JP6380296B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission.

  Conventionally, a vehicle including an engine and an automatic transmission that changes the output from the engine is known. This automatic transmission is configured to establish a plurality of shift stages by selectively engaging a plurality of friction engagement elements, and performs so-called clutch-to-clutch shift.

  In this automatic transmission control device, at the time of power-on downshift, the rotational speed of the input shaft is increased by releasing one of the frictional engagement elements (release side frictional engagement element) that establishes the current shift stage, A friction engagement element (engagement side frictional engagement) that establishes the downshift destination gear position in accordance with the timing at which the rotation speed of the input shaft reaches the synchronous rotation speed (target synchronous rotation speed) of the downshift destination gear stage. Element) is engaged (for example, see Patent Document 1).

  In such a power-on downshift, if the engagement timing of the engagement-side frictional engagement element is late, a speed change shock occurs due to the rotation speed of the input shaft rising relative to the target synchronous rotation speed. There was a risk. Therefore, the control device for the automatic transmission of Patent Document 1 is configured to perform learning control for correcting the engagement pressure of the engagement side frictional engagement element based on the integrated value of the air blow amount of the input shaft. Yes. Specifically, when the integrated value of the air blow amount is larger than the threshold value, the air blow at the next power-on downshift is corrected by correcting the engagement pressure of the engagement side frictional engagement element to the pressure increase side. It is possible to suppress.

JP 2010-127351 A

  However, in the automatic transmission control apparatus as described above, when the engine is provided with a supercharger, there is room for improvement in the learning control of the engagement pressure of the engagement side frictional engagement element. Specifically, when the degree of change in the accelerator operation amount is larger than normal (for example, when kicking down from the accelerator-off state), the engine torque rapidly increases due to supercharging, whereby the integrated value of the air blow amount is increased. If the engagement pressure is corrected to the pressure increase side by becoming larger than the threshold value, an engagement shock may occur when the degree of change in the accelerator operation amount thereafter is normal (for example, when the pedal is stepped on from a steady state). There is.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to improve the accuracy of learning control for the engagement pressure of the frictional engagement element on the engagement side during a power-on downshift. It is an object to provide a control device for an automatic transmission that can be realized.

  A control apparatus for an automatic transmission according to the present invention includes a vehicle including an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements, and an engine provided with a supercharger. It is for. The control device for the automatic transmission engages the frictional engagement element on the engagement side when the amount of blow-up of the rotational speed of the input shaft with respect to the synchronous rotational speed after the shift is greater than or equal to a predetermined value during power-on downshift. The learning control is performed to correct the pressure to the pressure increasing side. The predetermined value is set according to the degree of change in the rotational speed of the input shaft before the rotational speed of the input shaft reaches the synchronous rotational speed after the shift.

  With this configuration, the predetermined value for determining whether or not to correct the engagement pressure to the pressure increase side is set according to the degree of change in the rotational speed of the input shaft, thereby improving the accuracy of learning control. Can be achieved. Specifically, when the degree of change in the accelerator operation amount is larger than normal, and when the degree of change in the rotation speed of the input shaft is large due to a sudden increase in engine torque due to supercharging, the predetermined value is larger than normal. By setting the value, it becomes difficult to perform correction to the pressure increasing side. For this reason, it is possible to suppress the occurrence of an engagement shock when the degree of change in the accelerator operation amount thereafter is normal.

  According to the control device for an automatic transmission of the present invention, it is possible to improve the accuracy of learning control regarding the engagement pressure of the frictional engagement element on the engagement side during the power-on downshift.

It is a figure showing a schematic structure of a vehicle controlled by ECU by one embodiment of the present invention. FIG. 2 is a skeleton diagram illustrating configurations of a torque converter and an automatic transmission of FIG. 1. FIG. 3 is an engagement table showing engagement states of friction engagement elements for each shift stage in the automatic transmission of FIG. 2. It is the block diagram which showed ECU of FIG. It is the wave form diagram which showed an example of the change of the input shaft rotation speed at the time of the power-on downshift in case the change degree of an accelerator operation amount is normal. It is the wave form diagram which showed an example of the change of the input shaft rotation speed at the time of a power-on downshift when the change degree of an accelerator operation amount is large compared with the normal time. It is a flowchart for demonstrating engagement pressure learning control of the engagement side frictional engagement element at the time of a power-on downshift.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  First, with reference to FIGS. 1-6, the vehicle 100 provided with ECU4 by one Embodiment of this invention is demonstrated.

  As shown in FIG. 1, the vehicle 100 includes an engine 1, a torque converter 2, an automatic transmission 3, and an ECU 4.

-Engine-
An engine (internal combustion engine) 1 is, for example, a four-cylinder gasoline engine, and is connected to a torque converter 2 via a crankshaft 10 that is an output shaft. The engine 1 is provided with an intake manifold 11 for distributing intake air to each cylinder, and an exhaust manifold 12 for collecting exhaust gas discharged from each cylinder.

  An intake passage 11 a for taking in air from the atmosphere is connected to the intake manifold 11. In the intake passage 11a, an air cleaner 11b for filtering intake air (fresh air), a compressor impeller 13b of a turbocharger 13 described later, an intercooler 11c for cooling intake air heated by supercharging by the turbocharger 13, and A throttle valve 11d for controlling the intake air amount is disposed.

  An exhaust passage 12a for discharging exhaust gas is connected to the exhaust manifold 12. In the exhaust passage 12a, a turbine wheel 13a of the turbocharger 13, a three-way catalyst 12b for purifying exhaust gas, and the like are arranged.

  The engine 1 is provided with an intake port (not shown) for each cylinder, and an injector 61 (see FIG. 4) for injecting fuel is disposed in each intake port. Each cylinder of the engine 1 is provided with a spark plug (not shown), and the ignition timing of the spark plug is adjusted by an igniter 62 (see FIG. 4).

  Further, the engine 1 is provided with a turbocharger (supercharger) 13 that supercharges intake air using exhaust pressure.

  The turbocharger 13 includes a turbine wheel 13a disposed in the exhaust passage 12a, a compressor impeller 13b disposed in the intake passage 11a, and a connecting shaft 13c that integrally connects the turbine wheel 13a and the compressor impeller 13b. . The turbocharger 13 is configured such that the intake air is supercharged when the turbine wheel 13a is rotated by the energy of the exhaust gas and the compressor impeller 13b is rotated accordingly.

  The turbocharger 13 includes an exhaust bypass passage 14 that communicates the upstream side and the downstream side of the turbine wheel 13a (bypasses the turbine wheel 13a), and a waste gate valve (WGV) 14a that opens and closes the exhaust bypass passage 14. Is provided. Therefore, the turbocharger 13 can control the supercharging pressure by adjusting the opening of the waste gate valve 14a by the WGV actuator 64 and adjusting the amount of exhaust gas that bypasses the turbine wheel 13a.

  Further, the engine 1 is provided with an EGR device 15 for introducing a part of the exhaust gas into the intake air. The EGR device 15 includes an EGR passage 15a communicating the exhaust passage 12a and the intake passage 11a, and an EGR cooler 15b and an EGR valve 15c disposed in the EGR passage 15a.

-Torque converter-
The torque converter 2 has a function of increasing the torque input from the engine 1 and outputting it to the automatic transmission 3. As shown in FIG. 2, the torque converter 2 includes a pump impeller 21 connected to the crankshaft 10, a turbine runner 22 connected to the automatic transmission 3, a stator 23 for increasing torque, and the engine 1. And a lockup mechanism 24 for directly connecting the automatic transmission 3 to the automatic transmission 3. In FIG. 2, the lower half is omitted and only the upper half is schematically shown with respect to the rotation center axes of the torque converter 2 and the automatic transmission 3.

-Automatic transmission-
The automatic transmission 3 is provided in a power transmission path between the engine 1 and drive wheels (not shown). The automatic transmission 3 shifts the rotation of the input shaft 3a and outputs it to the output shaft 3b. In the automatic transmission 3, the input shaft 3a is connected to the turbine runner 22 of the torque converter 2, and the output shaft 3b is connected to the drive wheels via a differential device or the like.

  The automatic transmission 3 includes a first transmission unit (front planetary) 31 mainly composed of a first planetary gear unit 31a, a second planetary gear unit 32a, and a second planetary gear unit 32b. A transmission unit (rear planetary) 32, a first clutch C1 to a fourth clutch C4, a first brake B1, a second brake B2, a one-way clutch F1, and the like are included.

  The first planetary gear unit 31a constituting the first transmission unit 31 is a double pinion type planetary gear mechanism, and is capable of rotating and revolving the sun gear S1, a plurality of pairs of pinion gears P1 meshing with each other, and the pinion gears P1. And a ring gear R1 meshing with the sun gear S1 via a pinion gear P1.

  The planetary carrier CA1 is connected to the input shaft 3a, and can be driven to rotate integrally with the input shaft 3a. The sun gear S1 is integrally fixed to the transmission case 30 so as not to rotate. The ring gear R1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 3a, and transmits the rotation to the second transmission unit 32.

  The second planetary gear device 32a constituting the second transmission unit 32 is a single pinion type planetary gear mechanism, which is a sun gear S2, a pinion gear P2, and a planetary carrier CA2 that supports the pinion gear P2 so as to be able to rotate and revolve. And a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2.

  The third planetary gear device 32b constituting the second transmission unit 32 is a double pinion type planetary gear mechanism, and includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 meshing with each other, and the pinion gears P2 and P3. A planetary carrier CA3 that supports rotation and revolution is provided, and a ring gear R3 that meshes with the sun gear S3 via pinion gears P2 and P3.

  In the second planetary gear device 32a and the third planetary gear device 32b, the planetary carriers CA2 and CA3 that rotatably support the pinion gear P2 are shared with each other, and the ring gears R2 and R3 are shared with each other.

  The sun gear S2 is selectively connected to the transmission case 30 via the first brake B1, and when the first brake B1 is engaged, the rotation of the sun gear S2 is stopped and the first brake B1 is released. Then, the sun gear S2 becomes rotatable.

  The sun gear S2 is selectively connected to the ring gear R1 of the first planetary gear device 31a, which is an intermediate output member, via the third clutch C3. When the third clutch C3 is engaged, the sun gear S2 When the ring gear R1 and the third clutch C3 are released, the sun gear S2 and the ring gear R1 can rotate relative to each other.

  Further, the sun gear S2 is selectively coupled to the planetary carrier CA1 of the first planetary gear device 31a via the fourth clutch C4. When the fourth clutch C4 is engaged, the sun gear S2 and the planetary carrier CA1 are engaged. And the fourth clutch C4 are in a disengaged state, the sun gear S2 and the planetary carrier CA1 are in a relatively rotatable state.

  The planetary carriers CA2 and CA3 are selectively connected to the transmission case 30 via the second brake B2, and when the second brake B2 is engaged, the rotation of the planetary carriers CA2 and CA3 is stopped, and the second When the brake B2 is released, the planetary carriers CA2 and CA3 become rotatable.

  The planetary carriers CA2 and CA3 are selectively coupled to the input shaft 3a via the second clutch C2. When the second clutch C2 is engaged, the planetary carriers CA2 and CA3 are connected to the input shaft 3a. When the second clutch C2 is released, the planetary carriers CA2 and CA3 are rotatable relative to the input shaft 3a.

  Further, planetary carriers CA2 and CA3 are connected to transmission case 30 via one-way clutch F1, and rotation of planetary carriers CA2 and CA3 is restricted to only one direction.

  The ring gears R2 and R3 are connected to the output shaft 3b so as to be integrally rotatable. The sun gear S3 is selectively coupled to the ring gear R1 via the first clutch C1, and when the first clutch C1 is engaged, the sun gear S3 rotates integrally with the ring gear R1, and the first clutch When C1 is in the released state, the sun gear S3 and the ring gear R1 are in a relatively rotatable state.

  The first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 are all wet multi-plate friction engagement devices (friction engagement elements) that are frictionally engaged by a hydraulic actuator, Engagement or release of the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 is controlled by a hydraulic pressure control circuit 71 and the ECU 4 (see FIG. 4).

  FIG. 3 is an engagement table showing an engaged state or a released state of the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 for each shift speed (gear speed). In the engagement table of FIG. 3, a circle indicates an “engaged state”, and a blank indicates a “released state”.

  As shown in FIG. 3, in the automatic transmission 3 of this example, the gear ratio (the rotational speed of the input shaft 3a / the rotational speed of the output shaft 3b) is maximized by engaging the first clutch C1 and the one-way clutch F1. A large first shift speed (1st) is established. Note that the second brake B2 is engaged during engine braking. The second shift speed (2nd) is established by engaging the first clutch C1 and the first brake B1.

  The third gear (3rd) is established by engaging the first clutch C1 and the third clutch C3, and the fourth gear (4th) is established by engaging the first clutch C1 and the fourth clutch C4. To do. The fifth gear (5th) is established by engaging the first clutch C1 and the second clutch C2, and the sixth gear (6th) is established by engaging the second clutch C2 and the fourth clutch C4. To do. Then, the seventh shift stage (7th) is established by engaging the second clutch C2 and the third clutch C3, and the eighth shift stage (8th) by engaging the second clutch C2 and the first brake B1. Is supposed to hold.

-ECU-
The ECU 4 is configured to perform operation control of the engine 1 and shift control of the automatic transmission 3. Specifically, as shown in FIG. 4, the ECU 4 includes a CPU 41, a ROM 42, a RAM 43, a backup RAM 44, an input interface 45, and an output interface 46.

  The CPU 41 executes arithmetic processing based on various control programs and maps stored in the ROM 42. The ROM 42 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The RAM 43 is a memory that temporarily stores a calculation result by the CPU 41, a detection result of each sensor, and the like. The backup RAM 44 is a non-volatile memory that stores data and the like that should be saved when the ignition is turned off.

  The input interface 45 is connected to a crank position sensor 51, an input shaft speed sensor 52, an accelerator opening sensor 53, a throttle opening sensor 54, a vehicle speed sensor 55, and the like. The crank position sensor 51 is provided for detecting the rotational speed of the engine 1, and the input shaft rotational speed sensor 52 detects the rotational speed of the input shaft 3 a (the turbine runner 22 of the torque converter 2) of the automatic transmission 3. It is provided for. The rotation speed is the rotation speed per unit time. The accelerator opening sensor 53 is provided for detecting the accelerator opening that is the depression amount (accelerator operation amount) of the accelerator pedal, and the throttle opening sensor 54 is provided for detecting the actual throttle opening. Yes. The vehicle speed sensor 55 is provided for detecting the speed of the vehicle 100.

  The output interface 46 is connected to an injector 61, an igniter 62, a throttle motor 63, a WGV actuator 64, a hydraulic pressure control circuit 71, and the like.

  The hydraulic control circuit 71 is provided to control the states (engaged state or released state) of the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2. The hydraulic control circuit 71 also has a function of controlling the lockup mechanism 24 of the torque converter 2.

  The ECU 4 controls the operation state of the engine 1 by controlling, for example, the throttle opening of the throttle valve 11d, the fuel injection amount from the injector 61, the ignition timing by the igniter 62, the opening of the waste gate valve 14a, and the like. Is configured to do.

  Further, the ECU 4 sets a target shift stage based on a shift map using the vehicle speed and the accelerator opening as parameters, and controls the hydraulic control circuit 71 so that the actual shift stage becomes the target shift stage, for example. The automatic transmission 3 is configured to perform shift control.

  In the power-on downshift, the ECU 4 increases the rotational speed of the input shaft 3a by releasing one of the frictional engagement elements (release side frictional engagement element) that establishes the current shift speed, and the input shaft 3a The frictional engagement element (engagement side frictional engagement element) that establishes the downshift destination gear position is engaged with the timing at which the rotation speed becomes the synchronous rotation speed (target synchronous rotation speed) of the downshift destination gear stage. It is supposed to be combined. For example, when shifting from the state in which the fifth gear is established to the fourth gear, the second clutch C2 is a disengagement side frictional engagement element, and the fourth clutch C4 is an engagement side frictional engagement element. It is. The target synchronous rotation speed is calculated based on, for example, the speed ratio after the shift and the rotation speed of the output shaft 3b.

  Here, at the time of power-on downshift, when the engagement side frictional engagement element is engaged, if the rotation speed of the input shaft 3a is excessively increased with respect to the target synchronous rotation speed, there is a possibility that a shift shock may occur. is there. Therefore, the ECU 4 is configured to perform learning control for correcting the engagement pressure of the engagement side frictional engagement element based on the blown integral value of the input shaft 3a during the power-on downshift. The blown integration value is obtained by, for example, integrating the rotational speed deviation from the time when the rotational speed of the input shaft 3a exceeds the target synchronous rotational speed until the rotational speed of the input shaft 3a converges to the target synchronous rotational speed. Value. This rotational speed deviation is, for example, the difference between the rotational speed of the input shaft 3a and the target synchronous rotational speed.

  Specifically, the ECU 4 performs learning control for correcting the engagement pressure of the engagement side frictional engagement element to the pressure increase side when the blown integral value is equal to or greater than the second predetermined value. As a result, when the engagement pressure is corrected to the increased pressure side by blowing up the rotational speed of the input shaft 3a during the power-on downshift, the rotational speed of the input shaft 3a during the next power-on downshift is blown. It is possible to suppress the rise. The blown integration value is an example of the “blow-up amount” in the present invention, and the second predetermined value is an example of the “predetermined value” in the present invention.

  The engine 1 mounted on the vehicle 100 is provided with a turbocharger 13. For this reason, for example, at the time of power-on downshift when the degree of change in the accelerator operation amount is normal (for example, when stepping up from the steady state), the rotational speed of the input shaft 3a increases as shown in FIG. After the target synchronous rotational speed is exceeded, the engagement of the engagement side frictional engagement element is completed, and the rotational speed of the input shaft 3a converges to the target synchronous rotational speed. On the other hand, when the degree of change in the accelerator operation amount is large compared to the normal time (for example, at the time of kick-down from the accelerator-off state), the engine torque rapidly increases due to supercharging during the power-on downshift. In addition, compared with the normal case (see FIG. 5), the degree of change in the rotational speed of the input shaft 3a is increased, and the blown integration value is likely to be increased.

  Therefore, in order to improve the accuracy of learning control, the ECU 4 according to the present embodiment determines the degree of change in the rotational speed of the input shaft 3a (the rotation of the input shaft 3a before the rotational speed of the input shaft 3a reaches the target synchronous rotational speed). The second predetermined value is set in accordance with the amount of change per unit time) ΔN. For example, when the change degree ΔN of the rotational speed of the input shaft 3a is less than a first predetermined value, the first value is set as the second predetermined value, and the change degree ΔN of the rotational speed of the input shaft 3a is the first predetermined value. If the value is equal to or greater than the value, a second value larger than the first value is set as the second predetermined value.

-Engagement pressure learning control of engagement side frictional engagement element during power-on downshift-
Next, the engagement pressure learning control of the engagement side frictional engagement element during the power-on downshift by the ECU 4 according to the present embodiment will be described with reference to FIG. The following steps are executed by the ECU 4.

  First, in step S1 of FIG. 7, it is determined whether or not a power-on downshift is performed. Specifically, it is determined that the power-on downshift is performed when the accelerator operation amount is increased and the shift from the current shift speed to the low speed shift speed is started. If a power-on downshift is performed, the process proceeds to step S2. On the other hand, if the power-on downshift is not performed, the process returns.

  Next, in step S2, it is determined whether or not the degree of change ΔN in the rotational speed of the input shaft 3a before the rotational speed of the input shaft 3a reaches the target synchronous rotational speed is greater than or equal to a first predetermined value. If the degree of change ΔN in the rotational speed of the input shaft 3a is less than the first predetermined value, the routine proceeds to step S3 because the engine torque does not increase rapidly. On the other hand, when the degree of change ΔN in the rotational speed of the input shaft 3a is equal to or greater than the first predetermined value, the engine torque increases rapidly due to supercharging, and the process proceeds to step S4.

  In step S3, the first value is set as the second predetermined value, and the process proceeds to step S5. On the other hand, in step S4, a second value larger than the first value is set as the second predetermined value, and the process proceeds to step S5.

  Next, in step S5, it is determined whether or not the blown integration value is less than a second predetermined value. If the blown integration value is less than the second predetermined value, the process proceeds to step S6. On the other hand, if the blown integration value is greater than or equal to the second predetermined value, the process proceeds to step S7.

  In step S6, the engagement pressure of the engagement side frictional engagement element is not corrected to the pressure increase side. That is, the correction value in learning control is maintained and not updated. Specifically, when the first value is set as the second predetermined value, the blown integrated value is less than the first value, and the blown integrated value is not large. Therefore, the correction value in the learning control is maintained. Further, when the second value is set as the second predetermined value, even if the blow integral value is equal to or greater than the first value, the blow integral value is caused by a sudden increase in engine torque due to supercharging. Since it is larger, the correction value in the learning control is maintained. As a result, it is possible to prevent the engagement pressure from increasing when the engine torque does not increase rapidly during the next power-on downshift.

  In step S7, the engagement pressure of the engagement side frictional engagement element is corrected to the pressure increase side. That is, the correction value in the learning control is corrected and updated to the pressure increasing side. Specifically, when the first value is set as the second predetermined value, the blown integrated value is greater than or equal to the first value and the blown integrated value is large, so the engagement pressure is corrected to the pressure increasing side. To do. In addition, when the second value is set as the second predetermined value, the blow integral value is equal to or greater than the second value, and the blow integral value is large even in consideration of a sudden increase in engine torque due to supercharging. The engagement pressure is corrected to the pressure increasing side. Thereby, it is possible to suppress the increase in the rotational speed of the input shaft 3a at the next power-on downshift.

-Effect-
In the present embodiment, as described above, the ECU 4 corrects the engagement pressure of the engagement side frictional engagement element to the pressure increase side when the blown integral value is equal to or greater than the second predetermined value during the power-on downshift. It is configured. When the degree of change ΔN in the rotational speed of the input shaft 3a is less than the first predetermined value, the first value is set as the second predetermined value, and the degree of change ΔN in the rotational speed of the input shaft 3a is the first predetermined value. When the value is equal to or greater than the value, a second value larger than the first value is set as the second predetermined value.

  With this configuration, the second predetermined value for determining whether or not to correct the engagement pressure of the engagement side frictional engagement element to the pressure increase side is set to the degree of change ΔN in the rotational speed of the input shaft 3a. Therefore, it is possible to improve the accuracy of the learning control for the engagement pressure of the engagement side frictional engagement element during the power-on downshift. Specifically, when the degree of change in the accelerator operation amount is larger than normal, and when the engine torque rapidly increases due to supercharging, the degree of change ΔN in the rotational speed of the input shaft 3a is large, the second predetermined value is the second predetermined value. A second value larger than the value of 1 (normal value) is set. Thus, even if the blown integration value is equal to or greater than the first value, if it is less than the second value, correction to the pressure increasing side is not performed. For this reason, it is possible to suppress the occurrence of an engagement shock when the degree of change in the accelerator operation amount thereafter is normal.

-Other embodiments-
In addition, embodiment disclosed this time is an illustration in all the points, Comprising: It does not become a basis of limited interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-described embodiments, but is defined based on the description of the scope of claims. Further, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the scope of the claims.

  For example, in the present embodiment, an example in which the second predetermined value is set to the first value or the second value according to the degree of change ΔN in the rotational speed of the input shaft 3a has been described. The second predetermined value may be increased as the degree of change in the rotational speed of the shaft increases.

  Further, in the present embodiment, the automatic transmission 3 that establishes the first to eighth shift stages is shown. However, the present invention is not limited to this, and any automatic transmission that performs a so-called clutch-to-clutch shift may be used.

  In this embodiment, ECU4 may be constituted by a plurality of ECUs.

  The present invention is applicable to an automatic transmission control device that controls an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements.

1 Engine 3 Automatic Transmission 3a Input Shaft 4 ECU (Automatic Transmission Control Device)
13 Turbocharger (supercharger)
B1 First brake (friction engagement element)
B2 Second brake (friction engagement element)
C1 first clutch (friction engagement element)
C2 Second clutch (friction engagement element)
C3 3rd clutch (friction engagement element)
C4 4th clutch (friction engagement element)

Claims (1)

A control device for an automatic transmission for a vehicle, comprising: an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements; and an engine provided with a supercharger. ,
Learning to correct the engagement pressure of the frictional engagement element on the engagement side to the pressure increase side when the amount of increase in the rotation speed of the input shaft with respect to the synchronized rotation speed after shifting is greater than or equal to a predetermined value during power-on downshift Configured to do control,
The predetermined value is configured to be set according to a degree of change in the rotational speed of the input shaft before the rotational speed of the input shaft reaches the synchronous rotational speed after shifting. Transmission control device.

Images