JP6329193B2 - Control device and control method for automatic transmission - Google Patents

Description

  The present invention relates to initial running-in control of a clutch of an automatic transmission.

  In Patent Document 1, in a hydraulic transmission, control is performed so as to immediately shift to an inertia phase without causing a decrease in torque in the torque phase after the start of shifting so that the driver does not experience a shift shock. The technology to make is described.

  Normally, wet multi-plate clutches used in automatic transmissions for vehicles vary in the friction coefficient (μ) of the clutch surface from one individual to another, so a certain period until an unused clutch absorbs a predetermined amount of heat is An initial hitting process (initial break-in) for applying heat to the clutch surface is required. Since the friction coefficient of the clutch surface tends to be low during this initial break-in period, torque transmission is temporarily interrupted during the shift operation when normal shift control is performed on the premise of after the initial break-in. Torque loss occurs, causing an increase in engine rotation (NE blowing) and a shift shock due to fluctuations in the main shaft rotation speed of the transmission during a shift operation.

  For such a problem, when it is assumed that initial break-in has not been achieved, the NE blow can be suppressed by setting the clutch surface pressure (engagement torque) at the time of engagement high, but the shift shock tends to deteriorate. There is. In addition, there is a method of learning the initial friction coefficient of a clutch that has not been subjected to initial break-in, but since the change in the initial friction coefficient is abrupt and varies greatly, the learning accuracy cannot be guaranteed and is an effective means. Absent. Moreover, since the initial frictional characteristics of the clutch vary from one individual to another, it is necessary to consider this individual difference.

Japanese Patent Laid-Open No. 8-233090

  Therefore, it is necessary to promote the initial break-in while performing control so as to suppress NE blow and shift shock during the shift operation during a period when the initial break-in is not performed. In addition, it is desirable to be able to appropriately adjust the period that requires initial break-in according to the state of the clutch due to initial break-in.

  The present invention has been made in view of the above problems, and an object of the present invention is to realize an automatic transmission control technique capable of appropriately adjusting a period in which an initial break-in of a friction element of an automatic transmission is necessary.

To solve the above problems and to achieve the object, the present onset Ming, a plurality of gear mechanisms for establishing the shift stage (60) and friction elements (24, 26) and an automatic transmission provided with the (T) A control device that supplies hydraulic pressure for operating the friction elements (24, 26) between an engaged state that is fastened to transmit torque and a released state that is released from the engaged state. The hydraulic pressure supply means (70) and the one of the plurality of friction elements in the engaged state (Ton) and the other one of the plurality of friction elements are switched to the released state (Toff) during the shifting operation. Hydraulic pressure control means (74) for controlling the hydraulic pressure for operating the friction element, and the hydraulic pressure control means (74) is configured such that the plurality of friction elements (24, 26) are in an engaged state and a released state. The friction element (24, 2 ) Based on the quantity of heat (Q) was absorbed, when the friction element (24, 26) it is determined whether the absorbed a predetermined amount of heat (Q0), determined not to absorb the predetermined amount of heat In the shift operation (L2), the hydraulic pressure supplied when the friction element (24, 26) is switched to the engaged state or the released state is increased to a predetermined hydraulic pressure (P1off, P2on) and absorbed by the friction element. Correction processing for correcting the predetermined amount of heat according to the degree of heat absorption indicating the amount of heat throughout the lifetime is performed.

  ADVANTAGE OF THE INVENTION According to this invention, the period for which the initial break-in of the friction element of an automatic transmission is required can be adjusted appropriately.

The whole block diagram of the control apparatus of the automatic transmission of embodiment which concerns on this invention. FIG. 2 is a hydraulic circuit diagram showing in detail the configuration of the hydraulic pressure supply device of FIG. 1. Timing chart showing changes in clutch engagement torque during a shift operation in normal shift control (a), shift control (b) for suppressing NE blow before initial break-in, and initial break-in control (c) of the present embodiment . The flowchart which shows the initial break-in control of this embodiment. The timing chart which shows the change of the fastening torque of the clutch at the time of gear shifting operation | movement in the initial running-in control (a) of this embodiment and the initial running-in control (b) of the modification of this embodiment. The flowchart which shows the initial break-in control of the modification of this embodiment. The figure explaining the required heat amount correction process in the initial break-in control of this embodiment. The flowchart which shows the required heat amount correction process in the initial break-in control of this embodiment.

  Hereinafter, an automatic transmission control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[Device configuration]
First, with reference to FIG. 1 and FIG. 2, the structure of the control apparatus of the automatic transmission of this embodiment is demonstrated.

  As shown in FIG. 1, an automatic transmission (hereinafter referred to as a transmission) T mounted on a vehicle 1 is a twin clutch type transmission having eight forward speeds and one reverse speed, D, P, It has R and N ranges.

  The transmission T includes a drive shaft 10a connected to a crankshaft of an engine (prime mover) 10 via a torque converter 12, and includes an even-numbered input shaft 14 of 2, 4, 6, and 8 speeds and an even number. In parallel with the stage input shaft 14, an odd-stage input shaft 16 of 1st, 3rd, 5th and 7th speeds is provided. The engine 10 is formed of, for example, a spark ignition type internal combustion engine using gasoline as fuel.

  The torque converter 12 has a pump impeller 12b fixed to a drive plate 12a directly connected to a drive shaft 10a of the engine 10, a turbine runner 12c fixed to an even-numbered input shaft 14, and a lock-up clutch 12d. The driving force (rotation) of the engine 10 is transmitted to the even-numbered input shaft 14 via the torque converter 12.

  An idle shaft 18 is provided in parallel with the even-numbered input shaft 14 and the odd-numbered input shaft 16. The even-stage input shaft 14 is connected to the idle shaft 18 through gears 14a and 18a, and the odd-stage input shaft 16 is connected to the idle shaft 18 through gears 16a and 18a. The odd-stage input shaft 16 and the idle shaft 18 rotate as the engine 10 rotates.

  Further, the first sub input shaft 20 and the second sub input shaft 22 are arranged coaxially and relatively rotatably on the outer circumferences of the odd-stage input shaft 16 and the even-stage input shaft 14, respectively.

  The odd-stage input shaft 16 and the first auxiliary input shaft 20 are connected via a first clutch 24, and the even-numbered input shaft 14 and the second auxiliary input shaft 22 are also connected via a second clutch 26. The first and second clutches 24 and 26 are both wet multi-plate clutches that are operated by being supplied with hydraulic oil pressure (hydraulic pressure). When the hydraulic pressure is supplied, the first and second clutches 24 and 26 fasten (engage) the first and second auxiliary input shafts 20 and 22 to the odd-numbered input shaft 16 and the even-numbered input shaft 14.

  An output shaft 28 is disposed between the even-stage input shaft 14 and the odd-stage input shaft 16 in parallel with the even-stage input shaft 14 and the odd-stage input shaft 16. The even-numbered input shaft 14, the odd-numbered input shaft 16, the idle shaft 18, and the output shaft 28 are rotatably supported by bearings 30.

  A first-speed drive gear 32, a third-speed drive gear 34, a fifth-speed drive gear 36, and a seventh-speed drive gear 38 are fixed to the odd-numbered first auxiliary input shaft 20, and a second-numbered second-side input shaft 20 A second speed drive gear 40, a fourth speed drive gear 42, a sixth speed drive gear 44, and an eighth speed drive gear 46 are fixed to the auxiliary input shaft 22.

  The output shaft 28 has a 1-2 speed driven gear 48 meshed with the 1st speed drive gear 32 and the 2nd speed drive gear 40, a 3-4 speed driven gear 50 meshed with the 3rd speed drive gear 34 and the 4th speed drive gear 42, and 5 The 5-6 speed driven gear 52 that meshes with the high speed drive gear 36 and the 6th speed drive gear 44 and the 7-8 speed driven gear 54 that meshes with the 7th speed drive gear 38 and the 8th speed drive gear 46 are fixed.

  The idle shaft 18 rotatably supports an RVS (reverse) idle gear 56 that meshes with a 1-2 speed driven gear 48 fixed to the output shaft 28. The idle shaft 18 and the RVS idle gear 56 are connected via an RVS clutch 58. Similar to the first and second clutches 24 and 26, the RVS clutch 58 is a wet multi-plate clutch that operates by supplying hydraulic pressure.

  A 1-3 speed gear selection mechanism 60 (1-3) for selectively fastening (fixing) the first speed drive gear 32 and the third speed drive gear 34 to the first auxiliary input shaft 20 on the odd-stage input shaft 16; A 5-7 speed gear selection mechanism 60 (5-7) for selectively fastening (fixing) the high speed drive gear 36 and the 7th speed drive gear 38 to the first auxiliary input shaft 20 is disposed.

  A 2-4 speed gear selection mechanism 60 (2-4) for selectively fastening (fixing) the 2nd speed drive gear 40 and the 4th speed drive gear 42 to the second auxiliary input shaft 22 on the even-numbered input shaft 14; A 6-8 speed gear selection mechanism 60 (6-8) for selectively fastening (fixing) the high speed drive gear 44 and the 8-speed drive gear 46 to the second auxiliary input shaft 22 is disposed. Hereinafter, the gear selection mechanisms of 1-3 speed, 2-4 speed, 5-7 speed, and 6-8 speed may be collectively referred to as a gear selection mechanism 60.

  The driving force of the engine 10 is such that when the first clutch 24 or the second clutch 26 is engaged (engaged), the odd-numbered stage input shaft 16 to the first auxiliary input shaft 20 or the even-numbered stage input shaft 14 to the second auxiliary input shaft. 22 and further to the output shaft 28 through the drive gear and the driven gear.

  During reverse travel, the driving force of the engine 10 is applied to the output shaft 28 via the even-numbered input shaft 14, the gear 14a, the gear 18a, the RVS clutch 58, the idle shaft 18, the RVS idle gear 56, and the first-second driven gear 48. Communicated. The output shaft 28 is connected to a differential mechanism 64 via a gear 62, and the differential mechanism 64 is connected to a wheel 68 via a drive shaft 66. The vehicle 1 is indicated by wheels 68 or the like.

  All of the gear selection mechanisms 60 are shifted by being supplied with hydraulic pressure. In order to supply hydraulic pressure (proportional to clutch surface pressure and engagement torque) to the gear selection mechanism, the first and second clutches 24 and 26, and the RVS clutch 58, a hydraulic pressure supply device 70 is provided. The hydraulic pressure applied to the first and second clutches 24 and 26 and the RVS clutch 58 is proportional to the engagement torque (clutch surface pressure) acting on each clutch when the clutch is released and engaged during the shift operation. Therefore, in this embodiment, the supply hydraulic pressure to the clutch represents the engagement torque of each clutch on the disengagement side and the engagement side, and the engagement torque represents the supply hydraulic pressure to the clutch. Further, the engagement torque (supply hydraulic pressure) of each clutch during the shifting operation is determined according to the engine torque, and is used for calculation of a hydraulic control signal.

  Here, the configuration of the hydraulic pressure supply device 70 will be described with reference to the hydraulic circuit diagram of FIG.

  As shown in FIG. 2, in the hydraulic supply device 70, the discharge pressure (hydraulic pressure) of the hydraulic oil ATF pumped up from the reservoir 70a by the hydraulic pump (oil feed pump) 70b is changed to the line pressure PL by the regulator valve (pressure regulating valve) 70c. The pressure is adjusted (reduced pressure).

  Although not shown, the hydraulic pump 70b is connected to the pump impeller 12b of the torque converter 12 via a gear, and thus the hydraulic pump 70b is configured to be driven by the engine 10 to operate.

  The regulated line pressure is obtained from the oil passage 70d through the first linear solenoid valve (LA) 70f, the second linear solenoid valve (LB) 70g, the third linear solenoid valve (LC) 70h, and the fourth linear solenoid valve (LD). 70i, the fifth linear solenoid valve (LE) 70j, and the sixth linear solenoid valve (LF) 70k.

  The first to sixth linear solenoid valves 70f, 70g, 70h, 70i, 70j, and 70k are electromagnetic hydraulic control valves, and the output pressure from the output port is changed linearly by moving the spool in proportion to the energization amount. And a N / C (normal / close) type in which the spool moves to the open position when energized.

  The output port of the first linear solenoid valve (LA) 70f is connected to the piston chamber of the 1-3 speed gear selection mechanism 60 (1-3) via the first servo shift valve 70m, and the second linear solenoid valve. The output port of (LB) 70g is connected to the piston chamber of the 2-4 speed gear selection mechanism 60 (2-4) via the second servo shift valve 70n.

  The output port of the third linear solenoid valve (LC) 70h is connected to the piston chamber of the 5-7 speed gear selection mechanism 60 (5-7) via the third servo shift valve 70o, and the fourth linear solenoid valve (LC) 70h. The output port of the solenoid valve (LD) 70i is connected to the piston chamber of the 6-8 speed gear selection mechanism 60 (6-8) via the fourth servo shift valve 70p.

  Servo shift valves 70m, 70n, 70o, and 70p are connected to on / off solenoid valves (electromagnetic hydraulic control valves) SA, SB, SC, and SD, respectively, and linear solenoid valves 70f and the like by excitation and demagnetization of the solenoids. From the output port (left and right in the figure) as a line pressure.

  The output port of the fifth linear solenoid valve 70j is connected to the first clutch (CL1) 24 of the odd-numbered stage input shaft 16, and the output port of the sixth linear solenoid valve 70k is connected to the second clutch ( CL2) 26 is connected to the piston chamber.

  When the first or second clutch 24, 26 is supplied with hydraulic pressure, the first or second auxiliary input shaft 20, 22 is engaged (engaged) with the odd-numbered input shaft 16 or even-numbered input shaft 14, while the hydraulic pressure is increased. Is discharged, the connection (fastening) between the first or second auxiliary input shaft 20, 22 and the odd-numbered input shaft 16 or even-numbered input shaft 14 is cut off.

  The transmission T according to the present embodiment supplies hydraulic pressure to one of the gear selection mechanisms 60 corresponding to the next shift stage, and is engaged (engaged) with one of the first and second auxiliary input shafts 20 and 22. The first of the first and second auxiliary input shafts 20 and 22 while discharging the hydraulic pressure from one of the first and second clutches 24 and 26 on the side corresponding to the current gear position. The hydraulic pressure is supplied to the other one of the first and second clutches 24 and 26 on the side corresponding to the sub input shaft corresponding to the first gear stage, and is engaged (engaged) with the first input shaft 14 or the second input shaft 16. To change the speed. Shifting is basically performed alternately between odd-numbered stages (1, 3, 5, 7th speed) and even-numbered stages (2, 4, 6, 8th speed).

  The hydraulic pressure supply device 70 according to the present embodiment includes a plurality of linear solenoid valves in addition to the above-described configuration, and the engagement / release operation of the lockup clutch 12d of the torque converter 12 is also controlled. Omitted.

  Further, the transmission T according to the present embodiment includes a shift controller 74. The shift controller 74 includes a CPU as an arithmetic processing unit, a ROM that stores a shift control program and a shift map, a RAM that temporarily stores calculation data, an input / output circuit that exchanges data between the controllers, and the like. An electronic control unit (ECU) is configured. Similarly, the engine controller 76 includes a CPU as an arithmetic processing unit, a ROM that stores an engine control program, a RAM that temporarily stores arithmetic data, an input / output circuit that exchanges data between the controllers, and the like. An electronic control unit (ECU) is configured.

  The shift controller 74 communicates with the engine controller 76 and acquires information such as the engine speed (NE), the throttle opening (TH), and the accelerator opening (AP) from the engine controller 76.

  A magnetic body is attached to the fork shaft 60f fixed to the shift forks of the four gear selection mechanisms 60, and a stroke sensor 80 is disposed in the vicinity thereof, and the shaft of the shift fork, in other words, the sleeve 60g. An output (voltage value) indicating a shift position of the gear selection mechanism, specifically, a position when the sleeve 60g is stroked from the gear-in position toward the neutral position is generated through an output indicating a stroke (shift) in the direction.

  Further, the transmission T is provided with first, second, third, and fourth rotational speed sensors 82, 84, 86, and 90, each of which indicates a signal indicating an input shaft (main shaft) rotational speed NM of the transmission T, A signal indicating the rotation speed of the first and second auxiliary input shafts 20 and 22 and a signal indicating the rotation speed of the output shaft 28 (output rotation speed of the transmission T) NC (also referred to as the vehicle speed V) are output.

  First and second pressure sensors 94 and 96 are arranged in oil passages connected to the first and second clutches 24 and 26 of the hydraulic pressure supply device 70, and are supplied to the first and second clutches 24 and 26. A signal indicating the pressure (hydraulic pressure) of the oil ATF is output, and a temperature sensor 100 is disposed in the vicinity of the reservoir 70a to output a signal indicating the oil temperature (temperature of the hydraulic oil ATF) TATF.

  In addition, a range selector position sensor 102 is disposed in the vicinity of a range selector (not shown) disposed in the driver's seat of the vehicle 1, and P, R, N, D in order from the top as viewed from the driver on the range selector. A signal indicating the range operated (selected) by the driver is output.

  All outputs from these sensors are input to the shift controller 74. The shift controller 74 excites and demagnetizes the first to sixth linear solenoid valves 70f to 70k based on each sensor output and the information obtained from the engine controller 76, and the first and second clutches 24 and 26 and the gear selection mechanism. The speed change operation of the transmission T is controlled by controlling the operation 60.

  The shift controller 74 determines a shift position (shift stage) according to a shift map (not shown) in accordance with a traveling state defined by the vehicle speed V and the accelerator pedal opening AP of the vehicle 1, and a gear selection mechanism by the hydraulic pressure supply device 70. 60, the first and second clutches 24 and 26, and the RVS clutch 58 are supplied with hydraulic pressure to establish a predetermined gear position.

  The shift controller 74 controls the 1-3 speed gear selection mechanism 60 (1-) of the four gear selection mechanisms 60 according to a shift map (not shown) according to the traveling state defined by the vehicle speed V and the accelerator pedal opening AP. 3) and a 5-7 speed gear selection mechanism 60 (5-7) and a first input shaft (odd-stage input shaft 16 and first auxiliary input shaft 20) constituted by the first clutch 24 and four (multiple) Of the first gear selection mechanism 60, the first output path from the first clutch 24 to the output shaft 28, the second input shaft (the even-numbered input shaft 14 and the second auxiliary input shaft 22), The sleeve 60g of the gear selection mechanism 60 is configured by supplying hydraulic pressure to one of the four gear selection mechanisms 60 and the second output path from the second clutch 26 to the output shaft 28. 1-speed drive gears 32 to 7- In gear made from the corresponding gear of the speed driven gear 54 for controlling the operation of the transmission T so as to output the transmission of driving force of the engine 10.

[Initial break-in control]
Next, the initial break-in control of the transmission T according to the present embodiment will be described with reference to the timing chart of FIG. 3 and the flowchart of FIG.

  First, the characteristics and effects of the initial break-in control according to the present embodiment will be described with reference to FIG. 3 while comparing with normal shift control and conventional shift control before initial break-in.

  FIG. 3A is a timing chart showing changes in the fastening torque of the disengagement side clutch and the engagement side clutch during the speed change operation by the normal speed change control (after initial running-in). FIG. 3B shows a change in the engagement torque of the disengagement side clutch and the engagement side clutch during the shift operation by the shift control when the engagement side clutch torque is set high in order to suppress NE blow before the initial break-in. It is a timing chart which shows. FIG. 3C is a timing chart showing changes in the engagement torque of the disengagement side clutch and the engagement side clutch during the shifting operation by the initial break-in control according to the present embodiment. In the twin clutch type transmission T of the present embodiment, the disengagement side clutch and the engagement side clutch correspond to either the first clutch 24 or the second clutch 26 that repeats disengagement and engagement during a shift.

  In the normal shift control shown in FIG. 3A, the shift is performed at a timing when the running state defined by the vehicle speed V and the accelerator pedal opening AP exceeds the shift-up line or the shift-down line of a shift map (not shown). Be started. When the shift is started, first, the preshift operation is performed. When the pre-shift operation is performed, the hydraulic pressure to the engaged disengagement side clutch is controlled to decrease the engagement torque Toff from T10 to T11, and the engagement torque is maintained for a period until the shift start timing B.

  At the shift start timing B, the hydraulic pressure supply to the engagement side clutch is started, the hydraulic pressure to the engagement side clutch is increased at a constant rate with a linear characteristic, and the engagement torque Ton is increased from T0 (zero) to T21. At the same time, the hydraulic pressure of the release side clutch is reduced at a constant rate with a linear characteristic, and the engagement torque Toff is reduced from T11 to T0 (zero). Thereafter, the hydraulic pressure of the engagement side clutch is maintained until the shift end timing C and the engagement torque Ton is maintained at T21, and the engagement side clutch hydraulic pressure is increased at the shift end timing C to increase the engagement torque Ton to T20. Shift control is terminated.

  In the shift control described above, a period from the shift start timing B to when the engagement torque Ton of the engagement side clutch increases to T21 is referred to as a co-engagement period L1. In the co-engagement period L1, the vehicle body G (acceleration applied to the vehicle body) fluctuates due to the difference in torque transmission capacity between the disengagement side clutch and the engagement side clutch, and a shift shock occurs. Therefore, NE blow and shift shock can be suppressed by appropriately controlling the engagement torque of each clutch on the disengagement side and the engagement side. As shown in FIG. 3 (a), the pulling in of torque that causes NE blowing and shift shock increases from the shift start timing B at which co-engagement is started, and the pull-in amount is engaged with the disengagement side clutch. The torque increases in proportion to any fastening torque of the side clutch. Here, the period L1a before the torque pulling point D where the torque pulling amount becomes the largest in the co-biting period L1 is referred to as a torque phase, and the subsequent periods L1b to C are referred to as an inertia phase.

  When the normal shift control as shown in FIG. 3 (a) is performed during a period in which the initial break-in control is required, the friction coefficient (μ) of the clutch surface (friction surface) is low. During the period from the release to the engagement of the subsequent clutch, a torque loss that temporarily interrupts the torque transmission occurs, which may cause the NE blow and the shift shock to deteriorate.

  To deal with such a problem, as shown in FIG. 3B, during the period when the initial break-in is required, the engagement torque of the engagement side clutch from the shift start timing B to the shift end timing C at which co-meshing is started. By setting Ton to a high value (T22), the clutch surface pressure increases and NE blowing can be suppressed. However, a shift shock is generated by increasing the engagement torque.

  Therefore, in the present embodiment, as shown in FIG. 3C, the period until the clutch absorbs the amount of heat necessary for the initial break-in control, the period L2 during the gear shift, and the period L2 until the shift end timing C is reached. The initial break-in is promoted by increasing the engagement torque (co-engagement amount) of the disengagement side clutch and the engagement side clutch in the co-engagement period L2. Specifically, both the engagement torque Ton of the engagement side clutch and the engagement torque Toff of the release side clutch in the inertia phase L2b after the torque phase L2a are increased. Specifically, the engagement torque Ton of the engagement side clutch is linearly increased from the shift start timing B until T23 (> T21), T23 is maintained until the shift end timing C, and is linearly decreased from the shift start timing B. The engagement torque Toff of the disengagement side clutch is increased to T12 (> T0) and held for the co-engagement period L2. As a result, NE blow and shift shock can be suppressed, and the clutch surface pressure can be increased, so that oil can be discharged from the clutch surface, and initial break-in can be promoted. If it is determined that the amount of heat necessary for the initial break-in has been absorbed by the clutch, the routine returns to the normal shift control shown in FIG. 3A, and the initial break-in control is terminated.

  Next, the initial break-in control of this embodiment will be described with reference to the flowchart of FIG.

  Note that the flowchart of FIG. 4 is started when the engine is started, and is realized by the CPU of the shift controller 74 developing a shift control program and shift map stored in the ROM in the RAM and executing them in a predetermined cycle. Is done. Here, the shift control program is a program for executing the initial break-in control of the present embodiment. The same applies to FIG. 6 described later.

  In S1, the shift controller 74 performs a correction process for correcting the necessary heat amount according to the degree of the lifetime heat amount absorbed by the clutch by the initial break-in control. Details of this correction processing will be described later.

  In S3, the shift controller 74 waits until the shift start is determined from the traveling state defined by the vehicle speed V and the accelerator pedal opening AP and the shift map (not shown). Proceed to S5.

  In S5, the shift controller 74 determines whether the integrated value of heat absorbed by the disengagement side and engagement side clutches (hereinafter referred to as clutch absorption heat amount) Q exceeds the amount of heat required for initial break-in control (hereinafter referred to as required heat amount) Q0. Determine whether or not. Naturally, if the initial break-in control is the first cycle, the clutch absorbed heat quantity Q becomes zero. The required heat quantity Q0 is determined in advance by experiments or the like according to the transmission type, engine output, etc. (for example, 10,000 joules), and is stored in the ROM of the shift controller 74. Further, the clutch absorbed heat amount Q absorbed by each clutch in each cycle of the initial break-in control obtained by the following equation 1 is sequentially stored and updated in the ROM of the shift controller 74. In the present embodiment, the amount of heat absorbed by the clutch Q is the sum of integrated values of the amounts of heat absorbed at the time of release and engagement of the respective clutches.

Q = ∫TΔωdt (1)
Here, T is the torque transmission capacity of the clutch. Δω is the difference between the input and output rotational speeds of the clutch, and is equal to the slip amount [rad / s] given to the disengagement side clutch before the start of shifting.

  If the shift controller 74 determines in S5 that the clutch absorbed heat quantity Q has exceeded the required heat quantity Q0, the process proceeds to S19. If the shift controller 74 determines that the clutch absorbed heat quantity Q is less than or equal to the required heat quantity Q0, the process proceeds to S7. Proceed.

  In S7, the shift controller 74 determines whether or not the shift is up, and if it is determined that the shift is up, the process proceeds to S9, and it is determined that the shift is not up, that is, the shift is down. If so, the process proceeds to S15.

  In S9, as described with reference to FIG. 3C, the shift controller 74 uses the base of the hydraulic pressure used for normal shift control to increase the engagement torque Toff of the disengagement side clutch and the engagement torque Ton of the engagement side clutch. The predetermined values P1AD1 and P2AD1 are added to the values P1B and P2B to increase the pressure. Specifically, the hydraulic pressure P1off of the engagement torque Toff of the disengagement side clutch is calculated by adding a predetermined value P1AD1 to the base value P1B of the hydraulic pressure, and the hydraulic pressure P2on of the engagement torque Ton of the engagement side clutch is the base value of the hydraulic pressure It is calculated by adding a predetermined value P2AD1 to P2B. The predetermined amounts P1AD1 and P2AD1 are determined in advance by experiments or the like according to the transmission type, engine output, etc. (for example, 10 Nm) and stored in the ROM of the shift controller 74.

  In S11, the shift controller 74 determines whether or not the shift operation is a timing for shifting to the inertia phase. If it is determined that it is the timing for shifting to the inertia phase, the process proceeds to S13 and shifts to the inertia phase. If it is determined that the timing is not reached, the process proceeds to S15. The determination as to the timing for shifting to the inertia phase can be made based on the elapsed time from the start of the shift.

  In S13, the shift controller 74 controls the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch based on the hydraulic pressures P1off and P2on calculated in S9. In S15, the shift controller 74 controls the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch based on the hydraulic base values P1B and P2B. Here, in S13 and S15, the engagement torque Toff of the disengagement side clutch and the engagement torque Ton of the engagement side clutch are controlled by the base values P1B and P2B depending on whether or not the speed change operation is a timing for shifting to the inertia phase. Or whether to control with the added values P1off and P2on. This is because in the inertia phase, the difference in rotation between the disengagement side clutch and the engagement side clutch becomes large, and heat is generated most (occupies most of the heat generation). In other words, except for the inertia phase, the amount of heat absorbed by the disengagement side clutch and the engagement side clutch is not so large, and the contribution to the clutch absorption heat amount is small, so the control is based on the base value.

  In S17, the shift controller 74 waits for the shifting operation to end, and when the shifting operation ends, the process proceeds to S31. The shift controller 74 determines that the shift operation has ended when the shift operation has shifted to the shift end timing C described with reference to FIG.

  On the other hand, if the shift controller 74 determines in S5 that the clutch absorbed heat amount Q has exceeded the necessary heat amount Q0, the shift controller 74 performs a process of subtracting the hydraulic pressures P1off and P2on calculated in S9 (S19 to S29). FIG. 5A is a timing chart showing a change in the engagement torque when the engagement torque of the disengagement side clutch and the engagement side clutch is gradually returned to the base value in the initial break-in control of the present embodiment. In the present embodiment, after the clutch absorption heat quantity Q exceeds the necessary heat quantity Q0, the hydraulic pressure is returned to the base value all at once, and the fastening torque is controlled so as not to drop rapidly. Specifically, the predetermined value P1SUB is subtracted from the hydraulic pressure P1off of the engagement torque Toff of the disengagement side clutch, and the predetermined value P2SUB is subtracted from the hydraulic pressure P2on of the engagement torque Ton of the engagement side clutch. The predetermined amounts P1SUB and P2SUB are determined in advance by experiments or the like according to the transmission type, engine output, etc. (for example, 0.2 Nm), and are stored in the ROM of the shift controller 74.

  In S19, as in S7, the shift controller 74 determines whether or not the shift is up, and if it is determined that the shift is up, the process proceeds to S21, and the shift controller 74 is not upshift, that is, downshift. If it is determined that there is, the process proceeds to S27.

  In S21, as shown in FIG. 5 (a), the shift controller 74 calculates the hydraulic pressure calculated in S9 in order to gradually return the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch to the base values. Predetermined values P1SUB and P2SUB are subtracted from P1off and P2on.

  In S23, as in S11, the shift controller 74 determines whether or not the timing of shifting operation shifts to the inertia phase. If it is determined that it is time to shift to the inertia phase, the process proceeds to S25. If it is determined that it is not time to proceed to the inertia phase, the process proceeds to S27.

  In S25, the shift controller 74 controls the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch based on the hydraulic pressures P1off and P2on subtracted in S21. In S27, the shift controller 74 controls the engagement torque Toff of the disengagement side clutch and the engagement torque Ton of the engagement side clutch based on the base values P1B and P2B of the hydraulic pressure. Here, depending on whether or not it is the timing at which the shifting operation shifts to the inertia phase in S25 and S27, whether or not the release-side clutch engagement Toff and the engagement-side clutch engagement torque Ton are controlled by the base values P1B and P2B. The reason why the subtracted values P1off and P2on are switched is as described in S13.

  In S29, the shift controller 74 waits for the shifting operation to end, and when the shifting operation ends, the process proceeds to S31. The shift controller 74 determines that the shift operation has ended when the shift operation has shifted to the shift end timing C described with reference to FIG.

  In S31, the shift controller 74 integrates the amount of heat Q absorbed by each clutch in the current shift control cycle according to the above equation 1, updates the integrated value (lifetime heat amount) stored in the ROM of the shift controller 74, and S33. Proceed to

  In S33, the shift controller 74 determines whether or not the hydraulic pressures P1off and P2on calculated in S9 have been subtracted in S21 and returned to the base values P1B and P2B. If it is determined that they have returned, the process proceeds to S35. If it is determined that it has not returned, the process returns to S3.

  In S35, the shift controller 74 ends the initial break-in control, returns to the normal shift control, and ends the process.

  As described above, according to the present embodiment, initial break-in can be promoted while suppressing NE blow and shift shock during a period in which initial break-in of the transmission is necessary.

[Modification]
In the above-described embodiment, as described with reference to FIG. 5A, the engagement torque of the disengagement side clutch and the engagement side clutch is gradually returned to the base value. Even if it reaches the value, the effect varies, and NE blowing may occur.

  Therefore, in this modification, in the initial running-in control described above, if NE blow is detected when the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch are returned to the base values, FIG. ), Predetermined values P1AD2 and P2AD2 are added to the subtracted release side clutch engagement torque Toff and engagement side clutch engagement torque Ton hydraulic pressures P1off and P2on. As a result, the amount of joint engagement between the disengagement side clutch and the engagement side clutch is slightly increased, and NE blowing is suppressed.

  Below, with reference to the flowchart of FIG. 6, the modification of the initial break-in control of this embodiment is demonstrated.

  In the flowchart of FIG. 6, the same processes as those in FIG.

  After the subtraction process in S21, in S41, the shift controller 74 monitors the difference in the rotational speed of the main shaft before and after the shift and detects NE blowing. If NE blowing is detected in S41, the process proceeds to S43, and if NE blowing is not detected, the process proceeds to S23. Note that the NE blow determination can be made based on the differential rotation (slip amount) of the disengagement side clutch before shifting. The differential rotation of the disengagement side clutch can be calculated by the difference between the assumed main shaft speed determined by the vehicle speed and the disengagement side gear ratio and the actual main shaft speed.

  In S43, as described in FIG. 5B, the shift controller 74, as described in FIG. 5 (b), has hydraulic pressures P1off and P2on of the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch subtracted in S21. The predetermined values P1AD2 and P2AD2 are added to. Thereafter, in S25, the shift controller 74 controls the engagement torque Toff of the disengagement side clutch and the engagement torque Ton of the engagement side clutch based on the hydraulic pressures P1off and P2on calculated in S43, and the process proceeds to S29.

  The values P1SUB and P2SUB to be subtracted in S21 and the values P1AD2 and P2AD2 to be added in S43 may be the same value or different values.

  As described above, according to the present modification, in the initial running-in control described above, when the NE blow is detected when the engagement torque Toff of the release side clutch and the engagement torque Ton of the engagement side clutch are returned to the base values, Further, it is possible to slightly increase the co-engagement amount of the release side clutch and the engagement side clutch, and to suppress NE blowing.

<Necessary heat amount correction process in initial break-in control>
Next, with reference to the timing chart of FIG. 7 and the flowchart of FIG. 8 , the details of the necessary heat amount correction process in S1 in the initial break-in control of FIGS.

  When the amount of heat absorbed by the clutch increases as a result of the initial break-in control described with reference to FIGS. 4 and 6, as shown in FIG. 7, the accelerator is off (when the accelerator pedal switch is off) and in-gear (from the N range or P range). The amount of change in the rotation of the main shaft (at least one of the change in the number of revolutions, the change time, and the change speed) ΔNM changes during selection to the D range. Specifically, the amount of lifetime heat absorbed by the clutch by the initial break-in control (the amount of heat absorbed) increases, that is, as the amount of heat absorbed by the clutch increases, the amount of change ΔNM in the main shaft increases (ΔNM1> ΔNM2> ΔNM3), the main shaft rotation speed NM decreases faster (NM1> NM2> NM3). Therefore, the amount of heat absorption ΔNM is used as an index indicating the amount of heat absorption, and the amount of heat absorption is determined by initial running-in control. The larger the amount of heat absorption is, the smaller the necessary amount of heat that is the determination threshold for clutch absorption heat amount is subtracted. The correction process is performed as follows. In the transmission T of the present embodiment, the main shaft corresponds to the odd-stage input shaft 16 because it starts from the first speed in the in-gear from the N range or the P range to the D range.

  Hereinafter, with reference to the flowchart of FIG. 8, the required heat amount correction process (the process in S1 in FIGS. 4 and 6) in the initial break-in control of the present embodiment will be described.

  In S51, the shift controller 74 determines whether or not the clutch absorbed heat quantity Q of FIGS. 4 and 6 exceeds a threshold value obtained by subtracting the predetermined quantity α from the required heat quantity Q0. If it is determined in S51 that the clutch absorbed heat quantity Q has exceeded the necessary heat quantity Q0-α, the process proceeds to S53, and if it is determined that the clutch absorbed heat quantity Q is equal to or less than the required heat quantity Q0-α, the process ends.

  In S53, the shift controller 74 determines whether or not the vehicle is stopped. Here, the shift controller 74 determines that the vehicle is stopped when the accelerator pedal switch is off (accelerator opening AP is zero) and the brake pedal switch is on (vehicle speed V is zero). If it is determined in S53 that the vehicle is stopped, the process proceeds to S55. If it is determined that the vehicle is not stopped, that is, the vehicle is running, the process ends.

  In S55, the shift controller 74 determines whether or not the transmission T is in the in-gear state. Specifically, the shift controller 74 determines that the in-gear state is established when switching from the N range or the P range to the D range. The in-gear state corresponds to a state in which the first clutch 24 is engaged after the preshift operation to the first gear. If it is determined in S55 that the gear is in the in-gear state, the process proceeds to S57. If it is determined that the gear is not in the in-gear state, the process is terminated.

  In S57, the shift controller 74 detects and calculates the rotation change amount ΔNM of the main shaft (odd-stage input shaft 16 in the present embodiment).

  In S59, the shift controller 74 determines whether or not the rotation change amount ΔNM of the main shaft exceeds a predetermined threshold value ΔNM1. If it is determined in S59 that the main shaft rotation change amount ΔNM exceeds the threshold value ΔNM1, the process proceeds to S61. If it is determined that the main shaft rotation change amount ΔNM is less than or equal to the threshold value ΔNM1, To S63. The threshold value ΔNM1 is determined in advance through experiments or the like and is stored in the ROM of the shift controller 74.

  In S61, the shift controller 74 determines that the amount of heat absorption is large (satisfies a predetermined level) because the decrease in the rotational speed NM of the main shaft is fast (the time until the in-gear is short), and the required amount of heat Q0. The predetermined amount ΔQ is subtracted from the value, and the value of the necessary heat amount Q0 stored in the ROM is updated. The predetermined amount ΔQ is determined in advance by experiments or the like, and is stored in the ROM of the shift controller 74.

  In S63, the shift controller 74 determines that the degree of heat absorption is small (does not satisfy a predetermined level) because the decrease in the rotational speed NM of the main shaft is slow (the time until in-gear is long), and is necessary. A predetermined amount ΔQ is added to the heat quantity Q0, and the value of the necessary heat quantity Q0 stored in the ROM is updated.

  The necessary heat quantity Q0 calculated in S61 and S63 is used in the clutch absorption heat quantity determination process described in S5 of FIGS. That is, the amount of heat Q0 necessary for the initial break-in control is appropriately adjusted according to the heat absorption degree by the initial break-in control at the present time.

  In the present embodiment, the degree of heat absorption is determined using the rotation change amount ΔNM of the main shaft as an evaluation value, but the rotation change time or the rotation change speed of the main shaft may be used as the evaluation value. In this case, when the main shaft rotation change time is short or when the rotation change speed is fast, it is determined that the degree of heat absorption is large, and when the main shaft rotation change time is long or when the rotation change speed is slow, the heat absorption degree May be determined to be small.

  As described above, according to the present embodiment, the amount of heat absorption in the initial running-in control is determined using the rotation change amount ΔNM of the main shaft as an evaluation value while the vehicle is in a stable state when the accelerator is off and in the in-gear state. By appropriately increasing or decreasing the necessary heat quantity Q0, which is a threshold value for determining whether or not the absorbed heat quantity Q is sufficient, it is possible to appropriately adjust the period during which the initial break-in control is performed.

  The above-described embodiments are examples as means for realizing the present invention, and the present invention can be applied to modifications or variations of the following embodiments without departing from the spirit thereof. For example, in the present embodiment, the clutch engagement torque during the co-engagement period is increased, but the hydraulic pressure supply time may be controlled. Further, the initial break-in control of the present embodiment may be applied to the control at the time of clutch deterioration. In this case, the clutch deterioration state may be determined from the current clutch absorption heat amount (lifetime heat amount), and control may be switched according to the determination result.

  In addition, the initial break-in control of this embodiment is not limited to a twin clutch type transmission, but is applied to a conventional automatic transmission called 4AT or 5AT that establishes a gear stage by releasing and engaging planetary gears, clutches and brakes. Is also possible. Moreover, although the engine (internal combustion engine) was illustrated as a motor | power_engine, it is not restricted to it, The hybrid of an engine and an electric motor may be sufficient, and an electric motor may be sufficient.

  Further, the present invention supplies a computer program corresponding to the initial break-in control of the above-described embodiment and a storage medium storing the computer program to a computer mounted on the vehicle, and the computer is stored in the storage medium. The program code may be read and executed.

<Summary of Embodiment>
(Configuration 1)
A control device for an automatic transmission (T) comprising a plurality of gear mechanisms (60) and friction elements (24, 26) for establishing a shift stage,
Hydraulic pressure supply means (70) for supplying hydraulic pressure for operating the friction elements (24, 26) between an engaged state in which torque can be transmitted and a released state in which the engaged state is released. When,
Controls the hydraulic pressure that operates the friction element so that any one of the plurality of friction elements is switched to the released state (Toff) while one of the plurality of friction elements is set to the engaged state (Ton) during the shift operation. Hydraulic control means (74) for
The hydraulic control means (74) is based on the amount of heat (Q) absorbed by the friction elements (24, 26) when the plurality of friction elements (24, 26) are switched between the engaged state and the released state. Then, it is determined whether the friction element (24, 26) has absorbed a predetermined amount of heat (Q0),
When it is determined that the predetermined amount of heat is not absorbed, the hydraulic pressure supplied when the friction elements (24, 26) are switched to the engaged state or the released state in the shift operation (L2) is set to a predetermined hydraulic pressure (P1off). , P2on)
A correction process is performed to correct the predetermined amount of heat in accordance with the degree of heat absorption indicating the lifetime heat absorbed by the friction element.

  According to this configuration 1, it is possible to appropriately adjust the period in which the initial break-in is required according to the degree of heat absorption of the friction element.

(Configuration 2)
In the configuration 1, the hydraulic control means (74) executes initial break-in control for applying heat to the friction surface of the friction element (24, 26),
It is determined whether or not a predetermined amount of heat (Q0) has been absorbed for each friction element (24, 26) during the initial break-in control,
When it is determined that the predetermined amount of heat is not absorbed, the hydraulic pressure supplied to each of the engagement-side friction element and the release-side friction element in the shift operation (L2) is a predetermined hydraulic pressure (P1off, P2on). Increased to
When it is determined that the predetermined amount of heat (Q0) has been absorbed, each of the engagement-side friction element and the release-side friction element is controlled by base hydraulic pressure (P1B, P2B) from the initial break-in control. Return to normal shift control.

  According to this configuration 2, it is possible to appropriately adjust the period in which the initial break-in is required while suppressing NE blow and shift shock in the period in which the initial break-in of the friction element of the automatic transmission is necessary.

(Configuration 3)
In the configuration 2, the hydraulic control means (74) performs a correction process for correcting the predetermined heat amount in accordance with the heat absorption degree in the initial break-in control,
When the degree of heat absorption is below a predetermined level, the predetermined amount of heat (Q0) is added, and when the degree of heat absorption is below a predetermined level, the predetermined amount of heat (Q0) is subtracted. .

(Configuration 4)
In the configuration 3, the hydraulic control means (74) calculates an evaluation value (ΔNM) that serves as an index of the degree of heat absorption.
When the evaluation value (ΔNM) is less than a predetermined value, the predetermined heat amount (Q0) is added, and when the evaluation value is equal to or higher than the predetermined value, the predetermined heat amount (Q0) is subtracted.

  According to the configurations 3 and 4, the period in which the initial break-in is required can be appropriately increased or decreased according to the heat absorption degree of the friction element.

(Configuration 5)
In the configuration 4, the evaluation value is a rotation change amount (ΔNM) of the main shaft of the transmission detected in an in-gear state when the vehicle is stopped.
The hydraulic pressure control means (74) determines that the greater the evaluation value, the greater the degree of heat absorption.

(Configuration 6)
In Configuration 5, the main shaft rotation change amount (ΔNM) includes at least one of a main shaft rotation speed change amount, a change time, and a change speed.

  According to the configurations 5 and 6, the amount of heat absorption of the friction element can be easily determined using the rotation change amount of the main shaft (at least one of the change amount of the rotation speed, the change time, and the change speed). .

(Configuration 7)
In any one of the configurations 1 to 6, the automatic transmission (T) is provided on an input shaft (16) provided with a gear selection mechanism (60) for selecting a predetermined shift speed from a plurality of first shift speeds. An input shaft (14) provided with a first friction element (24) for transmitting the driving force of the prime mover (10) and a gear selection mechanism (60) for selecting a predetermined shift stage from a plurality of second shift stages. A second friction element (26) for transmitting the driving force of the prime mover (10),
The hydraulic control means (74) switches between an engaged state and a released state of the first friction element (24) and the second friction element (26) in the speed change operation.

  According to this configuration 7, it is possible to promote initial break-in while suppressing NE blow and shift shock during a period in which initial friction breakage of the twin clutch type automatic transmission is necessary.

(Configuration 8)
In the configuration 7 , the first friction element (24) and the second friction element (26) are wet multi- plate clutches that are operated by hydraulic pressure.

According to this configuration 8, it is possible to promote initial break-in while suppressing NE blow and shift shock in a period in which initial wet breakage of the wet multi- plate clutch of the twin clutch type automatic transmission is necessary.

(Configuration 9)
A plurality of gear mechanisms for establishing the shift stage (60) and friction elements (2 4, 2 6),
A hydraulic pressure supply means (70) for supplying hydraulic pressure for operating the friction element between an engaged state fastened to transmit torque and a released state in which the engaged state is released;
Controls the hydraulic pressure that operates the friction element so that any one of the plurality of friction elements is switched to the released state (Toff) while one of the plurality of friction elements is set to the engaged state (Ton) during the shift operation. A hydraulic control means (74) for controlling an automatic transmission,
Based on the amount of heat (Q) absorbed by the friction element when the plurality of friction elements switch between the engaged state and the released state, the friction element (24, 26) absorbs a predetermined amount of heat (Q0). Determining whether or not
When it is determined that the predetermined amount of heat is not absorbed, the hydraulic pressure supplied when the friction elements (24, 26) are switched to the engaged state or the released state in the shift operation (L2) is set to a predetermined hydraulic pressure (P1off). , the method comprising the steps of pressure increase in P2on),
Correcting the predetermined amount of heat in accordance with a degree of heat absorption indicating the lifetime amount of heat absorbed by the friction element.

  According to this configuration 9, it is possible to appropriately adjust the period in which the initial break-in is required according to the heat absorption degree of the friction element.

T ... automatic transmission, 1 ... vehicle, 10 ... engine, 14 ... even-stage input shaft, 16 ... odd-stage input shaft, 24 ... first clutch, 26 ... second clutch, 60 ... gear selection mechanism, 70 ... hydraulic supply Device 74 ... Shift controller 76 ... Engine controller

Claims (9)

A control device for an automatic transmission (T) comprising a plurality of gear mechanisms (60) and friction elements (24, 26) for establishing a shift stage,
Hydraulic pressure supply means (70) for supplying hydraulic pressure for operating the friction elements (24, 26) between an engaged state in which torque can be transmitted and a released state in which the engaged state is released. When,
Controls the hydraulic pressure that operates the friction element so that any one of the plurality of friction elements is switched to the released state (Toff) while one of the plurality of friction elements is set to the engaged state (Ton) during the shift operation. Hydraulic control means (74) for
The hydraulic control means (74) is based on the amount of heat (Q) absorbed by the friction elements (24, 26) when the plurality of friction elements (24, 26) are switched between the engaged state and the released state. Determining whether the friction element (24, 26) has absorbed a predetermined amount of heat (Q0);
When it is determined that the predetermined amount of heat is not absorbed, the hydraulic pressure supplied when the friction elements (24, 26) are switched to the engaged state or the released state in the shift operation (L2) is set to a predetermined hydraulic pressure (P1off). , P2on)
A control device for an automatic transmission that performs a correction process for correcting the predetermined amount of heat according to a degree of heat absorption indicating a lifetime amount of heat absorbed by the friction element. The hydraulic control means (74) performs an initial break-in control for applying heat to the friction surface of the friction element (24, 26),
It is determined whether or not a predetermined amount of heat (Q0) has been absorbed for each of the friction elements (24, 26) during the initial break-in control,
If it is determined that the predetermined amount of heat is not absorbed, the hydraulic pressure supplied to each of the engagement-side friction element and the release-side friction element in the shift operation (L2) is a predetermined hydraulic pressure (P1off, P2on). Increased to
When it is determined that the predetermined amount of heat (Q0) has been absorbed, each of the engagement-side friction element and the release-side friction element is controlled by base hydraulic pressure (P1B, P2B) from the initial running-in control. 2. The control device for an automatic transmission according to claim 1, wherein the control is returned to normal shift control. The hydraulic control means (74) performs a correction process for correcting the predetermined amount of heat according to the degree of heat absorption in the initial break-in control,
When the degree of heat absorption is less than a predetermined level, the predetermined amount of heat (Q0) is added. When the degree of heat absorption is below a predetermined level, the predetermined amount of heat (Q0) is subtracted. The control apparatus for an automatic transmission according to claim 2. The hydraulic control means (74) calculates an evaluation value (ΔNM) that serves as an index of the degree of heat absorption.
The predetermined amount of heat (Q0) is added when the evaluation value (ΔNM) is less than a predetermined value, and the predetermined amount of heat (Q0) is subtracted when the evaluation value is greater than or equal to a predetermined value. The control device for an automatic transmission according to claim 3. The evaluation value is a rotation change amount (ΔNM) of the main shaft of the transmission that is detected in an in-gear state when the vehicle is stopped.
The control apparatus for an automatic transmission according to claim 4, wherein the hydraulic control means (74) determines that the degree of heat absorption is greater as the evaluation value is greater.   6. The automatic transmission control device according to claim 5, wherein the main shaft rotation change amount (ΔNM) includes at least one of a change amount, a change time, and a change speed of the rotation speed of the main shaft. The automatic transmission (T) transmits the driving force of the prime mover (10) to an input shaft (16) provided with a gear selection mechanism (60) for selecting a predetermined shift stage from a plurality of first shift stages. An input shaft (14) provided with a first friction element (24) and a gear selection mechanism (60) for selecting a predetermined shift stage from a plurality of second shift stages is used to drive the driving force of the prime mover (10). A second friction element (26) for transmitting,
The hydraulic control means (74) switches between an engaged state and a released state of the first friction element (24) and the second friction element (26) in the speed change operation. The control apparatus for an automatic transmission according to any one of claims 6 to 6.   The control apparatus for an automatic transmission according to claim 7, wherein the first friction element (24) and the second friction element (26) are wet multi-plate clutches operated by hydraulic pressure. A plurality of gear mechanisms for establishing the shift stage (60) and friction elements (2 4, 2 6),
Hydraulic pressure supply means (70) for supplying a hydraulic pressure for operating the friction element between an engaged state that is fastened to transmit torque and a released state that is released from the engaged state;
Controls the hydraulic pressure that operates the friction element so that any one of the plurality of friction elements is switched to the released state (Toff) while one of the plurality of friction elements is set to the engaged state (Ton) during the shift operation. A hydraulic control means (74) for controlling an automatic transmission,
Based on the amount of heat (Q) absorbed by the friction element when the plurality of friction elements switch between the engaged state and the released state, the friction element (24, 26) absorbs a predetermined amount of heat (Q0). Determining whether or not
When it is determined that the predetermined amount of heat is not absorbed, the hydraulic pressure supplied when the friction elements (24, 26) are switched to the engaged state or the released state in the shift operation (L2) is set to a predetermined hydraulic pressure (P1off). , the method comprising the steps of pressure increase in P2on),
And a step of correcting the predetermined amount of heat in accordance with a degree of heat absorption that indicates the amount of lifetime heat absorbed by the friction element.

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