JPH09126312A - Transmission controller for vehicular automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a transmission controller for a vehicular automatic transmission for maintaining good shift responsiveness necessary for engaging hydraulic type friction engaging device directly controlled in its engaging pressure. SOLUTION: Command value DSLU2 which will be a control signal used for next gear shift is corrected by learning of a learning control means 194 so that a gear shift starting time TSIZIN detected by gear shift starting time detecting means 192 can be controlled within a preliminary settled range (T1 to T2 ). Consequently, as the gear shift starting time TSIZIN ranging from shift command output to shift start is controlled within the above mentioned settled range at all times, whereby response delay caused by low supply hydraulic pressure to a brake B3 of hydraulic fluid and gear shift shock caused by high supply hydraulic pressure of hydraulic fluid is properly restrained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle of a type which directly controls an operating hydraulic pressure in a hydraulic friction engagement device by using a pressure regulating valve during a shift period.

[0002]

2. Description of the Related Art A plurality of gear stages are selectively connected to each other or to a fixed member according to a combination of actuations of a plurality of hydraulic friction engagement devices (clutch or brake). There is known an automatic transmission for a vehicle in which the above-mentioned alternative is achieved. In such an automatic transmission, a hydraulic friction engagement device that is disengaged to achieve a predetermined first gear stage but engaged to achieve a second gear stage, and its hydraulic type An engagement hydraulic pressure regulating valve for regulating the operating hydraulic pressure in the friction engagement device is provided,
There may be a case where a shift control device of a type that directly controls the hydraulic pressure in the hydraulic friction engagement device to a value according to a control signal is provided during the shift period.

In such a shift control device, instead of the accumulator having a relatively large volume being connected to the hydraulic friction engagement device, the engagement hydraulic pressure regulating valve is used to operate hydraulic pressure (engagement hydraulic pressure) within a shift period. Is directly controlled, there is an advantage that the automatic transmission is small. For example, the shift control device described in Japanese Patent Laid-Open No. 6-341524 is that.

[0004]

By the way, in the process of shifting to the second gear, which is accomplished by engaging the hydraulic friction engagement device, for example, the hydraulic oil flows into the hydraulic friction engagement device. Is supplied, the piston moved from the original position returned by the return spring is brought into contact with the friction plate, and the hydraulic friction engagement device is engaged to complete the gear shift. Type frictional engagement device piston sliding resistance, friction plate frictional resistance, change in output characteristics of solenoid valve duty-driven to generate control pressure for controlling the engaging hydraulic pressure regulating valve, pressure loss in oil passage Due to such factors as the variation of the leak amount and the leakage amount, there are inconveniences that the shift response is deteriorated or a shift shock occurs. For example, if the hydraulic pressure of the hydraulic oil supplied to the hydraulic friction engagement device is too low, the inflow speed of the hydraulic oil will be low, and the movement of the piston will become unstable, making it impossible to shift gears or delaying the gear shift response. As a result, the engine overspeeds and the drivability deteriorates. On the other hand, if the hydraulic pressure supplied to the hydraulic oil is too high, the inflow speed of the hydraulic oil will increase, and the time taken for the piston to come into contact with the friction plate and stop will be shortened. ,
When the piston comes into contact with the friction plate, the engagement hydraulic pressure and the engagement torque sharply increase and a gear shift shock occurs.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a responsiveness of a shift for engaging a hydraulic friction engagement device whose engagement pressure is directly controlled. It is an object of the present invention to provide a shift control device for an automatic transmission for a vehicle, in which the above-mentioned condition is maintained well and the occurrence of shift shock is suppressed.

[0006]

The gist of the present invention for attaining such an object is that it is disengaged for achieving the first gear stage but for achieving the second gear stage. A hydraulic friction engagement device to be combined, and an engagement hydraulic pressure regulating valve that regulates the operating hydraulic pressure in the hydraulic friction engagement device. A shift control device for a vehicle automatic transmission of a type that directly controls a value according to a control signal, comprising: (a) shift start time detection means for detecting a shift start time from a shift output to a shift start; (b) learning control means for correcting the control signal used in the next gear shift by learning so that the gear shift start time detected by the gear shift start time detecting means falls within a preset setting range. It is in.

[0007]

In this way, the control signal used for the next shift is controlled by the learning control means so that the shift start time detected by the shift start time detecting means falls within the preset range. Corrected by learning. Therefore, since the shift start time from the shift output to the shift start is always within the set range, there is a response delay due to the hydraulic pressure of hydraulic oil supplied to the hydraulic friction engagement device being too low. A shift shock resulting from an excessively high hydraulic pressure of the hydraulic oil is appropriately suppressed.

[0008]

Another aspect of the present invention is preferably: (c) whether the gear shift start time detected by the gear shift start time detecting means is shorter than a preset judgment reference value. A shift start time determining means for determining whether or not the shift start time determining means determines that the shift start time is shorter than the determination reference value. Further included is failure determination means for determining a related failure. With this configuration, since the shift start time from the shift output to the shift start is determined to be shorter than the determination reference value, the failure related to the engagement hydraulic pressure regulating valve is determined, and thus the learning control is performed. There is an advantage that a shift response delay or a shift shock that cannot be dealt with can be detected early.

Preferably, (e) when the shift start time determination means determines that the shift start time is shorter than a preset determination reference value, the engagement is performed in the next shift. Further included is an engagement hydraulic pressure reducing means for changing the control signal so that the engagement hydraulic pressure regulated by the hydraulic pressure regulating valve is lowered by a predetermined ratio. Even in the shift after the engagement hydraulic pressure is reduced by a predetermined ratio, based on the fact that the shift start time determining means again determines that the shift start time is shorter than a preset determination reference value, It is determined that the failure is related to the engagement hydraulic pressure regulating valve.
The failure related to the engagement hydraulic pressure regulating valve means a failure in which the pressure regulating operation of the engagement hydraulic pressure regulating valve cannot function normally. Disconnection or short circuit of the solenoid valve that generates the control pressure that controls the pressure valve, failure of the oil passage that transmits the control pressure, failure of the control circuit that duty-drives the solenoid valve, failure of the wire that transmits the duty drive signal, etc. is there. By doing so, once the engagement hydraulic pressure regulated by the engagement hydraulic pressure regulating valve is lowered by a predetermined ratio, it is again possible that the shift start time is shorter than the preset judgment reference value. Since the failure related to the engagement hydraulic pressure regulating valve is determined based on the determination, the reliability of the failure determination is enhanced.

Preferably, (f) a gear shift prohibiting means for prohibiting a gear shift to the second gear when the malfunction judging means judges a malfunction related to the engagement hydraulic pressure regulating valve. Are further included. With this configuration, when a failure related to the engagement hydraulic pressure regulating valve is determined, shifting to the second gear is prohibited, so that a shift response delay due to the failure related to the engagement hydraulic pressure regulating valve is delayed. Also, gear shift shock is preferably prevented.

Further, preferably, (g) setting range determining means for determining the setting range used in the learning control means based on an actual hydraulic oil temperature based on a preset relationship is further included. With this configuration, since the setting range according to the hydraulic oil temperature is used, the setting range can be set narrower, so that the accuracy of learning control is improved.

Further, preferably, (h) an engine output state for judging whether or not the output of the engine with respect to the throttle valve opening is stable based on the hydraulic oil temperature or the engine cooling water temperature. Judgment means, (i) learning control start means for starting the learning correction control by the learning control means when it is judged by the engine output state judgment means that the output of the engine is stable, Further included. With this configuration, the learning control by the learning control means is started when the output of the engine with respect to the throttle valve opening is stable,
The effect of learning control by the learning control means can be surely obtained.

Preferably, (j) engine load determining means for determining whether or not the actual engine load represented by using, for example, the throttle valve opening, is within a preset setting range, (k) While the engine load determination means determines that the actual engine load is within the preset range, the learning correction control by the learning control means is permitted, but the actual engine load is preset. A learning control permission unit that does not permit when it is determined to be outside the set range is further included. In this way, the region in which the learning control value is determined in the engine load region and the region in which the learning control value is used in the next shift are made to match, so that the engine when the learning control value is determined is determined. There is an advantage that the learning control value is used in the engine load state similar to the load state.

[0014]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle which is shift-controlled by a shift control device according to an embodiment of the present invention. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12,
The power is transmitted to drive wheels via a differential gear device and an axle (not shown).

The torque converter 12 is used for the engine 1
Pump impeller 18 connected to crankshaft 16
, A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 directly connecting between the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 that prevents rotation in one direction. And a stator 28 that is in the position.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planet gear P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, a sun gear S0, and a carrier. The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41, and the brake B0 is provided between the sun gear S0 and the housing 41. The second transmission 32 includes a sun gear S1 and a ring gear R.
1 and a first planetary gear unit 36 rotatably supported by the carrier K1 and comprising a planetary gear P1 meshed with the sun gear S1 and the ring gear R1, and rotatably supported by the sun gear S2, the ring gear R2, and the carrier K2. And a second planetary gear device 38 composed of a planetary gear P2 meshed with the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3, and meshed with the sun gear S3 and the ring gear R3. And a third planetary gear set 40 including a planetary gear P3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2, and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the automatic transmission 14 is switched to one of the first reverse gear and the five forward gears having sequentially different speed ratios. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a ● indicates an engaged state during engine braking. As is clear from FIG. 2, the brake B3 is engaged at the time of shifting to switch from another gear to the second speed, and released at the time of shifting to shift from the second speed to another. It is something. The brake B2 is the third gear from the second gear.
It is engaged at the time of gear shifting to switch to the high gear stage. When shifting between the second gear and the third gear, there are a period in which the disengaging side of the brakes B2 and B3 has an engaging torque, and a period in which the engaging side has an engaging torque. The so-called clutch-to-clutch shift is performed in which the shift is advanced while the shifts overlap.

As shown in FIG. 3, a first throttle valve 52 operated by an accelerator pedal 50 is provided in an intake pipe of an engine 10 of a vehicle, and a throttle actuator is used for suppressing an engine output which is normally opened. A second throttle valve 56 controlled by 54 is provided. Further, an engine rotation speed sensor 58 for detecting the rotation speed N _E of the engine 10, an intake air amount sensor 60 for detecting the intake air amount Q of the engine 10, an intake air temperature sensor 62 for detecting the intake air temperature T _A , a throttle sensor 64 for detecting the opening TA of the first throttle valve 52, a vehicle speed sensor 66 for detecting the vehicle speed V from the rotational speed N _OUT of the output shaft 42, the cooling water temperature T _W of the engine 10
A coolant temperature sensor 68 for detecting a brake switch 70 for detecting the operation of the brake, and an operation position sensor 74 for detecting an operation position P _SH of the shift lever 72 is provided, from the sensors, the engine rotational speed N _E , The intake air amount Q, the intake air temperature T _A , the opening TA of the first throttle valve TA, the vehicle speed V, the engine cooling water temperature T _W , the operating state BK of the brake, and the operation position P _SH of the shift lever 72 are for the engine. It is adapted to be supplied to the electronic control unit 76 and the electronic control unit 78 for shifting. Further, from the input shaft rotation sensor 73 for detecting the input shaft rotation speed N _E of the automatic transmission 14, that is, the rotation speed N _C0 of the clutch C0, the input shaft rotation speed N _IN, that is, the rotation speed N of the clutch C0.
A signal representing _C0 is supplied to the electronic shifting control device 78.
Further, a signal representing the hydraulic oil temperature T _OIL is supplied from the oil temperature sensor 75 for detecting the hydraulic oil temperature T _OIL in the hydraulic control circuit 84 to the electronic shift control device 78.

Further, as shown in FIG. 4, the shift lever 72 is operated to the P range, the R range, the N range, the D range, the 4 range, the 3 range, the 2 range, and the L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured such that the range between the D range and the 4 range and the range between the 2 range and the L range are operated in the left-right direction of the vehicle.

The electronic control unit for engine 76 includes a CPU,
A so-called microcomputer having a RAM, a ROM, and an input / output interface, the CPU processes an input signal according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, and executes various engine controls. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 82 is controlled to control the ignition timing, a bypass valve (not shown) is controlled to control the idle speed, and the throttle actuator is controlled to control the traction. The second throttle valve 56 is controlled by 54. The engine electronic control unit 76 is communicably connected to a shift electronic control unit 78, and a signal required for one is appropriately transmitted from the other.

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM while processing the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. For example,
The electronic shift control device 78 controls the linear solenoid valve SLT in order to generate the throttle pressure P _TH having a magnitude corresponding to the opening TA of the first throttle valve 52 or to control the accumulator back pressure. The linear solenoid valve SLU is driven to control the engagement, release, slip amount, and hydraulic pressure in the brake B3 during gear shifting.
Further, the electronic shift control device 78 determines the gear position of the automatic transmission 14 and the engagement state of the lock-up clutch 24 based on the actual throttle valve opening TA and the vehicle speed V from the previously stored shift diagram. , The solenoid valve S1, S2, S3 is driven so as to obtain the determined gear stage and engagement state, and the solenoid valve S4 is used when engine braking is generated.
Drive.

5 and 6 show the hydraulic control circuit 84.
Are shown. 1-2 shift valves 88 and 2 shown
The -3 shift valve 90 is based on the output pressures of the solenoid valves S1 and S2, when shifting from the first gear to the second gear and when shifting from the second gear to the third gear. In the above, the switching valves are switched respectively, and the numerical value indicating the switching position indicates the gear position. The forward range pressure P _D is a pressure output from a manual valve (not shown) when the shift lever 72 is operated to the forward range (D, 4, 3, 2, L), and is a throttle valve operated by a regulator valve (not shown). The line pressure P _L, which is adjusted to a high level according to the opening, is used as the source pressure.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P
_D is supplied to the brake B3 and the damper 94 for absorbing pressure vibration through the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, the B3 control valve 92, and the oil passage L02. When a shift output for switching from the second gear to the third gear is output, the forward range pressure P _D becomes
Through the 2-3 shift valve 90 and the oil passage L03, the brake B2
And at the same time as being supplied to the B2 accumulator 100, the hydraulic oil in the brake B3 is supplied to the oil passage L02, the B3 control valve 92, the oil passage L01, the 2-3 shift valve 90, the return oil passage L04, and the 2-3 timing valve 98. , And is rapidly drained through a branch oil passage L05 branching from a return oil passage L04 and a B2 orifice control valve 96.

Back pressure chamber 1 of B2 accumulator 100
The output pressure P _SLT of the linear solenoid valve SLT is supplied to 00 _B at each shift, and the hydraulic pressure in the brake B2 is controlled.

The B3 control valve 92 functions as an engagement hydraulic pressure regulating valve for directly regulating the engagement pressure of the brake B3 not provided with an accumulator, and connects between the oil passage L01 and the oil passage L02. Spool valve 10 to open and close
4 and a plunger 108 which is provided concentrically with the spool valve element 104 with the spring 106 interposed therebetween and has a diameter larger than that of the spool valve element 104, and the spring 106 is accommodated. The forward range pressure P _D that is output from the oil chamber 110 when the switch is switched to the oil chamber 110 via the oil passage L07, and the control pressure P from the linear solenoid valve SLU provided at the shaft end of the plunger 108.
_{And an} oil chamber 112 for receiving the _SLU . Therefore, the B3 control valve 92 positions the spool valve element 104 at the open position shown on the left side of the center line in accordance with the control pressure P _SLU of the linear solenoid valve SLU during the 1 → 2 shift and performs the first fill at the initial stage. At the same time, by supplying the hydraulic oil from the oil passage L01 to the oil passage L02 or letting the hydraulic oil in the oil passage L02 flow out to the discharge oil passage L06, the rising speed of the engagement pressure P _B3 in the brake B3 is increased. The pressure is adjusted so as to be constant, and the brake B3 is rapidly started immediately before the engagement of the brake B3 is predicted. Also, 2
→ During one shift, the solenoid valves S1 and S2 are maintained at the shift output of the second speed, the D range pressure is held in the oil passage L01, and the B3 control valve 92 controls the control pressure P _SLU.
After the pressure is reduced at a predetermined speed in accordance with the above, when the hydraulic oil is supplied into the brake B3, the preset pressure value P _SLUH is maintained immediately before the engagement of the brake B3. It is maintained until it is determined that the first gear is completed. In addition, the B3 control valve 92 is also used for 3 → 2 shift and 2 → 3 shift.
The engagement pressure and the release pressure of the brake B3 are directly controlled according to the control pressure P _SLU . In Formula 1, S ₁ and S ₂ are the plunger 108 and the spool valve 104.
Is the cross-sectional area.

[0029]

[ _Equation 1] P _B3 = P _SLU · S ₁ / S ₂

The B2 orifice control valve 96 is connected to the brakes B2 and B2 accumulator 100 and the oil passage L0.
3, a spool valve 114 for opening and closing between the discharge oil passage L06 and the drain port 113 at the same time as opening and closing, a spring 116 for urging the spool valve 114 toward the first drain position, and a spool valve 114. and an oil chamber 120 for receiving through the output pressure P _S3 the 3-4 shift valve 118 of the third solenoid valve S3, provided on the shaft end. As a result, the third solenoid valve S3 can be used, for example, during a 3 → 2 shift.
Is turned on, and its output pressure P _S3 is no longer supplied to the oil chamber 120. Therefore, the spool valve 114 opens the brakes B2 and B2 between the accumulator 100 and the oil passage L03, and the brakes B2 and B2 accumulator are opened. A first drain operation for quickly discharging the hydraulic oil from the engine 100 is performed. In the 1 → 2 shift, the third solenoid valve S3 is turned off and the control pressure P _S3
Is supplied to the oil chamber 120, the space between the drain port 113 and the drain oil passage L06 through which the hydraulic oil discharged from the B3 control valve 92 is discharged and the drain port 113 is opened to open the B3 control valve 92. Although the pressure adjusting operation is allowed, when the 1 → 2 shift is completed, the third solenoid valve S3 is turned on, and the discharge oil passage L06 and the drain port 113 are turned on.
And the B3 control valve 92 is closed.
The pressure regulating operation of is stopped.

The 2-3 timing valve 98 is involved in the clutch-to-clutch shifting from the second gear to the third gear, and releases the release pressure from the brake B3 to the linear solenoid valve SL.
It functions as a drain pressure regulating valve that regulates pressure from U according to control pressure P _SLU . That is, the 2-3 timing valve 98 is
The relatively high forward range pressure P _D (the same value as the line pressure) output from the 2-3 shift valve 90 when the 2 → 3 shift is output is supplied through the 3-4 shift valve 118 and the solenoid relay valve 122. The high pressure port 124, the drain port 126, and the oil passage L04 that are connected to the high pressure port 12
4 or a spool valve 128 that adjusts the pressure P _B3 in the drain period of the brake B3 by communicating with the drain port 126, and is provided concentrically with the spool valve 128 via a spring 130 and is the same as the spool valve 128. A first plunger 132 having a diameter, and a second plunger 134 concentric with the spool valve 128 and capable of contacting one end thereof and having a diameter larger than the spool valve 128.
The oil chamber 1 which accommodates the spring 130 and receives the forward range pressure P _D output from the 2-3 shift valve 90 when the 2-3 shift valve 90 is switched to the second speed side via the oil passage L08.
36, an oil chamber 138 provided at the shaft end of the first plunger 132 for receiving the control pressure P _SLU from the linear solenoid valve SLU, and an oil chamber 138 provided at the shaft end of the second plunger 134.
An oil chamber 140 for receiving the hydraulic pressure P _B2 of the brake B2,
Feedback oil chamber 14 for receiving feedback pressure
2 is provided.

Accordingly, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ ,
8, the land area on the second plunger 134 side is S ₄ ,
When the cross-sectional area of the second plunger 134 and S _5, 2 → 3
Brake B in the release process when the gearshift output is output
The pressure P _B3 of No. 3 decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the mathematical expression 2 by the pressure adjusting operation by the 2-3 timing valve 98, and the control pressure P of the linear solenoid valve SLU is reduced.
_The pressure is adjusted to increase according to the _SLU .

[0033]

## EQU2 ## P _B3 = P _{SLU .S 3} / (S ₃ −S ₄ ) −P _{B2.
S 5 / (S 3 -S 4} )

Further, the 2-3 timing valve 98, when the forward range pressure P _D output from the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil chamber 136, the spool valve The child 128 is locked. This is also the oil chamber 138 of the 2-3 timing valve 98 and B
Since the oil chamber 112 of the third control valve 92 is connected, the change in the volume of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the first speed and the second speed, and the B3 control valve 92 is closed. This is so as not to affect the pressure regulation operation.

[0035] C0 exhaust valve 150 in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the third solenoid valve S3 is brought into the closed position, the output pressure P _S4 of the fourth solenoid valve S4
Accordance with the spool 152 is caused to position to the open position, the line pressure P _L supplied via it when the 4-5 shift valve (not shown) is in switching state of the following fourth speed, the second speed And clutch C at times other than the fifth speed
0 and the C0 accumulator 154.

FIGS. 7 and 8 detail the brake B3 and the linear solenoid valve SLU, which are engaged to achieve the second gear, respectively. In FIG. 7, the brake B3 is an annular piston 162 slidably fitted in an annular groove 160 of a piston housing 158 fixed to the housing 41, and is not rotatable about the axis with respect to the housing 41 and the carrier K1. The annular friction plates 164 and 166 are engaged with each other so as to be movable in the axial direction, and a stopper 168 fixed to the housing 41 to receive the thrust force from the piston 162 is provided, and the oil chamber 17 in the piston housing 158 is provided.
When the operating hydraulic pressure in 0 is increased, the annular piston 162 is advanced against the return force from the annular spring receiver 172 that receives one end of a return spring (not shown), and the annular piston 162 moves between the friction plates 164 and 166. After packing the pack clearance 173 which is a space, the friction plates 164 and 166 are pressed against the stopper 168 to generate an engagement torque. That is, the brake B3
Then, when the operating oil pressure in the oil chamber 170 is increased from zero during the 1 → 2 shift, the engagement start time from the original position where the piston 162 is returned by the return spring to the contact with the annular friction plate 164 T _{S12I N} that time stuffing pack clearance 173 is required until a shift start.

The linear solenoid valve SLU has a modulator pressure P _M which is regulated at a constant pressure with the line pressure P _L as a source pressure.
Of the spool valve 17 for opening and closing between the input port 174 supplied with the pressure and the output port 176 outputting the control pressure P _SLU.
8, a spring 180 for urging the spool valve 178 in the valve closing direction, and a spring 180 for urging the spool valve 178 in the valve opening direction according to a command value (driving current or duty ratio) DSLU from the electronic shift control device 78. And a feedback chamber 186 that urges the spool valve 178 in the valve closing direction by introducing the control pressure P _SLU through the _fine hole 184. That is, the pressure-receiving area of the feedback chamber 186 in the valve closing direction is S
₆ , the thrust of the electromagnetic solenoid 182 is F, the spring 18
When the load of 0 is W, the control pressure P _SLU is output according to Formula 3, so that the control pressure P _SLU is eventually proportionally increased according to the command value DSLU.

[0038]

[ _Equation 3] P _SLU = (FW) / S ₆

FIG. 9 is a functional block diagram for explaining a main part of the control function of the electronic shift control device 78. In the figure, an actual vehicle state such as a vehicle speed and an engine load (from a well-known shift line diagram composed of shift lines (shift-up line and shift-down line) provided for each gear by an automatic shift judging means (not shown) For example, when the shift determination is made based on the throttle valve opening), for example, the actual vehicle speed exceeds the shift point vehicle speed determined based on the actual engine load from the shift-up line for 1 → 2 shift. When an upshift is determined,
The shift hydraulic control unit 190 controls the engagement pressure P _B3 of the brake B3 by changing the control pressure P _SLU supplied from the linear solenoid valve SLU to the B3 control valve 92 in the 1 → 2 shift period. .

The shift hydraulic pressure control means 190 outputs a command value DSLU as shown in FIG. 10 at the same time when the 1 → 2 shift is output and the 1-2 shift valve 88 is switched. That is, the command value DSLU is set to a predetermined ratio with respect to the maximum value in the initial boosting section K ₁ until the engagement pressure P _B3 rises, and in the subsequent standby section K ₂ , the command value DSLU is It is set to a relatively small value that generates only a small engagement torque to close the pack clearance 173, and is increased at a predetermined speed in the subsequent sweep section K ₃ in order to smooth the rising of the engagement torque of the brake B3. , The maximum value, that is, 100%, in the complete engagement section K ₄ immediately before the completion of the engagement of the brake B3.

The shift start time detecting means 192 detects the shift start time T _S12IN from the 1 → 2 shift output to the shift start, that is, the inertia phase start point. Learning control means 194
_{Shifts the next} shift so that the shift start time T _S12IN detected by the shift start time detecting means 192 falls within a preset setting range, that is, between the lower limit value T ₁ and the upper limit value T _2. A control signal used at that time, for example, a command value DLSU is corrected by learning.

The shift start time determining means 196 determines whether the shift start time T _S12IN detected by the shift start time detecting means 192 is shorter than a preset judgment reference value T _S12PU2 . The failure determination means 198 determines the shift start time T _S12IN by the shift start time determination means 196.
Is determined to be shorter than the determination reference value T _S12PU2 , the B3 control valve (engagement hydraulic pressure regulating valve) 9
Judge as failure related to 2.

When the shift start time determining means 196 determines that the shift start time T _S12IN is shorter than the preset judgment reference value T _{S12PU2, the} engagement hydraulic pressure reducing means 200 performs the next 1- In the second shift, the command value DSLU and the control pressure P _SLU based on the command value DSLU are changed to be low so that the engagement hydraulic pressure P _B3 adjusted by the B3 control valve 92 is decreased by a predetermined ratio, for example, 5%. The failure determination means 198 preferably uses the shift start time determination means 196 even in the next 1-2 shift after the engagement hydraulic pressure reducing means 200 reduces the engagement hydraulic pressure P _B3 by a predetermined ratio. Based on the determination again that the shift start time T _S12IN is shorter than the preset determination reference value T _S12PU2 , it is determined that the failure is related to the B3 control valve 92. The failure related to the B3 control valve 92 means a failure in which the pressure adjusting operation of the B3 control valve 92 cannot function normally.
B3 control valve 92 spool valve 104 sticking,
A disconnection or short circuit of a linear solenoid valve (solenoid valve) _SLU that generates a control pressure P _SLU for controlling the B3 control valve 92, a failure of an oil passage that transmits the control pressure P _SLU, and a control for duty-driving the linear solenoid valve SLU. This is due to a failure of the electronic shift control device 78, which is a circuit, or a failure of the electric wire that transmits the command value DSLU that is the duty drive signal.

The shift inhibiting means 202 inhibits the 1 → 2 shift to the second gear when the failure determining means 198 determines a failure related to the B3 control valve 92. The prohibition of the 1 → 2 shift prevents the 1 → 2 shift output from being performed from the electronic shift control device 78, for example.

The setting range determining means 204 is the learning control.
In the means 194, the shift start time T _S12INTo judge
Setting range T used for₁Or T_Two, For example in FIG.
From the preset relationship shown in 1, the actual hydraulic oil temperature T
_OILBased on.

The engine output state determination means 206 determines whether or not the output of the engine 10 with respect to the throttle valve opening TA is stable based on the hydraulic oil temperature T _OIL or the engine cooling water temperature T _w. judge. In this engine output state determination means 206, the hydraulic oil temperature T _OIL
Alternatively, based on the fact that the engine cooling water temperature T _w exceeds a preset judgment reference temperature of about several tens of degrees,
It is determined that the output of the engine 10 with respect to the throttle valve opening TA is stable. The learning control starting means 208 is
By the engine output state determination means 206,
On the condition that the output of 0 is determined to be stable, the learning correction control by the learning control means 194 is started.

The engine load determining means 210 is arranged such that the actual engine load represented using, for example, the throttle valve opening TA is within a preset range, that is, the lower limit value T.
It is determined whether or not it is between A _{1 and the} upper limit value TA ₂ . The learning control permission unit 212 has the engine load determination unit 2
While it is determined by 10 that the actual engine load is within the preset setting range, the learning control means 19
Although the learning correction control by 4 is permitted, it is not permitted if the engine load is out of the above set range.

12 and 13 are flowcharts showing the main part of the control operation by the electronic shift control device 78, and FIG. 12 shows a shift control routine executed when the 1 → 2 shift determination is made. Despite the learning control shown in FIG. 13, the routine includes a routine for executing a fail determination related to the B3 control valve 92 based on that the shift start time T _S12IN is shorter than a preset determination reference value T _S12PU2 . FIG. 13 shows that the command value DSLU, that is, the brake B3, for executing the 1 → 2 shift is set so that the shift start time T _S12IN at the 1 → 2 shift is set within a preset setting range, that is, T _{1 to} T ₂ . The control for learning and correcting the engagement pressure P _B3 is shown. 12 and 1 above
3 is repeatedly executed in an extremely short cycle of several msec to several tens msec.

The actual vehicle speed exceeds the shift point vehicle speed determined based on the actual engine load from the shift-up line for the 1 → 2 shift selected from the well-known shift map by the automatic shift judging means (not shown). When the upshift is determined, the shift control routine of FIG. 12 is started. Step (hereinafter, step is omitted) SF1
Then, it is determined whether or not the content of the flag F _f is “3”. This flag F _f is cleared, for example, every time the ignition key is turned off, but the shift start time T _S12IN
Is determined to be shorter than a preset reference value T _S12PU2 , the content is increased by "1" every 1 → 2 shift.

Initially, the determination of SF1 is denied, so that in SF2, the 1 → 2 shift output is performed and the 1-2 shift valve 88 is switched. As a result, the hydraulic oil is started to be supplied to the brake B3 via the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, and the B3 control valve 92. Next, in SF3 corresponding to the shift hydraulic pressure control means 190, 1 → 2 shift command value for controlling the engagement pressure P _B3 i.e. the engagement pressure P _B3 in the brake B3 in the DSLU is, for example, in FIG. 10 As shown, it is controlled according to a preset procedure. The command value DSLU is set to a magnitude DSLU _{1 of a} predetermined ratio with respect to the maximum value in the initial boosting section K ₁ until the engagement pressure P _B3 rises, and in the subsequent waiting section K ₂ , To reduce the pack clearance 173, a relatively small engagement torque DSLU ₂ is generated so that only a small engagement torque is generated. In the subsequent sweep section K ₃ , the engagement torque of the brake B3 is smoothly increased at a predetermined speed. The value to be increased is DSLU ₃ ,
In the complete engagement section K ₄ immediately before the completion of the engagement of the brake B3, the maximum value DSLU _max, that is, 100% is set.

[0051] Then, in SF4, 1 → 2 shift start time T _{S12I N} from the shift output to shift start is determined. The shift start time T _S12IN is determined based on the contents of the counter that counts from the 1 → 2 shift output to the inertia phase start time. 1 → 2 shift output time is 1
-Detected based on the signal output for switching the -2 shift valve 88, the inertia phase start time is, for example, the starting point (break point) of the input shaft rotation speed N _IN (clutch rotation speed N _CO ).
It is detected based on.

Then, the shift start time determining means 196
In SF5 corresponding to, the shift start time T_S12INBut
Judgment reference value T set for_S12PU2Is shorter than
Refused. This judgment reference value T_S12PU2Is the learning system shown in FIG.
Regardless of the speed change start time T _S12INIs the lower limit of the setting range
T₁In the B3 control valve 92 which seems to be shorter
It is intended to detect related faults and its setting range.
Lower limit value T of the box₁It is set to a value smaller by a predetermined value.

A failure associated with the B3 control valve 92
In the normal state where there is not, the above SF5 judgment is denied.
This routine is ended because the
1 → 2 shift due to a failure related to the roll valve 92
Command value DSLU during the period, especially initial boosting section K₁And wait
Machine section K_TwoCommand value DSLU₁And DSLU _Two
Becomes higher and the shift start time T_S12INBecomes shorter,
Since the above SF5 judgment is affirmative,
The routine SF6 and subsequent steps are executed.

First, in SF6, it is judged whether or not the content of the flag F _f is "1". Since the determination in SF6 is initially denied, it is determined in SF7 whether or not the content of the flag F _f is "2". Initially this SF
Since the determination of No. 7 is also denied, the engagement hydraulic pressure reducing means 20
In SF8 corresponding to 0, the command value DSLU ₂ in the standby section K ₂ at the next 1 → 2 shift is 5% of the value up to that time.
After being updated to a value just lower than that, the content of the flag F _f is set to “1” in SF9, and this routine is ended.

[0055] In the transmission period of the next 1 → 2 shift, the command value DSLU ₂ waiting interval K ₂ is output value lower by 5% over the previous value, the engagement pressure P _B3 in the standby section K ₂ Is reduced. Even if it is done like this, S like the last time
If the determination of F5 is affirmative, the determination of SF6 is affirmative, and SF10 corresponding to the engagement hydraulic pressure reducing means 200 is determined.
In, after the command value DSLU ₂ waiting interval K ₂ is updated to the minimum value DSLU _2min set in advance, SF1
In 1, the content of the flag F _f is set to “2” and this routine is ended.

[0056] In yet a gear change period of the next 1 → 2 shift, is the minimum value DSLU _2min output as a command value DSLU ₂ waiting interval K _2, further engagement pressure P _B3 in the standby section K ₂ Will be reduced. Even if this is done, if the determination of SF5 is affirmative as in the previous case,
The determination in SF7 is affirmative, and in SF12, the flag F
The content of _f is set to "3" and this routine is ended.

For this reason, the determination of SF1 is affirmative in the next 1 → 2 shift period, so the second speed is prohibited in SF13 corresponding to the shift inhibiting means 202. That is, even if a 1 → 2 shift determination is made thereafter, the 1 → 2 shift output is prohibited. The SF1 together with SF6 and SF7 is a failure determination means 19 for determining a failure related to the B3 control valve 92.
8 is supported.

On the other hand, in SG1 of FIG. 13, it is determined whether or not the 1 → 2 shift is being performed. If the determination in SG1 is negative, the routine is terminated after the contents of the flags F ₁ and F ₂ are cleared to "0" in SG19, but if the determination is affirmative, the flag F _{1 in} SG2 is cleared.
Is determined as to whether or not the content is “1”. When the content of the flag F ₁ is “1”, the flag F ₁ indicates the state from the satisfaction of the main learning control start condition to the end of the 1 → 2 shift. Further, when the content of the flag F ₂ is "1", the flag F ₂ indicates a state from the satisfaction of the main condition for continuing the learning control to the start of the inertia phase.

Initially, the determination of SG2 is denied, so that 1 → 2 executed during the 2 → 1 shift in SG3.
It is determined whether or not there is a shift, that is, whether or not there is a multiple shift. If the determination in SG3 is affirmative, it means that the learning control is unfavorable.
After the contents of the respective flags F ₁ and F ₂ are cleared to "0" in ( ₁₎ , this routine is ended. If the determination at SG3 is negative, the oil temperature sensor 75 at SG4.
Is determined based on the output of a disconnection short circuit detection circuit or an abnormality determination circuit (not shown). This SG
If the determination of No. 4 is affirmative, it means that the learning control is not preferable, so that the routine is terminated after SG8 is executed.

If the determination at SG4 is negative, S
Whether or not the temperature T _{OIL of the} hydraulic oil detected by the oil temperature sensor 75 in G5 is within a preset judgment reference range, that is, the oil temperature T _OIL is the lower limit value T _{OIL1 of the} judgment reference range _.
It is determined whether or not it is above and lower than the upper limit value T _OIL2 . This judgment reference range is a value set for judging whether or not the output torque value of the engine 10 with respect to the throttle valve opening TA is stable, and the SG5 is the throttle valve opening TA. It corresponds to the engine output state determination means 206 for determining whether or not the output of the engine 10 is stable with respect to the above based on the hydraulic oil temperature T _OIL . If the determination in SG5 is negative, the output state of the engine 10 is unstable and is not a preferable condition for learning control. Therefore, this routine is ended after SG8 is executed.

However, if the determination at SG5 is affirmative, the oil temperature sensor 75 is normal, and the output state of the engine 10 is stable, when the independent 1 → 2 shift is executed. Since a preferable condition for starting the learning control is satisfied, the flag F ₁ is set in SG6.
After the content of is set to "1" and the timer for counting the shift start time T _S12IN is reset in _SG7 , this routine is ended.

Therefore, in the next cycle, SG1 and SG1
And SG2 are both positive, the engine negative
In SG9 corresponding to the load determination means 210, a slot
The valve opening TA is within a preset range, that is, the lower limit
Value TA₁To the upper limit TA_TwoTo determine whether or not
You. Within this setting range, that is, the lower limit value TA₁To the upper limit T
A_TwoShows that the learning effect is stable and that the shift response and
Relatively low throttle where the impact of fast shock is a problem
Set to limit learning to the (light engine load) area
Have been. Lower limit value TA₁Is the waiting section K_TwoIn
Command value DSLU_TwoShift start time T for_S12INRose
This is to remove the vicinity of the idle opening, which has a large stickiness.
And the upper limit value TA_TwoShift start time T_S12INRose
It is for excluding the high throttle opening area with large stickiness
is there. It should be noted that the SG2 has a flag F. ₁Is "1"
Start learning control of SG11 and below on condition that
As the output of the engine 10 is stable,
Start learning correction control on condition that it is judged that there is
It corresponds to the learning control starting means 208.

If the determination in SG9 is negative, it means that the engine load range is in which the variation in the shift start time T _S12IN is large and the learning effect becomes unstable. Therefore, the routine is terminated via the SG19. If the determination is affirmative, the content of the flag F ₂ in SG10 whether a "1" is determined. If the determination in SG9 is negative, this routine is ended, but if the determination is affirmative, the learning control of SG11 and below is continued.
Since the SG 10 continues the learning control of SG 11 and below on condition that the content of the flag F ₂ is "1", the actual engine load is within the preset setting range, that is, the lower limit value TA _{1 to the} upper limit value TA. _This corresponds to the learning control permission unit 212 that permits the learning correction control while it is determined to be in the range of 2, but does not permit the learning correction control if the engine load is outside the set range.

In SG11, whether or not the inertia phase in the 1 → 2 shift is started is determined by the clutch rotation speed N _CO.
Is determined based on the detection of the descent start point of. This SG1
If the determination of 1 is denied, it means that the gear shifting has not been started yet, and therefore the content of the flag F ₂ is set to "1" in SG12, and then this routine is ended.

While the above steps are repeatedly executed, the start of the inertia phase of the 1 → 2 shift is detected and the SG
When the determination result of 11 is affirmative, the shift start time T is set in the SG 13 corresponding to the shift start time detection means 192.
_S12IN is determined based on the contents of the counter. Further, the lower limit value T ₁ and the upper limit value T ₂ of the setting range are determined in the SG 14 corresponding to the setting range determining means 204 based on the actual hydraulic oil temperature T _OIL from the preset relationship shown in FIG. 11, for example. It Then, in SG15, the shift start time T _S12IN is the lower limit value T of the set range.
_It is determined whether or not it is smaller than ₁ , and if the determination in SG15 is negative, it is determined in SG17 whether or not the shift start time T _S12IN is equal to or greater than the upper limit value T _{2 of the} set range.

There is no judgment of SG15 and SG17.
If both are denied, the shift start time T_S12INIs set
Lower limit of range T₁And the upper limit value T_TwoIs in a state
This routine ends without executing learning correction.
Can be done. However, if the judgment of SG15 is affirmed,
Shift start time T_S12INIs the lower limit value T of the setting range₁To
Since it is in a lowered state, it is a waiting section in SG16
K_TwoCommand value DSLU _TwoIs reduced by a predetermined reduction amount ΔD
Then, this routine is terminated via SG19.
Can be When the judgment of SG17 is positive
Is the shift start time T_S12INIs the lower limit value T of the setting range_Twothat's all
Since it is in the state of becoming, the waiting section K in SG18
_TwoCommand value DSLU_TwoIs increased by a predetermined increment ΔD
After this, the routine is terminated through SG19.
It is. In the above SG16 and SG18, the next 1 → 2
Shift start time T of shift_S12INIs the lower limit value T of the setting range₁You
And the upper limit T_TwoWait for the next 1 → 2 shift so that it is within the
Machine section K_TwoCommand value DSLU used in_TwoSand
The engagement hydraulic pressure P of the brake B3_B3Is corrected by learning
Because Therefore, the above SG15 to SG18
Corresponds to the learning control means 194.

As described above, according to this embodiment, the learning control means 194 (SG15 to SG18) sets the shift start time T _S12IN detected by the shift start time detecting means 192 (SG13) to a preset setting. The control signal used for the next shift, that is, the command value DSLU ₂ is corrected by learning so that it falls within the range (T _{1 to} T ₂ ). For this reason, the shift start time T _S12IN from the shift output to the start of shift is always within the above set range, and the response delay due to the too low hydraulic pressure of the hydraulic oil supplied to the brake B3 and the above operation A shift shock resulting from an excessively high oil supply hydraulic pressure is suitably suppressed.

Further, according to this embodiment, the shift start time T detected by the shift start time detecting means 192 is detected.
_Shift start time determination means 196 (SF) for determining whether _S12IN is shorter than a preset determination reference value T _S12PU2
5) and the gear shift start time determination means 196 determines that the gear shift start time T _S12IN is shorter than the determination reference value T _S12PU2, and the failure determination means 198 determines that the failure is related to the B3 control valve 92. (SF1, SF
6 and SF7) are provided, it is determined that the shift start time T _S12IN from the shift output to the shift start is shorter than the determination reference value T _S12PU2.
Since a failure related to the control valve 92 is determined,
There is an advantage that a shift response delay or a shift shock that cannot be dealt with by learning control can be detected early.

Further, according to this embodiment, at the time of starting the shift
The speed change start time T_S12INBut in advance
Set judgment reference value T_S12PU2Was determined to be shorter than
In the case of the next shift, the B3 control valve 92
Engaging oil pressure P regulated by _B3Is lower by a predetermined percentage
Control signal or command value DSLU_TwoChange
Further provided is an engaging hydraulic pressure reducing means 200 (SF8)
Therefore, the failure determination means 198 reduces the engagement oil pressure.
Standby section K by means 200_TwoEngaging hydraulic pressure P_B3Is given
Shift start time even when shifting after being lowered by a percentage
The shift start time T is determined by the determination means 196._S12INIs preset
Judgment reference value T_S12PU2Is again determined to be shorter than
Based on the fact that the
Judge as a related failure. In this way, the B3 controller
Pressure P adjusted by the valve 92_B3Is a predetermined ratio
The shift start time T_S12INBut
Preset reference value T_S12PU2Re can be shorter than
The B3 control valve 92
Since the failure related to is judged, the reliability of the failure judgment is
Enhanced.

Further, according to the present embodiment, when the failure determining means 198 determines a failure related to the B3 control valve 92, the shift inhibiting means 202 (for inhibiting the shifting to the second speed gear) Since SF13) is further provided, when a failure related to the B3 control valve 92 is determined, the shift to the second gear is prohibited, which results from the failure related to the B3 control valve 92. A delay in shift response and a shift shock are also preferably prevented.

Further, according to this embodiment, the set range (lower limit value T _{1 to} upper limit value T ₂ ) used in the learning control means 194 is set to the actual hydraulic oil temperature based on the preset relationship shown in FIG. Since the setting range determining means 204 (SG14) for determining based on T _OIL is further provided, the setting range can be set narrow by using the setting range according to the hydraulic oil temperature T _OIL , so that learning Control accuracy is improved.

Further, according to this embodiment, whether the output torque of the engine 10 with respect to the throttle valve opening TA is stable or not is judged based on the hydraulic oil temperature T _OIL. Means 206 (SG5),
Learning control starting means 208 (SG2) for starting learning correction control by the learning control means 194 when the engine output state judging means 206 judges that the output of the engine is stable is further provided. Therefore, the learning control means 194 starts the learning control when the output torque of the engine with respect to the throttle valve opening TA is stable, so that the learning control means 194 ensures the effect of the learning control. Can be obtained.

Further, according to the present embodiment, it is determined whether the actual engine load represented by using the throttle valve opening TA or the like is within a preset setting range (TA _{1 to} TA ₂ ). Engine load determination means 210 (S
G9) and while the engine load determination means 210 determines that the actual engine load is within the preset setting range, the learning correction control by the learning control means 194 is permitted, but the actual engine load is A learning control permission unit 212 (SG9) that does not permit when it is determined that the learning control value is outside the preset setting range is further provided. Therefore, the learning control value is determined in the engine load region. And the region in which the learning control value is used in the next shift is matched, so that there is an advantage that the learning control value is used in the engine load state similar to the engine load state when the learning control value is determined.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-mentioned embodiment, the 1 → 2 shift is explained, but the present invention can be applied to other shifts. In short, it suffices that the gear shift is achieved by the engagement of the gear stage by the engagement of the predetermined hydraulic friction engagement device.

Further, in the above-mentioned embodiment, although the learning control means 194 corresponding to SG15 to SG18 in FIG. 13 performs the learning correction on the command value DSLU ₂ of the standby section K ₂ during the 1 → 2 shift. , Initial boost section K ₁
For the command value DSLU ₁ of No. ₁ , it does not matter even if learning correction is performed.

In addition, in the above-mentioned embodiment, S in FIG.
In F1, it is determined whether the content of the flag F _f is “3”, but it may be determined whether the content is “2”. In such cases, SF7 and SF1
As a result of removing 2, SF1 and SG6 correspond to the failure determination means 198.

Further, it may be determined whether or not the content of the flag F _f is "1" in SF1. In such a case, as a result of removing SF6, SF7, SF10 to SF12, SF1 is the failure determination means 1
It corresponds to 98.

Further, in SG5 of the above-described embodiment, whether or not the output state of the engine 10 is stable is determined based on the hydraulic oil temperature T _OIL, but based on the cooling water temperature T _w of the engine 10. It doesn't matter even if it is judged as follows.

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear stage is controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a chart showing a relationship between a combination of operations of a plurality of hydraulic friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

FIG. 3 is a block diagram including a hydraulic control circuit and an electronic control circuit for controlling the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 3;

FIG. 5 is a diagram illustrating a main part of the hydraulic control circuit in FIG. 3 together with FIG. 6;

6 is a diagram illustrating a main part of the hydraulic control circuit in FIG. 3 together with FIG. 5;

7 is a diagram illustrating in detail the configuration of a brake B3 used in the automatic transmission of FIG.

FIG. 8 is a diagram illustrating in detail the configuration of the linear solenoid valve of FIGS. 3 and 6;

9 is a functional block diagram illustrating a main part of a control function of the electronic shift control device of FIG.

10 is a time chart showing the shift control operation in the 1 → 2 shift period of the shift electronic control device of FIG.

FIG. 11 is a diagram showing a relationship for predetermining a setting range used in the learning control means of FIG.

12 is a flowchart illustrating a control operation of the electronic shift control device of FIG. 3, and is a diagram illustrating a gear shift control routine that is executed when a 1 → 2 gear shift determination is performed.

FIG. 13 is a flowchart illustrating a control operation of the electronic shift control device of FIG. 3, showing a learning control routine.

[Explanation of symbols]

 14: Automatic transmission 92: B3 control valve 92 (engagement hydraulic pressure regulating valve) 192: Gear shift start time detection means 194: Learning control means 196: Gear shift start time determination means 198: Failure determination means 200: Engagement hydraulic pressure reduction means 202 : Shift prohibiting means B3: Brake (hydraulic friction engagement device)

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (4)

[Claims] 1. A hydraulic friction engagement device that is disengaged to achieve a first gear stage but engaged to achieve a second gear stage, and a hydraulic friction engagement device within the hydraulic friction engagement device. An automatic transmission for a vehicle of the type which comprises an engagement hydraulic pressure regulating valve for regulating the operating hydraulic pressure and which directly controls the operating hydraulic pressure in the hydraulic friction engagement device to a value according to a control signal during a shift period. A shift control device, wherein a shift start time detecting means for detecting a shift start time from a shift output to a shift start, and a shift start time detected by the shift start time detecting means are within a preset setting range. As described above, a shift control device for an automatic transmission for a vehicle, comprising: learning control means for correcting a control signal used in the next shift by learning. 2. A shift start time determining means for determining whether or not the shift start time detected by the shift start time detecting means is shorter than a preset determination reference value, and the shift start time determining means. The vehicle automatic shift according to claim 1, further comprising: failure determination means for determining a failure related to the engagement hydraulic pressure regulating valve based on the determination that the shift start time is shorter than the determination reference value. Gear shift control device. 3. When the shift start time determination means determines that the shift start time is shorter than a preset determination reference value, the engagement hydraulic pressure regulating valve regulates the pressure in the next shift. Further comprising an engagement oil pressure reducing means for changing the control signal so that the engagement oil pressure is reduced by a predetermined proportion, wherein the failure determination means is configured such that the engagement oil pressure reducing means reduces the engagement oil pressure by a predetermined proportion. Even in the case of the shift after being lowered, the shift start time determining means again determines that the shift start time is shorter than a preset determination reference value, The shift control device for an automatic transmission for a vehicle according to claim 2, wherein the shift control device determines that the malfunction occurs. 4. A shift prohibiting means for prohibiting a shift to the second gear stage when the failure determining means determines a failure related to the engagement hydraulic pressure regulating valve is further included. Alternatively, the shift control device of the automatic transmission for vehicle according to the item 3 above.