JPH0893908A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE: To improve the gear change shock performance in learning control. CONSTITUTION: A reaction detecting means h for detecting fastening k reaction of a designated fastening element a is mounted as one of input means c and a fluid pressure adjusting means j for adjusting fluid pressure supplied to the fastening element a is mounted as one of an actuator b and a learning correction part f reads fastening reaction detected by the reaction detecting means h at speed changing accompanied by fastening operation of the fastening element a and this detected fastening reaction value is compared with a fastening reaction target value which is previously determined according to elapse of speed change time. A device is constructed such that when the detected fastening reaction value is smaller than the fastening reaction target value, the correction for increasing fluid pressure at the time is performed and if the detected fastening reaction value is larger than the fastening reaction target value, the correction for reducing the fluid pressure at this time is performed for an output to a fluid pressure adjusting means j used at speed changing accompanied by next fastening of a specific fastening element.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to a device for performing learning control for preventing shift shock during a shift.

[0002]

2. Description of the Related Art Conventionally, as a control device for an automatic transmission for performing learning control for preventing a shift shock at the time of shifting, for example, one disclosed in Japanese Patent Laid-Open No. 62-67354 is known. This conventional device is configured to perform learning control so that the shift time is constant, and a shift time detecting means for detecting the shift time and a comparison for comparing the detected shift time with a preset standard time. And a correction unit that corrects the control oil pressure so that the difference between the two units becomes small based on the comparison result of the comparison unit. Therefore, if the actual shift time is longer than the standard time, the control oil pressure is increased, and conversely, if it is short, the control oil pressure is decreased.

Incidentally, the control of the control hydraulic pressure at the time of shifting is as follows.
As described above, besides changing the control oil pressure, the characteristics of the control oil pressure are changed, that is, a plurality of characteristics having different temporal change rates of the oil pressure are set in advance, and these characteristics are selectively used. Things are also known.

[0004]

However, in the prior art as described above, only the time component is managed, and the change in the output shaft torque cannot be managed. Therefore, sufficient shift shock performance can be obtained. There was a problem that I could not.

Further, even if the transient hydraulic pressure control in which a plurality of hydraulic pressure characteristics are set as described above is performed, there is only a degree of freedom within a preset hydraulic pressure characteristic range, and in this case also sufficient shift shock performance cannot be obtained. .

The present invention has been made in view of the above-mentioned problems, and an object thereof is to improve gear shift shock performance in learning control.

[0007]

In the present invention, the anchor reaction force is detected at the time of gear shift for engaging the band brake, and the engagement of the band brake is controlled based on the anchor reaction force to achieve the above object. I decided to do it.

That is, according to the first aspect of the present invention, as shown in the claim correspondence diagram of FIG. 1, any one of a plurality of rotating members that are engaged / released in accordance with the fluid pressure supply state and are provided in the automatic transmission. A plurality of fastening elements a for keeping the stationary state or for connecting and disconnecting the rotating members, an actuator b for switching the supply and discharge of fluid pressure to the fastening elements a, and adjusting the fluid pressure, and an input means. Based on the input from c, a shift control section d which outputs a signal for engaging and releasing each engagement element a to form an optimum gear stage to the actuator b, a signal for adjusting a fluid pressure supplied to each engagement element a Is output to the actuator b, and when the shift state is different from the preset optimum shift state, the shift state is optimized with respect to the output of the fluid pressure adjuster e. In a control device for an automatic transmission equipped with a shift control means g having a learning correction section f for performing a correction to bring it closer to the state side, a fastening reaction force of a predetermined fastening element is detected as one of the input means c. Providing reaction force detection means h,
As one of the actuators b, a fluid pressure adjusting means j for adjusting the fluid pressure supplied to the predetermined fastening element a is provided, and the learning correction section f is configured to perform the shift operation with the fastening operation of the predetermined fastening element. The engagement reaction force detected by the reaction force detecting means h is read, and the detected engagement reaction force value is compared with the engagement reaction force target value that has been set in advance with the elapse of the shift time. When the reaction force target value is smaller than the target value, the fluid pressure at that time is increased.On the contrary, when the detected engagement reaction force value is larger than the engagement reaction force target value, the fluid pressure at that time is decreased. The output to the fluid pressure adjusting means j, which is used at the time of the next gear shift accompanied by the engagement of the predetermined engagement element, is configured to be performed. Further, in the invention according to claim 2, the predetermined fastening element is a band brake k, and in this case, the fluid pressure adjusting means j adjusts the fluid pressure supplied to the band servo of the band brake k. Then, the reaction force detecting means h is configured to detect the reaction force of the anchor of the band brake k (claim 2).

[0009]

According to the first aspect of the invention, the gear shift control section of the gear shift control means g is engaged at the time of gear shifting in which a predetermined fastening element (fastening element whose reaction force is detected by the reaction force detecting means h) is fastened. d controls the supply of the fluid pressure for engaging and actuating the predetermined fastening element, and the fluid pressure adjusting portion e
Performs control for adjusting the fluid pressure supplied to the fluid pressure adjusting means j during a shift transition.

As the fluid pressure control is performed, the learning correction unit f inputs the engagement reaction force (proportional to the output shaft torque) detected by the reaction force detection means h, and the detected engagement reaction force. The value is compared with a preset engagement reaction force target value. Then, when the detected engagement reaction force value is smaller than the engagement reaction force target value, the fluid pressure at that time is increased, and conversely, when it is greater, the fluid pressure at that time is decreased. That is, at the time of the next shift, the output from the fluid pressure adjusting unit e to the fluid pressure adjusting unit j is corrected to change the fluid pressure at the above point.

As described above, in the present invention, the learning correction unit f
Thus, the engagement reaction force corresponding to the output shaft torque is read every moment, and the engagement reaction force is managed so as to have a preset time change, so that the output shaft torque at the time of shifting causes a shift shock. It can be managed so that it will be the optimum change that never happens.

According to the second aspect of the present invention, the shift control section d controls the supply of fluid pressure to the band servo at the time of gear shifting to engage the band brake k, and the fluid pressure adjusting section e makes the fluid pressure change during transition. The pressure adjusting means j is controlled to adjust the fluid pressure supplied to the band servo. Then, the reaction force detecting means h detects the reaction force of the anchor of the band brake, and the learning correction unit f makes a correction based on this detected value.

[0013]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 2 is a skeleton diagram showing the structure of an automatic transmission AT to which the control device according to the embodiment of the present invention is applied. The automatic transmission AT has reverse clutch RC,
High clutch HC, band brake BB, low & reverse brake LRB, one-way clutch OWC, low clutch LC
And the first planetary gear set P as a rotating element.
It is equipped with G1 and the second planetary gear set PG2. In addition, each planetary gear set PG1, PG2 includes a sun gear S1, S2, a ring gear R1, R2,
It has pinions P1 and P2 and pinion carriers PC1 and PC2. In the figure, EOS is the output shaft of engine E, TC is the torque converter, INS is the input shaft, and OUTS is the output shaft.

In this automatic transmission AT, the high clutch HC, the band brake BB, the low clutch LC, the low & reverse brake LRB are engaged as shown in Table 1 below by hydraulic control of the AT control unit 1 shown in FIG. As shown in the logic table, the engagement operation is performed to perform the fourth forward speed shift. In addition, the symbol ◯ in the drawing indicates the engaged state, and the unsigned symbol indicates the released state.

[0015]

[Table 1]

That is, the AT control unit 1 has as input means a throttle sensor 2 for detecting the throttle opening TH, an inhibitor switch 3 for detecting the position of the select lever, and a vehicle speed sensor 4 for detecting the vehicle speed V. An oil temperature sensor 5 for detecting the oil temperature of the automatic transmission,
A strain gauge type load sensor (reaction force detection means) 6 for detecting a reaction force at the anchor of the band brake is provided, and basically, the throttle opening TH and the vehicle speed V are set based on a preset shift schedule. The optimum shift speed is determined in accordance with the above, and a shift signal is output to a shift actuator such as a shift solenoid (not shown) provided in a control valve (not shown) in order to form the optimum shift speed. The shift control is performed to switch between supply and discharge of hydraulic pressure.

Further, this AT control unit 1
Controls the hydraulic pressure to be supplied to each fastening element by controlling the drive of a line pressure solenoid (not shown). Especially, regarding the hydraulic pressure to be supplied to the band servo 7 for fastening the band brake BB, By controlling the operation of the servo-actuated pressure regulating valve (fluid pressure regulating means) 9 by driving the duty solenoid 8, pressure regulation control is performed.

The structure of the band brake BB will now be described. As shown in FIG. 3, the band brake BB includes a brake band 12 provided on the outer periphery of the brake drum 11 and one end of the brake band 12. An anchor 13 that supports the brake band 12 and a stem 14 that supports the other end of the brake band 12 are provided. In addition, this stem 1
4 is operated by a servo piston 7a of a band servo 7. The servo piston 7a is a fastening pressure regulated by a servo operating pressure regulating valve 9 from a servo circuit 15 in a servo apply chamber (not shown). It is configured to be engaged by the introduction of P _C , and is biased in the releasing direction by a return spring (not shown).
Further, the servo operating pressure regulating valve 9 is operated by controlling the duty of the duty solenoid 8, and the engagement pressure P _C and the duty value have a proportional relationship as shown in FIG.

Next, in this embodiment, when controlling the engagement pressure P _C to be supplied during the 1-2 shift, learning control for preventing shift shock is carried out. This learning control is shown in the flow chart of FIG. This learning control will be described in detail. It should be noted that the flow shown in this flowchart starts when the portion of the AT control unit 1 that selects the optimum shift speed determines that a shift from the current shift speed to another shift speed is necessary. By the way, FIG. 6 shows the output shaft torque TQ of the automatic transmission AT at the time of the 1-2 shift, the conversion load F detected by the load sensor 8, and the fastening pressure P _C for fastening the band brake BB.
And the duty ratio of the control signal output to the duty solenoid.

In step S1, it is determined whether or not it is in the learning range, and if YES, that is, within the learning range, proceeds to step S2, and if NO, that is, outside the learning range, proceeds to step S3. It should be noted that whether or not it is in this learning range is determined by determining whether the oil temperature Te detected by the oil temperature sensor 5 is a predetermined value Te ₁ or more and the throttle opening TH is a predetermined opening TH ₁ or more. It is judged by. By the way, the reason why the oil temperature Te is judged in this learning range is that the learning control effect cannot be expected because the line pressure itself, the friction coefficient of the engagement element, and the engine output are not stable at low oil temperature. Is. Also,
The reason why the throttle opening TH is determined is that the engine torque N is small when the throttle opening is low, so that the gear shift shock is not a serious problem.
This is because the change of e may be small and the change amount ΔNe may not be detected, and the effect of learning control cannot be expected. Further, the oil temperature Te may have a map for each temperature.

In step S2, it is determined whether or not it is in the torque down region. If YES, that is, in the torque down region, the process proceeds to step S3. If NO, that is, outside the torque down region, the process proceeds to step S4. Whether or not the torque is in the torque down range is determined by determining whether or not the oil temperature Te and the throttle opening TH are equal to or more than predetermined values Te ₂ and TH ₂ , respectively, as in step S1. The reason for determining the temperature Te is the same as the above, and the reason for determining the throttle opening TH is that, in addition to the above reason, if the torque is further reduced at a low engine torque, the engine feeling and the acceleration are deteriorated. Because there is. Therefore, in this embodiment, learning is separately performed depending on whether or not the torque is in the torque down range.

In step S3, the routine proceeds to a routine for performing normal hydraulic control (control without learning control).

In step S4, it is determined whether or not the shift is the 1-2 shift, and if YES, that is, the 1-2 shift, the process proceeds to step S6, and if it is NO, that is, the other shift, the process returns to step S1.

In step S5, the routine proceeds to the learning control routine without torque reduction. Note that this learning control is the same as the control shown in FIG. 5 and only the target value FT, which will be described later, is different, and a description thereof will be omitted.

In step S6, the duty value obtained in the previous learning control is output. Incidentally, the duty value obtained by this learning control may be stored in memory for each throttle opening.

In step S7, the shift start point F ₁ is detected. At this gear shift start point F ₁ , as shown in FIG. 6, the detected load F rises rapidly, so even if the gear shift start point F ₁ is directly detected by detecting the inflection point of the detected load F. Alternatively, the detected load F may exceed the predetermined value and may be indirectly detected by detecting a time sufficiently close to the shift start point F ₁ .

In step S8, it is determined that the actual gear shift is started, and the learning control for the duty ratio below is performed.

To explain the outline of this learning control, the AT control unit 1 has a target value (anchor reaction force target value) FT which is a target value of the detected load (anchor reaction force value) F at the time of 1-2 shift. It is set and entered in advance. As shown in FIG. 7, this target value FT is divided for each minute time Δt, and this minute time Δ
t is a shift time required for 1-2 shift (F _{1 in} FIG. 6)
It is set to a value that is shorter than the time between F ₂ + α) and that N × Δt is longer than the shift time. And
The detected load F that changes from moment to moment is Δt _n (n = 1 to N)
Each time, the target value FT is compared, and if the detected load F is outside the range of the target value FT ± Δf, learning is performed, and if it is within the range, learning is not performed.

The flow of the learning control will be described. In step S9, it is determined whether the detected load F is larger than the target value FT-Δf. If YES, that is, the detected load F is larger, the process proceeds to step S10. When NO, that is, when the detected load F is less than the value of FT-Δf, the process proceeds to step S11, and a value obtained by increasing the duty value output at this time by a predetermined value is stored.

In step S10, it is determined whether or not the detected load F is less than the target value FT-Δf. If YES, that is, if the detected load F is within the range of the target value FT ± Δf, the process proceeds to step S12 and the present The duty value of is stored as it is, and NO, that is, the detected load F is (FT +
If Δf) or more, the process proceeds to step S13 to store the value obtained by reducing the duty value output at this point by a predetermined value.

In step S14, it is determined whether or not the shift end point F ₂ (see FIG. 6) is detected. If YES, that is, the shift end point F ₂ is detected, the learning control is ended, and NO.
That is, when the shift end point F ₂ is not detected, the process returns to step S9 to continue the learning control. In addition to the detection of the inflection point in this way, the determination of the end of the gear shift is made by detecting the rotation speeds of the input shaft INS and the output shaft OUTS of the automatic transmission AT and determining the gear ratio obtained from them. The shift end may be determined based on the above.

Here, how to obtain the target value FT will be described.

The detected load F ₂ at the end of the shift is composed of the pressing force of the servo piston and the torque of the engine. Therefore, the following expression (1) is established.

F ₂ = T ₂ × α / (G ₂ · R) + P ₂ × A (1) However, G ₂ : gear ratio of 2nd speed, T ₂ : propeller shaft torque of 2nd speed, α: torque Sharing ratio, R: Distance from drum center to anchor, A: Servo piston pressure receiving area, P
₂ : Second speed engagement hydraulic pressure.

The following expression (1) ′ is derived from the above (1).

T ₂ = G ₂ · R (F ₂ −P ₂ × A) / α (1) ′ Since this relationship holds even during gear shifting, the propeller shaft torque during gear shifting is T _i , Assuming that the detected load is F _i , the gear ratio during shifting is G _i , the first gear ratio is G ₁ , and the engaging hydraulic pressure during shifting is P _i , T _i = G _i · R (F _i −P _i × A ) / Α (2) On the other hand, from the transmission torque of the band brake BB, the torque T
_When the relationship between _i and the engagement hydraulic pressure P _i is obtained, the following Equation 3 is obtained from the torque transmission equation of a general band.

[0037]

[Formula 3]

D: drum diameter, θ: band winding angle,
μ _D : dynamic friction coefficient of band, S: constant determined by power train structure.

As is clear from the expression (3), the torque T _i can be determined by controlling the dynamic friction coefficient μ _D and the engaging pressure P _i , but in reality, the engaging pressure P _i can be controlled. However, it is difficult to detect and manage the dynamic friction coefficient μ _D.

Therefore, as in the present invention, the torque T _i is managed by managing the detectable anchor reaction force F _i (detection load F) (which can be managed by the engagement pressure P _i ).
Can be easily managed. By the way, the detection load F
Some, because it also contains terms of the dynamic friction coefficient mu _D, it can be said that manages indirectly dynamic friction coefficient mu _D.

Next, considering how much the detected load F should be managed, as mentioned above, the engine speed N _{E is set} by the engagement of the band brake BB as the condition for the shift to proceed. Since the minimum condition is that the is lowered, the following equation (4) is established.

F _i −P _i A> F ₂ −P ₂ A (4) In addition, F _{2 is} an anchor reaction force in a steady state after the shift is completed (2nd speed), P _{2 is} after the shift is completed (2nd speed) ) Is the steady state hydraulic pressure.

Then, from the equation (4), the following equation (4) 'is obtained.

F _i > F ₂ −A (P ₂ −P _i ) ... (4) ′ On the contrary, considering the upper limit of the anchor reaction force F _i , generally, the torque T _i is the torque T at the first speed. _If it is larger than ₁ , the shift quality is said to be poor, so it is necessary to set T ₁ ≧ T _i (5).

The anchor upper limit of the reaction force F _i is a mean may be calculated the anchor reaction force F _i o'clock torque T _1, at the time of 1 speed, the anchor reaction force F _i is not present, immediately after the shift start torque Anchor reaction force F _i corresponding to T _i is calculated.

Therefore, the magnitude of the torque T ₁ at the first speed is 2
Since the gear ratio is larger than the torque T ₂ at high speed, T ₁ = (G ₁ / G ₂ ) · T ₂ (5).

The torque T _i during shifting is represented by the load F _i , and the torque T ₂ at the second speed is represented by the load F ₂ by the formula (1) '. As described above, the magnitude of the torque T _i of the inertia (during gear shifting) depends on the torque T at the 2nd speed.
_Since there is a condition that it is larger than ₂ , T ₁ ≧ T _i ≧ T ₂ (6).

Further, by substituting the equation (1) 'into the equation (5), T ₁ = G ₁ · R (F ₂ -P ₂ × A) (7)

Substituting equations (1) ', (2) and (7) into (6) and rearranging, G ₁ (F ₂ -P ₂ A) ≧ G _i (F _i −P _i A) ≧ G ₂ (F ₂ −P ₂ A) (8) G ₁ (F ₂ −P ₂ A) ≧ G _i (F _i −P _i A)

By solving this for F _i , the following equation (9) is obtained.

F _i ≦ (G ₁ / G _i ) (F ₂ −P ₂ A) + P _i A (9) The condition that maximizes F _{i in the} above equation (9) is that G _i = G ₂ . Since it is time, the following equation (10) is obtained.

F _i ≦ (G ₁ / G ₂ ) (F ₂ −P ₂ A) + P _i A (10) On the contrary, the condition that F _i is the minimum is G _i (F _i −P _i A )
> G ₂ (F ₂ −P ₂ A), F _i > (G ₂ / G _i ).
(F ₂ −P ₂ A) + P _i A is obtained, and the minimum condition is G
_{Since i} = G ₁ , F _i > (G ₂ / G ₁ ) (F ₂ −P ₂ A) + P _i A (11)

Therefore, the target FT of F _i is (G ₁ / G ₂ ) (F ₂ −P ₂ A) + P _i A ≧ FT> (G ₂ / G ₁ ) (F ₂ −P ₂ A) + P _i A ... (12).

In order to actually determine the shift time, the engagement hydraulic pressure P _i and the engine torque T _E are determined. Therefore, the above equation (12) is replaced with the equation of T _E. Therefore, when F ₂ is represented by T _E , F ₂ = (T _E · G ₂ · α / R) + P ₂ A (13) Substituting equation (12) into equation (13) gives T _E · G ₁ · α / R) + P _i A ≧ FT> (T _E · G ₂ ²
・ Α / G ₁ R) + P _i A (14)

Using this equation (14), the FT for desk examination is calculated, and the detected load F detected by the trial and the best waveform is input to the AT control unit 1 as the target value FT. By controlling the detected load F for the above reasons and comparing it with the target value FT in real time, the waveform itself of the output shaft torque can be controlled.

Next, the operation of the embodiment will be described.

(A) First speed In the first speed, the low clutch LC is engaged by the hydraulic pressure supplied from the control valve (not shown) based on the shift control of the AT control unit 1. At this time, the one-way clutch OWC is in operation and the band brake BB is released.

(B) When shifting from 1 to 2 gears When acceleration is performed from the 1st speed state and the 2nd speed is optimum for the vehicle speed V and the throttle opening TH, control is performed based on the shift control of the AT control unit 1. The hydraulic pressure supplied from the valve is switched, and as shown in the engagement logic table in Table 1, the band brake BB is engaged.
In addition, the one-way clutch OWC is deactivated along with this shift.

Based on this shift control, the engagement pressure P _C is supplied to the servo piston 7a, and as a result, the band brake BB is engaged and the facing functions, and at the same time when this function starts, the transmission torque of the band brake BB is transmitted. stand up.
Further, the moment when the fading starts to function is the moment when the band brake BB starts to be engaged, and the moment when the shift to the second speed is started. At this time, as shown in the time chart of FIG. 6, the detected load F detected by the load sensor 6 is proportional to the torque transmitted by the band brake BB (in this case, the output shaft torque TQ to be exact), and its rise. Has become momentary.

When the torque calculation unit 1b detects that the detected load F instantaneously rises, the hydraulic control unit 1a controls the drive of the duty solenoid 8 to operate the servo piston 7a.

As the output from the AT control unit 1 at this time, the duty value stored in the learning control during the previous 1-2 speed shift is output. Then, at this time, from the start of gear shift (F ₁ ) to the end of gear shift (F ₂ ), the load F detected by the load sensor 6 is detected every Δt shown in FIG.
When the detected load F is less than the target value FT-Δf, the duty value at that time is increased by a predetermined amount and stored in memory, and conversely, it is larger than the target value FT + Δf. For example, the learning control is performed in which the duty value at that time is reduced by a predetermined amount and stored. Then, the corrected duty value is output at the next shift.

As described above, in this embodiment, at the time of gear shifting, the output shaft torque TQ that changes momentarily from the start of gear shifting.
An anchor reaction force corresponding to is detected by the load sensor 6, the detected load F of the load sensor 6 is compared with a preset target value FT, and it is compared every Δt time, and according to the comparison result. Since the duty value is corrected, it is possible to obtain an effect that the degree of freedom with respect to the shift shock is high and the shift shock characteristic is improved.

Although the embodiment of the present invention has been described in detail above with reference to the drawings, the specific structure is not limited to this embodiment, and even if there are design changes and the like within the scope not departing from the gist of the present invention. Included in the present invention.

For example, in the embodiment, the judgment as to whether or not it is in the learning range is made by judging whether or not the detected load F is within the range of the target load FT ± Δf. The determination may be made by dividing by the vehicle speed, the throttle opening, the engine water temperature, the transmission oil temperature, and the like. As for the throttle opening, the learning result is calculated for each throttle opening T.
A memory may be stored for each H, or in this case, a map may be provided for each oil temperature.

Although the band brake is shown as the fastening element, it can be applied to other clutches. In that case,
The reaction force detecting means is a means for detecting the reaction force acting on the piston that operates the clutch.

[0066]

As described above, in the control device for the automatic transmission according to the first aspect of the present invention, a reaction force detecting means for detecting the engagement reaction force of the engagement element is provided, and the learning correction section is provided with the reaction force. The engagement reaction force detected by the detection means is read, and the detected engagement reaction force value and the engagement fluid so as to match the engagement reaction force target value that has been set in advance with the passage of shift time so as not to cause a shift shock in advance. Since it is configured to correct the pressure, the output shaft torque, which changes from moment to moment during a gear shift, changes based on the engagement reaction force corresponding to the output shaft torque. It is possible to perform the learning correction so as to obtain the effect that the shift shock characteristic is improved.

Further, in the apparatus according to the second aspect, the shift shock characteristic at the time of shifting accompanied by the engagement of the band brake is improved.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram showing a control device for an automatic transmission according to the present invention.

FIG. 2 is a skeleton diagram showing the structure of an automatic transmission AT to which the control device for an automatic transmission according to the embodiment of the present invention is applied.

FIG. 3 is a configuration explanatory view showing a configuration of a main part of the embodiment apparatus.

FIG. 4 is a characteristic diagram of engagement pressure-duty value of the embodiment apparatus.

FIG. 5 is a flowchart showing a control flow of the apparatus of the embodiment.

FIG. 6 is a time chart at the time of 1-2 shift of the embodiment apparatus.

FIG. 7 is a time chart showing an example of division of target values in the apparatus of the embodiment.

[Explanation of symbols]

 a fastening element b actuator c input means d shift control section e fluid pressure adjusting section f learning correction section g shift control means h reaction force detecting means j fluid pressure adjusting means k band brake

Claims (2)

[Claims] 1. A plurality of fastening elements, which are fastened / released in accordance with a supply state of fluid pressure, to make one of a plurality of rotary members provided in an automatic transmission stationary or to make a connection / disconnection of the rotary members. And an actuator for switching supply and discharge of fluid pressure to the engagement element and adjusting the fluid pressure, and engaging and disengaging each engagement element to form an optimum shift speed based on the input from the input means. A shift control unit that outputs a signal to the actuator, a fluid pressure adjustment unit that outputs a signal that adjusts the fluid pressure supplied to each fastening element to the actuator, and a shift state is different from a preset optimal shift state. In this case, a control device for an automatic transmission including: a shift control unit having a learning correction unit for correcting the output of the fluid pressure adjusting unit to bring the shift state closer to the optimum state side. In the above, a reaction force detecting means for detecting a fastening reaction force of a predetermined fastening element is provided as one of the input means, and a fluid pressure adjustment for adjusting a fluid pressure supplied to the predetermined fastening element as one of the actuators. Means is provided, the learning correction section reads the engagement reaction force detected by the reaction force detection means at the time of gear shifting accompanying the engagement operation of the predetermined engagement element, and the detected engagement reaction force value and gear shift shock occur in advance. If the detected engagement reaction force value is smaller than the engagement reaction force target value, make a correction to increase the fluid pressure at that time. On the other hand, on the contrary, if the detected engagement reaction force value is larger than the engagement reaction force target value, the correction for lowering the fluid pressure at that time is used at the next gear shift involving the engagement of the predetermined engagement element. Control apparatus for an automatic transmission, characterized in that it is configured to perform the output of the body pressure adjusting means. 2. The predetermined fastening element is a band brake, the fluid pressure adjusting means is configured to adjust a fluid pressure supplied to a band servo of the band brake, and the reaction force detecting means is the band The control device for an automatic transmission according to claim 1, wherein the control device is configured to detect a reaction force of an anchor of the brake.