutch-to-clutch shift, the engagement hydraulic pressure and the drain hydraulic pressure are set so that the amount of increase is within a predetermined range. In addition to control, it is disclosed that clutch-to-clutch shift is prohibited when the engine speed increases even if the hydraulic control amount is maximized.
JP 2006-348985 A JP 2008-25624 A JP-A-6-341535 JP-A-6-341540

  As described above, until now, when nt blowing occurs at the time of clutch-to-clutch shift, it is determined that the torque capacity of the clutch is insufficient below an appropriate value, and the hydraulic pressure to the clutch (for example, drain hydraulic pressure) is increased. The learning value that increases the torque capacity is obtained by setting, and the nt blowing is canceled by setting the hydraulic pressure according to the learning value.

  However, when the clutch-to-clutch shift is performed, an external factor that adversely affects the learning control may occur. For example, there is a case where the engine torque (input torque of the automatic transmission) increases due to the driver depressing the accelerator pedal.

  That is, when the learning control for eliminating the nt blowing is performed, when the engine torque increases and the input shaft rotational speed of the automatic transmission increases as the engine torque increases, the engine torque increases. Also, a phenomenon similar to the above-described nt blowing (an increase in the input shaft speed accompanying an increase in the engine speed) occurs.

  For this reason, when the input shaft rotational speed increases as the engine torque increases, it is unclear whether the increase in the input shaft rotational speed includes an insufficient torque capacity of the clutch (the nt blow It ’s unclear if or not) That is, whether only the increase in engine torque is the cause of the increase in the input shaft speed, or both the increase in engine torque and the insufficient torque capacity of the clutch are the causes of the increase in the input shaft speed (including nt blowing). It becomes unclear whether there is. In other words, since the nt blowing amount included in the amount of increase in the input shaft rotation speed is unclear, the clutch torque capacity shortage amount (learning amount to be obtained by learning control) is also unclear.

  In such a situation, the learning control is executed even though the cause of the increase in the input shaft rotational speed does not include the insufficient torque capacity of the clutch and it is not necessary to increase the torque capacity. Torque capacity is increased, and the tie-up state (the engagement side clutch is engaged relatively faster than the release side clutch is disengaged is relatively fast. It may cause an interlock state).

  As a technique for avoiding this problem, it is conceivable to prohibit learning control of clutch-to-clutch shift in a situation where the nt blowing amount becomes unclear due to an increase in engine torque as described above.

  However, in this case, although the clutch torque capacity is actually insufficient and hydraulic control is required to increase the torque capacity, the cause of the increase in the input shaft rotational speed includes the insufficient clutch torque capacity. In spite of this, the learning control cannot be executed. In this case, the shortage of the torque capacity of the clutch cannot be resolved, so that there is a high possibility that nt blowing will occur at the next clutch-to-clutch shift.

  When the accelerator pedal is depressed again at the next clutch-to-clutch shift and the engine torque increases, the learning control is not performed again.

  As a result, the learning control cannot be executed until the situation where the clutch-to-clutch shift is completed without changing the input torque of the automatic transmission, and the execution frequency of the learning control becomes extremely low. There was a possibility that a shift shock would occur at every two-clutch shift.

  Also, in each of the above patent documents, the amount of learning to be obtained by learning control becomes unclear because the engine torque increases due to depression of the accelerator pedal or the like during clutch-to-clutch shift, and the amount of learning to be obtained by learning control. No solution is disclosed for the problem that becomes unclear. That is, even in these patent documents, there is no guarantee that proper learning control is performed in a situation where the input torque of the automatic transmission changes during clutch-to-clutch shift.

  The present invention has been made in view of the above points, and an object of the present invention is to eliminate or reduce the occurrence of nt blowing even when the input torque of the automatic transmission changes during clutch-to-clutch shift. It is an object of the present invention to provide a learning control device for an automatic transmission capable of performing learning control that can be performed.

-Principle of solving the problem-
The solution principle of the present invention devised to achieve the above object is that when the transmission input shaft rotational speed increases during clutch-to-clutch shift, the transmission input torque fluctuates at the rising timing (transmission input torque fluctuation). It is determined whether there has been an increase). That is, it is determined whether or not the start of the increase in the transmission input shaft rotational speed is due to the fluctuation of the transmission input torque. If the start of the increase in the transmission input shaft speed is not caused by a change in the transmission input torque, it is determined that the increase in the transmission input shaft speed is insufficient in the torque capacity of the friction engagement element, and the torque Learning control is performed to increase the capacity.

-Solution-
Specifically, the present invention includes a plurality of friction engagement elements, and performs a clutch-to-clutch shift operation in which a release operation of some friction engagement elements and an engagement operation of other friction engagement elements are performed substantially simultaneously. A learning control device for an automatic transmission that performs learning control for suppressing an increase in the rotational speed of the input shaft due to insufficient torque capacity of the friction engagement element is presupposed. The automatic transmission learning control apparatus includes the following learning control execution means. This learning control execution means is a transmission at a timing substantially the same as the rising start timing of the input shaft rotation speed or a timing earlier than the rising start timing of the input shaft rotation speed when the input shaft rotation speed increases during a power-on upshift. The learning control is prohibited when the fluctuation of the input torque is a predetermined amount or more. In addition, when the input shaft rotation speed is increased during the power-on upshift, the learning control execution means has substantially the same timing as the input shaft rotation speed increase start timing and a timing earlier than the input shaft rotation speed increase start timing. When the fluctuation of the transmission input torque is less than the predetermined amount, the learning control for increasing the torque capacity of the friction engagement element is executed. Further, the learning control execution means has a transmission input torque variation less than the predetermined amount at a timing substantially the same as the input shaft rotation speed increase start timing and a timing earlier than the input shaft rotation speed increase start timing, and After the input shaft speed increases, the input torque of the transmission fluctuates until the input shaft speed returns to the synchronous rotational speed before the shift or until the synchronous rotational speed after the shift is reached. When the value exceeds the predetermined amount, learning control is performed to obtain the learning amount as a fixed value set in advance.

  Here, “the change in transmission input torque is greater than or equal to a predetermined amount” means that a threshold for determining that the input shaft rotational speed of the automatic transmission has increased (for example, 25 rpm higher than the synchronous rotational speed). This is a case where torque fluctuation that causes an increase in the input shaft rotation speed exceeding the value) occurs. Further, “the transmission input torque fluctuation is less than a predetermined amount” does not reach the threshold value for determining that there is no transmission input torque fluctuation or that the input shaft speed of the automatic transmission has increased. This refers to the case where torque fluctuation that causes an increase in the rotational speed of the input shaft occurs.

  If the input shaft speed increases during a power-on upshift due to this specific matter, the transmission input torque at the same timing as the input shaft speed increase start timing or at a timing earlier than the input shaft speed increase start timing. If the variation of the input shaft is greater than or equal to a predetermined amount, the increase in the input shaft rotational speed may not be caused by insufficient torque capacity of the friction engagement element. That is, there is a possibility that the automatic transmission does not have insufficient torque capacity of the friction engagement element. For this reason, in this case, the learning control for increasing the torque capacity of the friction engagement element is prohibited, and the torque capacity is prevented from being excessively larger than an appropriate value (excessive learning control).

  On the other hand, if the input shaft rotation speed increases during a power-on upshift, the transmission input torque fluctuates at substantially the same timing as the input shaft rotation speed increase start timing and at a timing earlier than the input shaft rotation speed increase start timing. If it is less than the predetermined amount, it can be determined that the increase in the rotational speed of the input shaft is caused by insufficient torque capacity of the friction engagement element. Therefore, in this case, the learning control for increasing the torque capacity of the friction engagement element is executed so that the torque capacity approaches an appropriate value.

  In other words, if the change in the transmission input torque at a timing that is substantially the same as the input shaft rotation speed increase start timing and the input shaft rotation speed increase start timing is less than a predetermined amount, then the transmission input Even if a torque fluctuation occurs, it can be determined that the increase in the input shaft rotational speed is caused by at least the insufficient torque capacity of the friction engagement element, so the learning control is executed.

Conventionally, when the transmission input torque fluctuates, the learning control is prohibited. However, even if the transmission input torque fluctuates, the present solution solves the timing of the fluctuation. However, if it is neither the timing substantially the same as the start timing of the input shaft rotation speed increase nor the timing earlier than the input shaft rotation speed increase start timing, the learning control is executed. That is, even in a situation where learning control is not performed in the conventional example and insufficient torque capacity of the friction engagement element cannot be resolved, according to this solution, the frequency of execution of learning control is increased while preventing excessive learning control. Thus, it becomes possible to quickly resolve the shortage of torque capacity of the friction engagement element.
Further, when the fluctuation of the transmission input torque exceeds a predetermined amount in the middle of the clutch-to-clutch shift, the amount of increase in the input shaft rotation speed from that point is the above-mentioned nt due to insufficient torque capacity of the friction engagement element. This is a situation in which the blow amount and the amount of increase in the rotational speed due to the fluctuation of the transmission input torque are mixed. In this case, only the nt blowing amount cannot be extracted, and it is difficult to obtain the optimum learning amount. However, the cause of the start of the increase in the input shaft rotational speed is the insufficient torque capacity of the friction engagement element, and the torque It can be determined that learning control is necessary to increase the capacity. Therefore, in this solution, in such a situation, a learning amount that is set in advance as a fixed value (stored in a ROM or the like) is acquired, and control for increasing the torque capacity is performed according to the learning amount. Execute. According to this, the shortage of torque capacity of the friction engagement element is resolved every time learning control is performed, and the shift shock resulting from the shortage of torque capacity is also gradually resolved.

  Specific examples of the learning control by the learning control execution means include the following.

  First, when the input shaft speed increases during a power-on upshift, after the input shaft speed increases, it returns to the synchronous speed before the shift, or until the synchronous speed after the shift is reached. During this time, when the change in the transmission input torque is less than the predetermined amount, the learning control is performed to obtain the learning amount based on the period from the start of the increase in the input shaft rotation speed to the completion of the shift.

  Also, when the input shaft speed increases during a power-on upshift, after this input shaft speed increases, it returns to the synchronous speed before the shift, or until the synchronous speed after the shift is reached. If the change in transmission input torque is less than the predetermined amount, the learning amount is calculated based on the maximum value of the deviation between the synchronous rotation speed before the shift of the input shaft speed and the actual input shaft speed. The desired learning control is executed.

  According to these specific matters, the learning amount corresponding to the torque capacity shortage amount of the friction engagement element can be accurately obtained, and can be adjusted to an appropriate torque capacity by one learning control, resulting from the torque capacity shortage. It becomes possible to eliminate the shift shock at an early stage.

  Specifically, as a method for determining that the variation of the transmission input torque is equal to or greater than a predetermined amount, when the amount of depression of the accelerator pedal is equal to or greater than the predetermined amount, the variation of the transmission input torque is It is determined that the amount is a predetermined amount or more.

  The transmission input torque is specifically the output torque of the drive source.

  In the present invention, when the transmission input shaft rotation speed increases during clutch-to-clutch shifting, it is determined whether or not there is a change in transmission input torque (increase in transmission input torque) at the rising timing, and the transmission input shaft When the start of the increase in the rotational speed is not caused by a change in the transmission input torque, learning control for increasing the torque capacity of the friction engagement element is executed. For this reason, it is possible to increase the execution frequency of the learning control in a situation where the input shaft torque of the automatic transmission changes during the clutch-to-clutch shift, and it is possible to resolve the torque capacity shortage of the friction engagement element at an early stage. Become.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case will be described in which the present invention is applied to an FF (front engine / front drive) type vehicle equipped with an automatic transmission capable of shifting at six forward speeds.

  FIG. 1 is a skeleton diagram of a power transmission device 8 mounted on a vehicle according to the present embodiment. FIG. 2 shows friction engagement elements (clutch and brake) for establishing a plurality of shift stages in an automatic transmission for vehicles (hereinafter simply referred to as an automatic transmission) 10 provided in the power transmission device 8. It is an operation | movement table | surface which shows an operation state.

  The automatic transmission 10 includes a first transmission unit 14 mainly composed of a single pinion type first planetary gear unit 12, a double pinion type second planetary gear unit 16, and a single pinion type third planetary gear unit. A second transmission 20 that is configured as a Ravigneaux type with the device 18 as a main body is provided on a coaxial line, and the rotation of the input shaft 22 is shifted and output from the output rotation member 24.

  The input shaft 22 corresponds to an input member, and in this embodiment is a turbine shaft of a torque converter 30 that is rotationally driven by an engine 28 that is a driving power source. The output rotating member 24 corresponds to an output member of the automatic transmission 10, and an output meshing with a differential driven gear (large diameter gear) 36 for transmitting power to the differential gear device 34 shown in FIG. It functions as a gear, that is, a differential drive gear.

  The output of the engine 28 is transmitted to a pair of drive wheels (front wheels) 40, 40 via the torque converter 30, the automatic transmission 10, the differential gear unit 34, and a pair of axles 38, 38. It has become. The automatic transmission 10 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The engine 28 is an internal combustion engine such as a gasoline engine that generates a driving force by combustion of fuel injected in a cylinder. The torque converter 30 includes a pump impeller 30a coupled to the crankshaft of the engine 28, a turbine runner 30b coupled to the input shaft 22 of the automatic transmission 10, and the automatic transmission via a one-way clutch. And a stator 30c coupled to a housing (transmission case) 26 of the machine 10, and is a fluid transmission device that transmits the power generated by the engine 28 to the automatic transmission 10 via a fluid. A lockup clutch 32, which is a direct coupling clutch, is provided between the pump impeller 30a and the turbine runner 30b, and is brought into an engaged state, a slip state, or a released state by hydraulic control or the like. Yes. When the lockup clutch 32 is completely engaged, the pump impeller 30a and the turbine runner 30b rotate integrally.

  The operation table shown in FIG. 2 summarizes the relationship between the respective shift stages established in the automatic transmission 10 and the operation states of the clutches C1, C2 and the brakes B1, B2, B3. In the figure, “◯” represents engagement, “◎” represents engagement only during engine braking, and “blank” represents release. The clutches C1 and C2 and the brakes B1, B2 and B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) provided in the automatic transmission 10 are engaged by a hydraulic actuator such as a multi-plate clutch or a brake. It is a hydraulic friction engagement element that is controlled together. The clutch C and the brake B are switched between engaged and disengaged states by excitation, de-excitation, and current control of linear solenoid valves SL1 to SL5 of a hydraulic control circuit 42, which will be described later with reference to FIG. The transient oil pressure at the time of release is controlled.

  In the automatic transmission 10, the first speed change according to the combination of the connected states of the rotating elements (sun gears S <b> 1 to S <b> 3, carriers CA <b> 1 to CA <b> 3, ring gears R <b> 1 to R <b> 3) of the first transmission unit 14 and the second transmission unit 20. Six forward shift stages from the stage “1st” to the sixth shift stage “6th” are established, and the reverse shift stage “R” is established.

  Hereinafter, the gear layout of the automatic transmission 10 will be specifically described.

  The first planetary gear unit 12 constituting the first transmission unit 14 includes three rotating elements, that is, a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is coupled to the input shaft 22. Further, the sun gear S1 is rotated at a reduced speed using the carrier CA1 as an intermediate output member when the ring gear R1 is fixed to the housing 26 via the third brake B3.

  In the 2nd planetary gear apparatus 16 and the 3rd planetary gear apparatus 18 which comprise the 2nd transmission part 20, four rotation elements RM1-RM4 are comprised by mutually connecting one part.

  Specifically, the first rotating element RM1 is constituted by the sun gear S2 of the second planetary gear device 16, and the ring gear R2 of the second planetary gear device 16 and the ring gear R3 of the third planetary gear device 18 are connected to each other. A second rotation element RM2 is configured. Further, the carrier CA2 of the second planetary gear device 16 and the carrier CA3 of the third planetary gear device 18 are connected to each other to constitute a third rotating element RM3. The fourth rotating element RM4 is configured by the sun gear S3 of the third planetary gear unit 18.

  In the second planetary gear device 16 and the third planetary gear device 18, the carriers CA2 and CA3 are configured by a common member, and the ring gears R2 and R3 are configured by a common member. Further, the pinion gear of the third planetary gear unit 18 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the second planetary gear unit 16.

  The first rotating element RM1 (sun gear S2) is integrally connected to the carrier CA1 of the first planetary gear device 12 that is an intermediate output member, and is selectively connected to the housing 26 by the first brake B1 to stop rotation. Is done. The second rotating element RM2 (ring gears R2 and R3) is selectively connected to the input shaft 22 via the second clutch C2, and selectively connected to the housing 26 via the one-way clutch F1 and the second brake B2. The rotation is stopped.

  The third rotation element RM3 (carriers CA2 and CA3) is integrally connected to the output rotation member 24. The fourth rotation element RM4 (sun gear S3) is selectively coupled to the input shaft 22 via the first clutch C1 (starting friction engagement element).

  In the automatic transmission 10 described above, the first clutch C1, the second clutch C2, the first brake B1, the second brake B2, the third brake B3, and the one-way clutch F1, which are friction engagement elements, are in a predetermined state. A gear stage (gear stage) is set by being engaged or released.

  As shown in the operation table of FIG. 2, for example, in the forward shift speed, the first shift speed “1st” is set by engagement of the clutch C1 and the brake B2, and the second shift speed “2nd” is set by engagement of the clutch C1 and the brake B1. However, the engagement of the clutch C1 and the brake B3 causes the third shift speed “3rd”, the engagement of the clutch C1 and the clutch C2 causes the fourth shift speed “4th”, and the engagement of the clutch C2 and the brake B3 causes the fifth shift speed. The sixth shift stage “6th” is established at the stage “5th” by engagement of the clutch C2 and the brake B1.

  Further, the reverse shift stage “Rev” is established by the engagement of the brake B2 and the brake B3, and the clutch C and the brake B are both released to enter the neutral state.

  Each shift stage is established by the switching operation of the clutches C1, C2 and the brakes B1, B2, B3, and in particular, between the second shift stage “2nd” and the third shift stage “3rd”. Switching operation at the third shift stage “3rd” and the fourth shift stage “4th”, and switching operation between the fourth shift stage “4th” and the fifth shift stage “5th” In each of the switching operations between the fifth speed gear stage "5th" and the sixth gear stage "6th", one friction engagement element (clutch or brake) is released and the other one This is a clutch-to-clutch shift that engages a friction engagement element (clutch or brake).

  In the automatic transmission 10 according to the present embodiment, the brake B2 that establishes the first shift speed “1st” is provided with the one-way clutch F1 in parallel. Therefore, the brake B2 is not necessarily engaged when starting (acceleration). There is no need to combine them. Further, the gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2. , Ρ3 as appropriate.

  Further, the rotational speed (turbine rotational speed) of the input shaft 22 of the automatic transmission 10 is detected by a turbine rotational speed sensor 70. The rotation speed of the output rotation member 24 of the automatic transmission 10 is detected by a vehicle speed sensor (output shaft rotation speed sensor) 58. Based on the rotation speed ratio (output rotation speed / input rotation speed) obtained from the output signals of the turbine rotation speed sensor 70 and the vehicle speed sensor 58, the current gear position of the automatic transmission 10 can be determined.

  FIG. 3 is a circuit diagram showing a portion related to the linear solenoid valves SL1, SL2, SL3, SL4 and SL5 in the hydraulic control circuit 42 provided in the power transmission device 8. As shown in FIG. As shown in FIG. 3, in the hydraulic control circuit 42, the hydraulic pressure according to the command signal from the electronic control device 44 is regulated by the linear solenoid valves SL1 to SL5 using the line hydraulic pressure PL as a source pressure, and the automatic transmission The engagement pressures are supplied to the hydraulic actuators (hydraulic cylinders, etc.) AC1, AC2, AB1, AB2, AB3 of the clutches C1, C2 and brakes B1, B2, B3 provided in FIG. This line oil pressure PL is determined by the accelerator operation amount (accelerator opening) ACC or throttle opening by a relief type pressure regulating valve (not shown) from the output pressure from a mechanical oil pump or electric oil pump that is rotationally driven by the engine 28. The pressure is adjusted to a value corresponding to the engine load or the like represented by θTH. The linear solenoid valves SL1 to SL5 are basically the same in configuration, and the output pressure (engagement pressure) from each linear solenoid valve SL1 to SL5 is input according to the electromagnetic force of the solenoid. By changing the communication state between the port and the output port or drain port, the output pressure is regulated and supplied to the hydraulic actuators AC1, AC2, AB1, AB2, AB3. In this way, the solenoids provided in the respective linear solenoid valves SL1 to SL5 are excited independently by the electronic control unit 44, and the hydraulic pressures (engagement pressures) of the hydraulic actuators AC1, AC2, AB1, AB2, AB3 are increased. The pressure regulation is controlled independently.

  FIG. 4 is a block diagram for explaining an electrical control system provided in the vehicle for controlling the power transmission device 8 and the like. The electronic control unit 44 shown in FIG. 4 is a so-called microcomputer including a ROM, a RAM, a CPU, an input / output interface, and the like. The CPU executes various controls and the like related to the power transmission device 8 by processing the input signal according to a program stored in advance in the ROM while using the temporary storage function of the RAM.

  Further, an operation amount ACC of the accelerator pedal 46 known as a so-called accelerator opening is detected by an accelerator operation amount sensor 48, and a signal representing the accelerator operation amount ACC is supplied to the electronic control unit 44. . The accelerator pedal 46 is depressed according to the driver's required output amount, corresponds to an accelerator operation member, and the accelerator operation amount ACC corresponds to an output request amount. An electronic throttle valve 74 is provided in the intake pipe of the engine 28, and the throttle opening θTH is changed by a throttle actuator 76 controlled by the electronic control unit 44. Further, the engine 28 is provided with a fuel injection valve (injector) 78 for controlling the fuel injection amount and an ignition device 80 such as an igniter for controlling the ignition timing. The fuel injection amount is controlled by the fuel injection valve 78, and the ignition timing by the ignition device 80 is controlled.

  The power transmission device 8 includes an engine speed sensor 50 for detecting the rotational speed (engine speed) NE of the engine 28, and an intake air amount sensor (for detecting the intake air quantity Q of the engine 28). An air flow meter) 52, an intake air temperature sensor 54 for detecting the temperature TA of the intake air, a throttle sensor 56 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve 74 and its opening θTH, A vehicle speed sensor 58 for detecting the vehicle speed V (corresponding to the rotation speed (rotation speed) NOUT of the output rotating member 24), a cooling water temperature sensor 60 for detecting the cooling water temperature TW of the engine 28, and a foot brake pedal that is a service brake Brake switch 64 for detecting the presence or absence of operation of 62, lever position (operation position) P of shift lever 66 Lever position sensor 68 for detecting SH, turbine rotational speed (turbine rotational speed, input shaft rotational speed of automatic transmission 10) NT, turbine rotational speed sensor 70 for detecting SH, and hydraulic oil in hydraulic control circuit 42 An AT oil temperature sensor 72 for detecting the AT oil temperature TOIL, which is a temperature, is provided, and from these sensors and switches, the engine speed NE, the intake air amount Q, the intake air temperature TA, the throttle opening θTH Signals representing vehicle speed V, engine coolant temperature TW, presence / absence of brake operation, lever position PSH of shift lever 66, turbine rotational speed NT, AT oil temperature TOIL, and the like are supplied to electronic control unit 44. The turbine rotational speed NT is equal to the rotational speed of the input shaft 22 of the automatic transmission 10 (input shaft rotational speed NIN).

  As the basic control, the electronic control unit 44 controls the throttle opening θTH (%) based on the actual accelerator operation amount ACC (%) or the like based on the relationship stored in advance as shown in FIG. Perform throttle opening control. Further, based on the actual accelerator operation amount ACC (%) or the throttle opening θTH (%) and the vehicle speed V (km / h) or the like based on the relationship stored in advance as shown in FIG. Shift control that automatically switches the gear stage is performed. Further, the control for executing engagement, release or slip of the lockup clutch 32 provided in the torque converter 30 based on the vehicle speed V and the throttle opening θTH or the like based on the relationship stored in advance as shown in FIG. Do. In addition, fuel injection amount control, ignition timing control, and the like are also executed.

  FIG. 8 is a diagram for explaining the shift operation device 82 including the shift lever 66. The shift operation device 82 is disposed beside the driver's seat, for example, and the shift lever 66 provided in the shift operation device 82 has five lever positions “P”, “R”, “N”, “D”. ”Or“ S ”is manually operated. The “P” position is a parking position for releasing the power transmission path in the automatic transmission 10 and mechanically preventing (locking) the rotation of the output rotating member 24 by the mechanical parking mechanism. The “R” position is a reverse travel position for making the rotation direction of the output rotation member 24 of the automatic transmission 10 reverse. The “N” position is a power transmission cutoff position for releasing the power transmission path in the automatic transmission 10. The “D” position is a forward travel position in which automatic shift control is executed in a shift range (D range) in which the shift of the first to sixth shift stages of the automatic transmission 10 is allowed. The “S” position is a forward travel position where the gear position can be switched by manual operation of the shift lever 66. In this “S” position, a “+” position for shifting the shift stage up each time the shift lever 66 is operated, and a “−” for shifting the shift stage down each time the shift lever 66 is operated. "Position is provided.

  FIG. 6 is a shift diagram (shift map) stored in advance in the ROM in order to control the shift operation by the automatic transmission 10. From this shift diagram, the shift of the automatic transmission 10 is determined based on the actual accelerator operation amount ACC (%) or the throttle opening θTH (%) and the vehicle speed V (km / h). The linear solenoid valves SL1 to SL5 provided in the hydraulic control circuit 42 are controlled so that the stage and the engaged state are obtained.

  Specifically, the electronic control unit 44 calculates the vehicle speed V from the output signal of the vehicle speed sensor 58, calculates the operation amount ACC of the accelerator pedal 46 from the output signal of the accelerator operation amount sensor 48, and determines the vehicle speed V and Based on the accelerator operation amount ACC, the target gear stage is calculated with reference to the shift diagram of FIG. Further, the ratio of the rotational speed obtained from the output signals of the turbine rotational speed sensor 70 and the vehicle speed sensor 58 (output rotational speed / input rotational speed) is determined to determine the current gear stage, and the current gear stage and the target gear stage are determined. In comparison, it is determined whether or not a speed change operation is necessary.

  If the result of the determination indicates that there is no need for gear shifting (when the current gear stage and the target gear stage are the same and the gear stage is set appropriately), a solenoid control signal (hydraulic command) is used to maintain the current gear stage. Signal) to the hydraulic control circuit 42 of the automatic transmission 10.

  On the other hand, when the current gear stage and the target gear stage are different, shift control is performed. For example, when the traveling state of the vehicle changes from a state where the gear stage of the automatic transmission 10 is traveling in the “second speed” state, for example, when the vehicle shifts from point A to point B shown in FIG. Since the change occurs across the shift line [2 → 3], the target gear stage calculated from the shift line map is “3rd speed”, and the solenoid control signal (hydraulic command signal) for setting the 3rd speed gear stage is automatically set. Output to the hydraulic control circuit 42 of the transmission 10 to perform a shift from the second gear to the third gear (2 → 3 upshift).

-Hydraulic learning control-
Next, hydraulic pressure learning control (hereinafter simply referred to as learning control) for the hydraulic pressure control circuit 42, which is an operation characteristic of the present embodiment, will be described.

  In the automatic transmission 10, at the time of clutch-to-clutch shifting, the disengagement of the disengagement side clutch (or brake: described below as a representative of the clutch) proceeds relatively faster than the disengagement of the engagement side clutch. When the situation is reached, the gears are not switched smoothly, and “nt blowing” in which the rotational speed of the input shaft 22 of the automatic transmission 10 rapidly increases due to insufficient torque capacity of the clutch occurs. For example, when shifting up from “2nd speed” to “3rd speed”, the brake B1 is released and the brake B3 is engaged. At this time, the progress of the release of the brake B1 is the engagement of the brake B3. When the situation is relatively faster than the progress, the nt blowing occurs due to insufficient torque capacity.

  The learning control of the present embodiment obtains a learning amount as a correction amount for correcting the set value of the hydraulic pressure supplied to each clutch at the time of clutch-to-clutch shift in order to eliminate this nt blowing, and reflects this learning amount. The hydraulic pressure is set based on the learned value. That is, in a situation where nt blowing occurs, it is determined that the torque capacity of the clutch is insufficient below an appropriate value, and a learning value that increases the torque capacity by setting a high hydraulic pressure (for example, drain hydraulic pressure) for the clutch. And the hydraulic pressure is set according to the learning value to eliminate the nt blowing.

  As a feature of the present embodiment, when the above-described learning control is performed at the time of power-on upshift, when the rotational speed of the input shaft 22 is increased, the timing or input substantially the same as the increase start timing of the rotational speed of the input shaft 22 When the fluctuation of the engine torque (input torque of the automatic transmission 10) at a timing earlier than the timing at which the rotation speed of the shaft 22 starts to rise is greater than or equal to a predetermined amount, the learning control is prohibited, while the engine at each timing is When the fluctuation of the torque (input torque of the automatic transmission 10) is less than a predetermined amount, the learning control for increasing the torque capacity of the clutch is executed (learning execution by learning control execution means). Operation).

  The predetermined amount referred to here is the rotation of the input shaft 22 that exceeds a threshold value (a value on the increase side of 25 rpm with respect to the synchronous rotation number as will be described later) for determining that the rotation number of the input shaft 22 has increased. This is the amount of torque fluctuation that causes a number increase.

  Hereinafter, the learning control procedure according to the present embodiment will be described with reference to the flowchart of FIG. 9. The control routine shown in FIG. 9 is repeatedly executed every predetermined time after the engine 28 is started.

  First, in step ST1, it is determined whether or not power-on upshift control is being executed. Here, for example, the operation amount ACC of the accelerator pedal 46 is calculated from the output signal of the accelerator operation amount sensor 48, the operation amount ACC is not less than a predetermined amount (for example, accelerator opening 20%), and engine torque is generated. (The engine is not in a driven state) and the shift operation performed in accordance with the shift diagram of FIG. 6 is recognized to be currently shifting to the upshift side. A YES determination is made in step ST1. The predetermined amount of the accelerator operation amount ACC is not limited to the above value.

  If the power-on upshift control is not being executed, a NO determination is made in step ST1, and this control routine is temporarily terminated.

  On the other hand, when the power-on upshift control is being executed, YES is determined in step ST1, and the process proceeds to step ST2. In step ST2, it is determined whether a precondition for executing learning control is satisfied. As this precondition, for example, the cooling water temperature TW of the engine 28 detected by the cooling water temperature sensor 60 has risen to a predetermined temperature (for example, 60 °) or more and the engine 28 is in a warm state, and the AT It is mentioned that each condition such as that the AT oil temperature TOIL detected by the oil temperature sensor 72 has risen to a predetermined temperature (for example, 60 °) or more is established. The above values are not limited to this.

  If the precondition for executing the learning control is not satisfied, NO is determined in step ST2, and this control routine is temporarily terminated.

  On the other hand, if the precondition for executing the learning control is satisfied, YES is determined in step ST2, and the process proceeds to step ST3. In step ST3, the rotational speed (turbine rotational speed) of the input shaft 22 detected by the turbine rotational speed sensor 70 is set to the synchronous rotational speed at the current shift speed (the shift speed before the power-on upshift). It is determined whether or not the engine speed is higher than a predetermined number of revolutions. That is, the nt blowing in which the rotational speed of the input shaft 22 is increased for some reason (here, the rotational speed increase due to the insufficient torque capacity and the rotational speed increase due to the engine torque increase are collectively referred to as “nt blowing”). It is determined whether or not a problem has occurred.

  Specifically, the synchronous rotational speed of the input shaft 22 is obtained by multiplying the rotational speed of the output rotary member 24 detected by the vehicle speed sensor 58 by the speed ratio of the current gear stage. Further, in this step ST3, when the actual input shaft rotational speed is higher than the synchronous rotational speed by 25 rpm (threshold) or more (the actual input shaft rotational speed is higher than the synchronous rotational speed, and the deviation is 25 rpm. If this is the case, a YES determination is made. This value is not limited to this. For example, the determination may be made YES when the actual input shaft rotational speed is 50 rpm or more higher than the synchronous rotational speed.

  When nt blowing has not occurred (when the actual input shaft rotational speed is within a predetermined range with respect to the synchronous rotational speed), NO is determined in step ST3, and this control routine is temporarily terminated.

  On the other hand, when nt blowing has occurred (when the actual input shaft rotational speed is higher than the predetermined rotational speed with respect to the synchronous rotational speed), YES is determined in step ST3, and the process proceeds to step ST4. In step ST4, the measurement of the elapsed time after the YES determination in step ST3 is started. That is, the measurement of the elapsed time from the start of the nt blowing is started. This is executed by a timer provided in advance in the electronic control unit 44.

  Thereafter, the process proceeds to step ST5, and it is determined whether or not the learning control prohibition condition is not established until the end of the nt blowing time measurement.

  Specifically, the end timing of the nt blowing time measurement is a timing at which the nt blowing is eliminated, for example, a timing until the rotational speed of the input shaft 22 is reduced to the synchronous rotational speed at the speed stage after the shift ( Shift completion timing). Alternatively, the timing at which the state where the actual input shaft rotational speed is higher than the synchronous rotational speed during the power-on upshift by a predetermined rotational speed (for example, 25 rpm) or more is eliminated. Furthermore, it is good also as timing until the rotation speed of the input shaft 22 returns to the synchronous rotation speed before shifting.

  The learning control prohibition condition is satisfied when the fluctuation amount of the operation amount ACC of the accelerator pedal 46 detected by the accelerator operation amount sensor 48 exceeds a predetermined range. For example, the learning control prohibition condition is satisfied when an acceleration request is issued to the driver and the operation amount (depression amount) ACC of the accelerator pedal 46 is increased by a predetermined amount or more (for example, when an increase of 10% or more is made).

  When the learning control prohibition condition is satisfied before the end of the nt blowing time measurement, that is, when the operation fluctuation amount of the accelerator pedal 46 is a predetermined amount or more and the engine torque is increased before the nt blowing is canceled. In step ST5, NO is determined and the process proceeds to step ST7. On the other hand, if the learning control prohibition condition is not satisfied by the end of the nt blowing time measurement, that is, if the nt blowing is canceled without the accelerator pedal 46 being depressed by a predetermined amount or more, the process goes to step ST6. Move.

  It should be noted that, not only when the accelerator pedal 46 is depressed during the clutch-to-clutch shift, but the operation variation amount becomes a predetermined amount or more before the nt blowing occurs. Even when the stepping operation of 46 is performed, NO is determined in step ST5.

  In step ST6, the time from when the measurement of the nt blowing elapsed time is started in step ST4 until it is determined in step ST5 that the nt blowing has been eliminated (the time until YES is determined in step ST5) is “ The learning amount corresponding to the insufficient drain hydraulic pressure is calculated from this “nt blowing duration”. FIG. 10 shows the relationship between the nt blowing duration time and the learning amount (corresponding to the drain hydraulic pressure deficit amount). The longer the nt blowing duration time, the larger the learning amount is obtained. In order to eliminate the capacity shortage), the hydraulic pressure increase amount is set to be large.

  After the learning amount is calculated in this way, the process proceeds to step ST10, where a new learning value is obtained by correcting the learning value obtained by the previous learning control by the learning amount calculated by the current learning control. And the drain hydraulic pressure is adjusted according to the learning value.

  On the other hand, if NO is determined in step ST5 as a result of the depression of the accelerator pedal 46 in which the operation variation amount is greater than or equal to a predetermined amount at the timing immediately before or after the clutch-to-clutch shift, step ST7 Move on to the following operations. The operations in steps ST7 and ST8 are steps for determining the cause of occurrence of nt blowing, in other words, steps for determining whether or not the torque capacity of the clutch is included as the cause of occurrence of nt blowing. is there.

  In step ST7, it is determined whether or not the input shaft rotational speed exceeds a predetermined rotational speed (whether nt blowing has occurred). The determination threshold value may be the same value as in step ST3, or a value (condition 2) higher than the threshold value in step ST3 may be set as the threshold value.

  Then, in step ST8, it is determined whether or not the learning control prohibition condition is not satisfied before the determination condition in step ST7 is satisfied. That is, the amount of change in the operation amount (depression amount) ACC of the accelerator pedal 46 at substantially the same timing as the timing at which it was determined that the nt blowing occurred in step ST7 and a timing slightly earlier than the timing at which the nt blowing was determined to occur. It is determined whether or not a situation has occurred in which the value has increased by a predetermined amount or more (for example, an increase of 10% or more).

  If the learning control prohibition condition is not satisfied before the determination condition in step ST7 is satisfied, and if YES is determined in step ST8, the process proceeds to step ST9. In this step ST9, a predetermined learning amount set in advance as a fixed value (a fixed value stored in advance in the ROM of the electronic control unit 44: for example, a value that increases the drain hydraulic pressure by 5%) Obtained as the learning amount in the learning control. The value of this learning amount is not limited to this, but it is relatively small that the drain hydraulic pressure does not rise excessively in one learning control (they do not become higher than the optimal drain hydraulic pressure). It is set as a small value.

  Thereafter, in step ST10, the learning value obtained by the previous learning control is corrected by the learning amount (fixed value) calculated by the learning control this time and updated as a new learning value. The drain hydraulic pressure will be adjusted accordingly.

  As described above, since the learning value reflecting the learning amount obtained by the learning control is updated, the hydraulic pressure increase amount is increased according to this learning value at the next clutch-to-clutch shift. By setting, the lack of torque capacity of the clutch is eliminated or reduced.

  FIG. 11 shows a plurality of patterns regarding changes in the turbine rotational speed and the accelerator opening at the time of clutch-to-clutch shift from “second gear” to “third gear”.

  FIG. 11A shows a case where the clutch-to-clutch shift is completed without increasing the rotational speed (turbine rotational speed) of the input shaft 22. That is, it shows a case where there is no shortage of the torque capacity of the clutch and there is no change in the accelerator opening and the engine torque does not fluctuate during clutch-to-clutch shift. In this case, the turbine rotational speed smoothly changes from the 2nd synchronous rotational speed to the 3rd synchronous rotational speed.

  On the other hand, FIG. 11B shows a case where nt blowing occurs only due to insufficient torque capacity of the clutch when clutch-to-clutch shift is performed. That is, when a shift command is issued and a clutch-to-clutch shift is started, the progress of the release of the brake B1 is relatively faster than the progress of the engagement of the brake B3. Has occurred. And the case where learning control is performed because turbine rotation speed exceeded the nt blowing threshold value (in the flowchart of the said FIG. 9, YES determination by step ST3) is shown.

  In the case shown in FIG. 11 (b), no increase in the turbine rotation speed due to the increase in engine torque has occurred, so in the flowchart of FIG. 9, step ST3 → step ST4 → step ST5 → step Proceeding to ST6, the learning amount corresponding to the drain hydraulic pressure deficiency is calculated from the nt blowing duration, and the hydraulic pressure increase amount is set to a large value according to the learning value reflecting the learning amount, so that the next clutch-to-clutch shift can be performed. As a result, the torque capacity shortage of the clutch is resolved.

  The solid line in FIG. 11 (c) indicates that the nt blowing due to the insufficient torque capacity of the clutch is generated when the clutch-to-clutch shift is performed, and the accelerator opening degree immediately before the clutch-to-clutch shift is started. Is increased, and the engine torque is increased accordingly. In the case shown in FIG. 11 (c), the turbine rotational speed increases due to an increase in engine torque. Therefore, in the flowchart of FIG. 9, step ST3 → step ST4 → step ST5 → step The process proceeds from ST7 to RETURN, and learning control is prohibited.

  In addition, the two-dot chain line shown in FIG. 11B indicates that the nt blow due to the insufficient torque capacity of the clutch is generated when the clutch-to-clutch shift is performed, and the accelerator is activated after the clutch-to-clutch shift is started. It shows a case where the opening degree increases and the engine torque increases accordingly. In the case of the two-dot chain line in FIG. 11B, in the flowchart of FIG. 9, the process proceeds from step ST3 → step ST4 → step ST5 → step ST7 → step ST8 → step ST9. Is obtained, and the hydraulic pressure increase amount is set to a large value according to the learned value reflecting the learned amount, so that the clutch torque capacity shortage is reduced at the next clutch-to-clutch shift. .

(Modification)
Next, a modified example of the present invention will be described. In this modification, the learning control procedure is different from that of the above-described embodiment. Since other configurations and controls are the same as those in the above embodiment, only differences from the above embodiment will be described here.

  FIG. 12 is a flowchart illustrating a learning control procedure according to the present modification. Also in this modification, the control routine shown in FIG. 12 is repeatedly executed every predetermined time after the engine 28 is started.

  The operations in step ST1 and step ST2 are the same as those in the above embodiment (step ST1 and step ST2 in the flowchart shown in FIG. 9). If YES is determined in this step ST2 (when the precondition for executing the learning control is satisfied), the first learning amount calculation operation over the above steps ST3 to ST6, and the above steps The second learning amount calculation operation from ST7 to ST9 is performed in parallel.

  In the first learning amount calculation operation, the learning amount corresponding to the drain hydraulic pressure deficiency is calculated from the nt blowing duration time in the same manner as the operations in steps ST3 to ST6 in the above-described embodiment (FIG. 12). The same step number is assigned to the step having the same operation).

  On the other hand, in the second learning amount calculation operation, a predetermined learning amount set in advance as a fixed value is acquired as a learning amount in the current learning control in the same manner as the operations in steps ST7 to ST9 in the above-described embodiment. (In FIG. 12, steps having the same operation are given the same step number).

  After these learning amount calculation operations, the process proceeds to step ST11, where the learning amount (calculation value) obtained by the first learning amount calculation operation and the learning amount (fixed value) obtained by the second learning amount calculation operation are determined. ) And the larger learning amount (max learning amount) is selected.

  Note that if the accelerator opening increases and the engine torque increases accordingly during clutch-to-clutch shifting, a NO determination is made in step ST5, so the first learning amount calculation operation is performed. Is not executed. In this case, in step ST11, the fixed value is acquired as the learning amount.

  After selecting or acquiring the learning amount in this way, the process proceeds to step ST10, where the learning value is updated to reflect this learning amount. That is, at the time of the next clutch-to-clutch shift, by setting the amount of increase in hydraulic pressure according to this learned value, the shortage of the torque capacity of the clutch is eliminated or reduced.

-Other embodiments-
In the embodiment and the modification described above, the case where the present invention is applied to the FF type vehicle equipped with the automatic transmission 10 capable of shifting at six forward speeds has been described. The present invention is not limited to this, and may be applied to a vehicle equipped with an automatic transmission capable of shifting at 5 forward speeds or 8 forward speeds, an FR (front engine / rear drive) type vehicle, or a four-wheel drive vehicle. Is possible.

  In the above-described embodiments and modifications, the case where the present invention is applied to a vehicle equipped with a gasoline engine has been described. However, the present invention is also applicable to a vehicle equipped with another engine such as a diesel engine. is there. In addition to the engine (internal combustion engine), the vehicle power source may be an electric motor or a hybrid power source including both the engine and the electric motor.

  In the embodiment and the modification described above, when the nt blowing is canceled without the accelerator pedal 46 being depressed by a predetermined amount or more, the learning amount corresponding to the insufficient drain hydraulic pressure is calculated from the nt blowing duration time. It was like that. The present invention is not limited to this, and when the nt blowing is eliminated without the accelerator pedal 46 being depressed by a predetermined amount or more, the synchronous rotational speed before the shift of the input shaft rotational speed and the actual input shaft rotational speed are determined. The learning amount may be calculated based on the maximum deviation.

  Further, in the above-described embodiment and modification, the change in the engine torque, that is, the change in the input torque with respect to the input shaft 22 is obtained based on the fluctuation amount of the operation amount ACC of the accelerator pedal 46 detected by the accelerator operation amount sensor 48. I was doing. The present invention is not limited to this. In the engine 28, the engine torque is estimated based on parameters such as the intake air amount Q detected by the intake air amount sensor 52, the fuel injection amount from the fuel injection valve 78, and the ignition timing by the ignition device 80. You may make it do.

It is a skeleton figure of the power transmission device mounted in the vehicle concerning an embodiment. It is a figure which shows the action | operation table | surface of an automatic transmission. It is a hydraulic circuit diagram which shows the part regarding a linear solenoid valve among hydraulic control circuits. It is a block diagram which shows the electric control system provided in the vehicle in order to control a power transmission device and an engine. It is a figure which shows the relationship between an accelerator operating quantity and throttle opening. It is a shift diagram of an automatic transmission. It is a figure which shows the lockup clutch action | operation map used for control of a lockup clutch. It is a figure which shows a shift operation apparatus. It is a flowchart figure which shows the procedure of the learning control which concerns on embodiment. It is a figure which shows the relationship between nt blowing continuation time and learning amount. FIG. 11A is a diagram showing changes in turbine speed and accelerator opening during clutch-to-clutch shift, and FIG. 11A shows a case where clutch-to-clutch shift is performed without increasing the turbine speed. ) Shows that if nt blowing occurs only due to insufficient clutch torque capacity at the start of clutch-to-clutch shift, FIG. 11C shows nt blowing due to increase in engine torque during clutch-to-clutch shifting. It is a figure which shows the case where it has generate | occur | produced, respectively. It is a flowchart figure which shows the procedure of the learning control which concerns on a modification.

Explanation of symbols

10 Automatic transmission 22 Input shaft 28 Engine (drive source)
C1, C2 clutch (friction engagement element)
B1 to C3 brake (friction engagement element)

Claims (5)

When a clutch-to-clutch shift is performed in which a plurality of friction engagement elements are provided and a release operation of some friction engagement elements and an engagement operation of other friction engagement elements are performed substantially simultaneously, the torque of the friction engagement elements In a learning control device for an automatic transmission that performs learning control to suppress an increase in input shaft rotation speed due to a lack of capacity,
When the input shaft speed increases during a power-on upshift, the transmission input torque fluctuations at a timing that is substantially the same timing as the input shaft speed increase start timing or earlier than the input shaft speed increase start timing is a predetermined amount. In the case of the above, while the learning control is prohibited, the transmission input torque fluctuates at a timing substantially the same as the input shaft rotation speed increase start timing and a timing earlier than the input shaft rotation speed increase start timing When the amount is less than the predetermined amount, the learning control execution means for executing the learning control for increasing the torque capacity of the friction engagement element is provided ,
The learning control execution means has a change in transmission input torque less than the predetermined amount at a timing substantially the same as the input shaft rotation speed increase start timing and a timing earlier than the input shaft rotation speed increase start timing. After the shaft speed increases, the change in transmission input torque changes until the input shaft speed returns to the synchronous speed before the shift or until the synchronous speed after the shift is reached. A learning control device for an automatic transmission, configured to execute learning control for determining a learning amount as a fixed value set in advance when a predetermined amount is exceeded . The learning control device for an automatic transmission according to claim 1,
When the input shaft speed increases during a power-on upshift, the learning control execution means waits until the input shaft speed increases and then returns to the synchronous speed before the shift, or the synchronous rotation after the shift. If the change in the transmission input torque is less than the predetermined amount until the number reaches, the learning control is performed to obtain the learning amount based on the period from the start of the increase in the input shaft rotation speed to the completion of the shift. A learning control apparatus for an automatic transmission, characterized in that The learning control device for an automatic transmission according to claim 1,
When the input shaft speed increases during a power-on upshift, the learning control execution means waits until the input shaft speed increases and then returns to the synchronous speed before the shift, or the synchronous rotation after the shift. If the change in the transmission input torque is less than the predetermined amount until the number reaches, the maximum deviation of the input shaft speed before the shift and the actual input shaft speed A learning control device for an automatic transmission, configured to execute learning control for obtaining a learning amount based on the learning control. The learning control device for an automatic transmission according to claim 1, 2, or 3,
The learning control execution means determines that the fluctuation of the transmission input torque is greater than or equal to a predetermined amount when the accelerator pedal depression amount is greater than or equal to a predetermined amount. Control device. In the learning control device for an automatic transmission according to any one of claims 1 to 4,
The automatic transmission learning control device, wherein the transmission input torque is an output torque of a drive source.

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