JPH1137267A - Hydraulic pressure control device of vehicular automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent repeated generation of an overshoot by judging whether a learning correction by a released side oil pressure learning control means is prohibited, based on the running state before the generation of an overshoot, on the prescribed running state such as a throttle valve opening. SOLUTION: During vehicular running, in a learning propriety judging means 164, whether a learning correction is carried out by a released side oil pressure learning control means 162 is judged by whether a vehicular running state satisfies a prescribed learning allowable condition. Thereby, the learning correction based on the overshoot amount ΔNE of an engine rotation speed changed by a factor except a precribed timing in a clutch-to-clutch (2→3) speed change term is avoided. The released side oil pressure learning control means 162 corrects the oil pressure in a brake by learning so that the overshoot amount ΔNE is within a prescribed target range, when the throttle valve opening satisfies a prescribed learning allowable condition such as nearly constant.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, and more particularly, to a learning control of a hydraulic pressure of a disengagement side hydraulic friction engagement device during an upshift clutch-to-clutch shift. .

[0002]

2. Description of the Related Art An automatic transmission of a type in which a desired one of a plurality of shift speeds is achieved by combining the operations of a plurality of hydraulic friction engagement devices is known. In such automatic transmissions, shifting is often performed by releasing or engaging a single hydraulic friction engagement device by using a one-way clutch, but the structure is complicated. On the other hand, in order to make the automatic transmission smaller and lighter, instead of using a one-way clutch, the hydraulic pressure of one hydraulic friction engagement device (clutch or brake) is lowered and at the same time the other hydraulic friction engagement device is used. There has been proposed an automatic transmission employing a clutch-to-clutch shift in which a hydraulic pressure of a coupling device (clutch or brake) is increased to switch from a predetermined gear to another gear.

However, when the decrease in the engagement torque of the release-side hydraulic friction engagement device and the increase in the engagement torque of the engagement-side hydraulic friction engagement device do not mesh well, for example, during an upshift, If the engagement torque of the release-side hydraulic friction engagement device is reduced too quickly, a temporary overshoot of the engine (power source) rotation speed occurs, and the engagement of the release-side hydraulic friction engagement device occurs. If the decrease in the torque is too slow, a temporary sudden decrease in the output torque of the automatic transmission, which is called a tie-up, occurs. Therefore, it is desired to appropriately generate an overlap period in which the disengagement-side and engagement-side hydraulic friction engagement devices have engagement torques during the clutch-to-clutch shift period.

[0004] Therefore, the hydraulic control device for the automatic transmission includes a reduction in the engagement torque of the disengagement-side hydraulic friction engagement device and an increase in the engagement torque of the engagement-side hydraulic friction engagement device. Is executed at an appropriate timing. This clutch-to-clutch shift control means controls, for example, to open the drain oil passage of the disengagement side hydraulic friction engagement device in accordance with an increase in the engagement pressure of the engagement side hydraulic friction engagement device, By controlling the drain oil passage to be closed in accordance with the input torque of the automatic transmission, the release pressure of the release-side hydraulic friction engagement device and the engagement pressure of the engagement-side hydraulic friction engagement device are reduced. Basically control.

[0005] By the way, it is possible to avoid that the operating characteristics and the orifices of the valves used in the clutch-to-clutch shift control means change over time or over time due to the change in the properties and viscosity of the hydraulic oil. Therefore, the control for reducing the engagement torque of the hydraulic friction engagement device on the release side cannot be obtained as expected, and the overshoot and tie-up occur. It has been proposed to provide a release-side hydraulic pressure learning control unit that learns and corrects the hydraulic pressure at the time of release of the release-side hydraulic friction engagement device so as to have a predetermined amount.

On the other hand, the amount of overshoot of the engine rotational speed is also affected by the running state of the vehicle. For example, a configuration in which a multiplex shift in which another shift determination is performed during a shift, a running state in which the amount of overshoot is excessive due to idling of the drive wheels, and a one-way clutch in which the output shaft idles during engine braking travel. Such conditions include a running state in which the accelerator pedal is released and a running state in which the traction control device is operating in the automatic transmission. In such a case, even if the learning control for learning and correcting the hydraulic pressure of the disengagement side hydraulic friction engagement device is performed based on the actual overshoot amount, an erroneous overload including a variation due to an external factor is performed. There is a case where learning control is performed based on the chute amount, and a learning correction effect is not always obtained. Rather, the release-side hydraulic learning control operation may be unstable. For this reason, Japanese Patent Application Laid-Open No. Hei 8-285 discloses a device provided with a learning feasibility determining means for prohibiting learning correction by the release-side hydraulic learning control means in such a running state.
No. 065.

[0007]

However, the learning possibility determination means inhibits the learning correction when the amount of change in the throttle valve opening from the shift output to the start of the inertia phase is outside a predetermined range. For example, when the release-side hydraulic pressure is largely shifted to the low-pressure side and the engine rotation speed largely overshoots (blows up), it is normal for the driver to quickly return the accelerator and to operate the throttle valve opening degree. The learning correction is prohibited by the change of, and there is a possibility that an overshoot is generated every time and a shock is generated or the durability of the friction engagement device is reduced. In addition, when the throttle valve opening changes, in other words, when the power source output changes, the learning correction is prohibited because the hydraulic pressure of the friction engagement device also changes with the output change, so that highly accurate learning must be performed. Is difficult.

The present invention has been made in view of the above circumstances, and an object thereof is to repeatedly overshoot due to inhibition of learning correction due to an accelerator operation or the like accompanying overshoot. It is to prevent that.

[0009]

In order to achieve the above object, the present invention relates to a method of (a) releasing the first hydraulic friction engagement device and simultaneously engaging the second hydraulic friction engagement device to increase the frictional engagement device. Release for learning and correcting the hydraulic pressure at the time of disengagement of the first hydraulic friction engagement device so that the amount of overshoot of the power source rotational speed at the time of the shift clutch-to-clutch shift becomes a predetermined amount during the shift. (B) learning availability determination for determining whether to perform learning correction by the release-side hydraulic learning control means based on whether or not the traveling state of the vehicle satisfies a predetermined learning permissible condition. (C) the learning feasibility determining means, for a predetermined traveling state of the vehicle, until the overshoot of the power source rotational speed occurs. It is characterized in that comprises a overshoot before judging means for judging whether or not the learning correction based on the travel state.

[0010]

In such a hydraulic control apparatus for an automatic transmission, a predetermined running state such as a throttle valve opening is determined by the release side hydraulic learning control means based on the running state before the occurrence of overshoot. Since it is determined whether the learning correction is prohibited or not, even if the accelerator is returned in a hurry due to the overshoot (blowing up) of the power source rotational speed, the release hydraulic pressure is learned and corrected and the overshoot from the next time is performed. For example, learning correction is prevented from being prohibited due to a change in the running state due to an operation caused by overshoot, such as suppression of the learning correction.

[0011]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention relates to a power-on system in which power is transmitted from a power source to a wheel by operating an accelerator.
It is effective for upshifting at the time. As the power source, an engine that operates by burning fuel is preferably used, but another power source such as an electric motor that operates by electric energy can also be used.

The first hydraulic friction engagement device and the second hydraulic friction engagement device include a multi-plate type, a single-plate type friction clutch and a brake which are engaged or released by a hydraulic actuator,
Or a band brake.

The overshoot of the power source rotation speed is caused by the first
Caused by slippage of the hydraulic friction engagement device,
The overshoot occurs when, for example, the power source rotation speed or the input shaft rotation speed of the automatic transmission is greater than or equal to a predetermined value greater than a value obtained by multiplying the output shaft rotation speed of the automatic transmission by the gear ratio of the gear before the shift. It can be determined by whether or not. The predetermined amount of the overshoot amount when the hydraulic pressure is learned and corrected by the release-side hydraulic pressure learning control means may be set to 0 or a fixed value such as about several tens of rpm, for example, set in a predetermined range of about several tens of rpm. However, the learning correction may be performed only when the value is out of the predetermined range.

The overshoot pre-judgment means includes, for example, an accelerator operation amount (driver output required amount) and a power source output after a shift output for switching a hydraulic circuit for shifting is made and before an overshoot occurs. (The engine throttle valve opening, etc.) is within a predetermined range, the vehicle acceleration is within a predetermined range, the tire slip is within a predetermined range, and the like. It is configured to make a determination as to whether or not it is possible. It is also possible to constitute the learning possibility determination means only by the pre-overshoot determination means.

An embodiment of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a skeleton view showing an example of an automatic transmission for a vehicle including a hydraulic control device according to one embodiment of the present invention. In the figure, an engine 10 as a power source is shown.
Output of the automatic transmission 1 via the torque converter 12
4 and transmitted to drive wheels via a differential gear unit and an axle (not shown). The torque converter 12 includes a pump impeller 18 connected to a crankshaft 16 of the engine 10 and an input shaft 2 of the automatic transmission 14.
0, a lock-up clutch 24 that directly connects the pump impeller 18 and the turbine runner 22, and a stator 28 that is prevented from rotating in one direction by a one-way clutch 26. .

The automatic transmission 14 includes a first transmission 30 for switching between high and low speeds, and a second transmission 32 for switching between a reverse speed and four forward speeds. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planetary gear P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0;
The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the carrier K0, and the brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, A sun gear S2, a ring gear R2, and a carrier K
2 and a second planetary gear set 38 comprising a planetary gear P2 rotatably supported by 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 S3 and a third planetary gear set 40 including a planetary gear P3 meshed with the ring gear R3.

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 clutch 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 a 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 speed and the five forward speeds with sequentially different speed ratios. In FIG. 2, “○” indicates an engaged state, a blank indicates a released state, “●” indicates an engaged state during engine braking, and “△” indicates an engagement that is not involved in power transmission. . As is apparent from FIG. 2, in the upshift from the second speed (2nd) to the third speed (3rd), a clutch-to-clutch shift is performed in which the brake B3 is released and at the same time the brake B2 is engaged. A period in which the engagement torque is provided in the process of releasing the brake B3 and a period in which the engagement torque is provided in the process of engaging the brake B2 are provided so as to overlap. The other shifts are performed only by engaging or releasing one clutch or brake. In this embodiment, the brake B3 is a first hydraulic frictional engagement device, and the brake B2 is a second hydraulic frictional engagement device, both of which are wet multi-plate brakes that are engaged by hydraulic actuators.

As shown in FIG. 3, a first throttle valve 52 operated by an accelerator pedal 50 and a throttle actuator 54 are provided in an intake pipe of the engine 10 of the vehicle.
And a second throttle valve 56 operated by the controller. The engine rotational speed sensor 58, the intake air quantity sensor 60 for detecting an intake air quantity Q of the engine 10, the intake air temperature sensor 62 for detecting the temperature T _A of intake air that detects the rotational speed N _E of the engine 10, the Throttle sensor 6 for detecting opening degree θ _TH of first throttle valve 52
4. A vehicle speed sensor 66 for detecting the rotation speed N _OUT of the output shaft 42, that is, a vehicle speed V, a cooling water temperature sensor 68 for detecting the cooling water temperature T _W of the engine 10, a brake switch 70 for detecting the operation of the brake, and a shift lever 72. An operation position sensor 74 for detecting the operation position P _SH , an input shaft rotation speed sensor 7 for detecting the rotation speed N _IN of the input shaft 20, that is, the rotation speed N _C0 (= turbine rotation speed N _T ) of the clutch C0.
3, such as an oil temperature sensor 75 for detecting the working oil temperature T _OIL of the hydraulic control circuit 84 is provided with, from the sensors, the engine rotational speed N _E, intake air quantity Q, intake air temperature T _A, the first Signals representing the throttle valve opening θ _TH , vehicle speed V, engine coolant temperature T _W , brake operating state BK, shift lever 72 operating position P _SH , input shaft rotation speed N _C0 , and hydraulic oil temperature T _OIL are for the engine. It is supplied to the electronic control unit 76 or the electronic control unit 78 for shifting.

As shown in FIG. 4, the shift lever 72 has a P range, an R range,
Range, D and 4 ranges, 3 ranges, 2 and L ranges, and between the D range and 4 ranges, and between the 2 ranges and L ranges, so as to be operated in the lateral direction of the vehicle. A support mechanism is configured.

The engine electronic control unit 76 shown in FIG.
A so-called microcomputer having a PU, a RAM, a ROM, and an input / output interface.
The input signal is processed in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of, and various engine controls are executed. For example, the fuel injection valve 80 is controlled for controlling the fuel injection amount, and the igniter 8 is controlled for controlling the ignition timing.
2 is controlled, a bypass valve (not shown) is controlled for idle speed control, a second throttle valve 56 is controlled by a throttle actuator 54 for traction control, and the engine speed _NE is set in a preset overspeed range. (e.g., red zone) blocks the fuel injection valve 80 enters the by suppressing the increase in the more engine rotational speed N _E. The engine electronic control unit 76 is mutually communicably connected to the shift electronic control unit 78, and a signal necessary for one is appropriately transmitted from the other.

The shift electronic control unit 78 is also a microcomputer similar to the above, and the CPU processes input signals in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM, and the hydraulic control circuit 84 Drive each solenoid valve or linear solenoid valve. For example, the shift electronic control device 78 supplies a command value D _SLT for generating a throttle pressure P _TH having a magnitude corresponding to the opening degree θ _TH of the first throttle valve 52 to the linear solenoid valve SLT. The control pressure P _SLT corresponding to the value D _SLT is output. Also, a command value D for controlling the accumulating back pressure
_SLN is supplied to the linear solenoid valve _SLN to output a control pressure P _SLN corresponding to the command value D _SLN . Further, a command value D _SLU for controlling the engagement and disengagement of the lock-up clutch 24, the amount of slip, the direct control of the brake B3, and the release hydraulic pressure of the brake B3 during the 2 to 3 shift that is the clutch-to-clutch shift is linearly changed. It is supplied to the solenoid valve SLU, and outputs the control pressure P _SLU corresponding to the command value D _SLU. The shift electronic control device 78 also 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 θ _TH and the vehicle speed V from a shift diagram stored in advance. , The solenoid valves S1, S2,.
When S3 is driven to generate the engine brake, the solenoid valve S4 is driven.

FIG. 5 is a diagram showing a main part of the hydraulic control circuit 84. The 1-2 shift valve 90, 2-3 shift valves 92, 3
A -4 shift valve 94, a B2 release valve 96, a B3 control valve 98, a relay valve 100, and a B2 accumulator 102 are provided, and are controlled by the solenoid valves S1 to S4 and the linear solenoid valves SLU, SLN, SLT and the like. You.

The B3 control valve 98 is connected to the brake B3
The spool 104 adjusts the hydraulic pressure P _{B3 of the} brake B3 in accordance with the pressure applied by the hydraulic pressure P _B3 in the upward direction and the linear solenoid control pressure P _{SLU in} the downward direction. The hydraulic pressure P _{B2 of the} brake B2 is applied upward at the time of the 2 → 3 shift, which is disposed coaxially with the spool 104 and engages the brake B2 to release the brake B3. Plunger 106 to which control pressure P _SLU is applied downward
And the plunger 106 is brought into contact with the spool 104 by the application of the hydraulic pressure P _B2 of the brake B2 to operate in conjunction with the spool 104. B3 control valve 98
The, 2 → 3 shift upon via the switching not operated the 1-2 shift valve 90 D-range pressure P _D is supplied and pressurized hydraulic P _B3 is adjusted so as source pressure. Further, a relay valve 100 controlled by a hydraulic pressure P _B2 from the brake B2 is disposed between the B3 control valve 98 and the brake B3.

D connected to a manual shift valve (not shown) mechanically switched by a shift lever 72
Range pressure oil passage 108 branches via 1-2 shift valve 90, and one oil passage 108a is connected to relay valve 100 via 2-3 shift valve 92, and brake B3 Are connected to the oil passage 110. The other branched oil passage 108b is connected to the 3-4 shift valve 94, B2
The B3 control valve 98 is connected to the import 112 of the B3 control valve 98 via a release valve 96 and an oil passage 108c.
From the control valve 98 via the oil passage 114, the relay valve 10
Connected to 0.

Another D range pressure oil passage 116 connected to the manual shift valve is branched via a 2-3 shift valve 92, and one oil passage 116a is connected to an oil passage 118 of the brake B2 via an orifice. ing. This oil passage 118
Is connected to the oil passage 116a via the B2 release valve 96, the bypass oil passage 124, and the check valve,
It is connected to the B2 accumulator 102 via the orifice.

The 3-4 shift valve 94 is connected to the oil passage 108.
b, and the other 116b communicating and blocking, for applying a signal pressure P _S3 of the solenoid valve S3 to the spool end of the B2 release valve 96, is connected to the B2 release valve 96 through the oil passage 120.

The B2 release valve 96 is provided to form a bypass circuit that speeds up the drain of the hydraulic pressure of the B2 accumulator 102 at the end of releasing the brake B2.
Having a spring-loaded spool 122;
The signal pressure P _S3 of the solenoid valve S3 via the four-shift valve 94 is applied to the end of the spool 122, and the bypass oil passage 124 and the oil passage 1
18, the D range pressure oil passage 108b
Between the oil passage 108c and the oil passage 108d connected to the signal port at the end of the plunger 126, and the communication between the oil passage 108e and the oil passage 108c branched from the other D range pressure oil passage 108a. Perform cutoff.
Therefore, import 11 of B3 control valve 98
2, the 1-2 shift valve 90, the 2-3 shift valve 92, B
Oil passages 108a, 108e via a two-release valve 96,
And 108c, and 1-2 shift valves 90, 3
D range pressure P in two paths of oil paths 108b and 108c passing through a -4 shift valve 94 and a B2 release valve 96.
_D is supplied.

The B3 control valve 98 opens and closes the import 112 on one of two lands provided on the spool 104 by the feedback pressure applied to the end of the spool 104 via the feedback signal pressure import 128, and on the other hand, the drain port EX. Is opened and closed, and the oil pressure P _B3 of the oil passage 114 connected to the out port 130 is adjusted. The plunger 106 coaxially disposed with the spool 104 has a differential piston shape, and has a linear solenoid control pressure P _SLU at the diameter difference portion and 2 at the end face.
The hydraulic pressure P _B2 of the oil passage 118a connected to the oil passage 118 of the brake B2 is applied via the −3 shift valve 92, and the stroke range is such that the spool 104 can be brought into contact with and separated from the spool 104. The B3 control valve 98 is further provided with a plunger 126 for changing the spring load on the spool 104 on the side opposite to the plunger 106.
The oil passages 108d, B
2 release valve 96, and the oil passage 108b is applied and release of D range pressure P _D via is possible.

The relay valve 100 is a spring loaded spool-type directional control valve, hydraulic pressure P _B2 of the oil passage 118 to the spool end of the spring load side, also, the line pressure P _L is opposed to the other spool end To switch the communication between the oil passage 110 of the brake B3 and the oil passages 108a and 114.

Here, the pressure receiving area of the linear solenoid control pressure P _SLU of the B3 control valve 98 is 2 → as compared with 1 → 2 shift, 2 → 1 shift, and 3 → 2 shift.
Since it becomes large at the time of the third shift, it will be described with reference to the B3 control valve 98 'in FIG. The B3 control valve 98 'has a different spring load from the B3 control valve 98, but the relationship between the spool 104 and the plunger 106 is substantially the same. The pressure regulation function of the B3 control valve 98 'is 1 → 2, 2 →
At the time of 1 and 3 → 2 shifts, the linear solenoid control pressure P
_Adjust the oil pressure P _B3 within the _SLU oil pressure control range, and
It is only necessary to secure the torque capacity of. Therefore, assuming that the pressure receiving area of the end face of the plunger 106 is A ₁ , the pressure receiving area of the diameter difference part is A ₂ , the pressure receiving area of the diameter difference part of the spool 104 is A ₃ , and the pressure receiving area of the land end face is A ₄ , The hydraulic pressure P _B3 is represented by the following equation (1). P _B3 = A ₄ × P _SLU / A ₃ (1)

On the other hand, at the time of 2 → 3 shift, the oil pressure until the oil pressure P _{B2 of the} brake B2 overcomes the return spring force acts on the B3 control valve 98 ′.
Since the hydraulic pressure P _B3 must ensure torque capacity of the brake B3, the hydraulic pressure P _B3 of the brake B3 at the time '
Must maintain the torque capacity of the brake B3 while maintaining the relationship of the following equation (2). The pressure receiving area A ₄ ′ of the linear solenoid control pressure P _{SLU in} the equation (2) is (A ₄ + A ₂ ). Further, since it is conceivable that the hydraulic pressure P _B3 of the brake B3 temporarily drops due to the switching of the circuit at the time of the 2 → 3 shift, it is necessary to set the hydraulic pressure P _B3 high to compensate for this. The pressure receiving area of each part is determined so that the hydraulic pressure P _B3 satisfies the following expression (3). P _B3 ′ = (A ₄ ′ × P _SLU −A ₁ × P _B2 ) / A ₃ (2) P _B3 ′> P _B3 (3)

In the hydraulic control device configured as described above,
And 2 → 3 shift (clutch-to-clutch shift)
When the shift is performed and the shift output to the third shift stage is output,
The 2-3 shift valve 92 is shifted from the second shift stage to the third shift stage.
Can be switched to the side. As a result, the D range pressure P_DIs 2
-3 Shift from shift valve 92 through oil passages 116a and 118
To the B2 accumulator 102
Ton is accumulative pressure P _ACCBeing pushed against
The hydraulic pressure P_B2Is raised and at the same time brake B
Oil pressure (release pressure) P of 3_B3By the B3 control valve 98
The pressure is adjusted according to the above equation (2), and the linear solenoid control is performed.
Pressure P_SLUIs adjusted according to the hydraulic pressure P of the brake B2._B2
It decreases with the increase of. Accum back pressure P_ACC,
That is, the linear solenoid control pressure P_SLNDirective to control
Value D_SLNIs the clutch-to-clutch shift period (2 → 3
Speed period N) during the inertia phase_T
Of the throttle valve opening θ_THSet according to
Learning correction is performed so as to be within the target range. Also,
Oil pressure P for B3_B3, That is, the linear solenoid control pressure
P_SLUCommand value D for controlling_SLUIs the release of brake B3
Engine speed N caused by_EOvershoot
The amount is within a predetermined target range, for example, several tens of rp.
Learning correction is performed so as to be about m.

FIG. 7 is a functional block diagram for explaining a main part of a control function of the electronic control unit 78 for shifting. In the figure, an automatic shift determining means 158 determines a shift based on a running state of a vehicle, for example, an actual throttle valve opening θ _TH and a vehicle speed V from a well-known shift diagram, as a premise for executing an automatic shift. Execute

Clutch-to-clutch shift control means 160
When the clutch-to-clutch shift (2 → 3 shift) is determined by the automatic shift determining means 158, the brake B3, which is the disengaged hydraulic friction engagement device, has an engagement torque during the clutch-to-clutch shift period. The brake B2 so that the period during which the brake is applied and the period during which the brake B2, which is the hydraulic friction engagement device on the engagement side, has an engagement torque are overlapped.
The B3 oil pressure P _B3 that is decreased in 3 and the B2 oil pressure P _B2 that is increased in the brake B2 are controlled, for example, as shown in FIG. The B3 oil pressure P _B3 is determined by the characteristics of the 2-3 timing valve 98 and the command value D to the linear solenoid valve SLU.
Basically determined by _SLU . The B2 oil pressure P _B2 is basically determined by the characteristics of the accumulator 102 and the accumulator back pressure P _ACC applied to the back pressure chamber, that is, the command value D _SLN for controlling the linear solenoid control pressure P _SLN. .

When the predetermined learning allowable condition such as the throttle valve opening θ _TH being substantially constant is satisfied, the release-side hydraulic pressure learning control means 162 performs the clutch-to-clutch shift (2 → 3 shift) period. overshoot of the engine speed N _E that occurs is corrected by learning B3 hydraulic P _B3 in the brake B3 to be within a predetermined target range. For example, the release-side hydraulic pressure learning control means 162, N _OUT × i ₂ (second overshoot amount .DELTA.N _E of the engine rotational speed N _E as shown in FIG. 8 from the peak value of the engine rotational speed N _E detected by subtracting the gear ratio) of the gear stage, to determine the learning correction amount [Delta] D _SLU from the overshoot amount .DELTA.N _E is predetermined to be within a predetermined range arithmetic expression or data map or the like, the Learning correction amount Δ
Command value D _SLU during the next clutch-to-clutch gear shift by adding a D _SLU to the current command value D _SLU ^-1
By setting (= D _SLU ^-1 + ΔD _SLU ), the B3 oil pressure P _B3 basically determined by the clutch-to-clutch shift control means 160 is corrected. In the power-on upshift, the engine rotation speed N _E and the turbine rotation speed N _T (= C0 rotation speed N _C0 ) are substantially the same.
It can be obtained overshoot amount of the engine speed N _E at a turbine speed N _T as shown in FIG.

The learning possibility determination means 164 determines whether or not to perform the learning correction by the release hydraulic pressure learning control means 162 based on whether or not the running state of the vehicle satisfies a predetermined learning permission condition. This is basically because during the clutch-to-clutch (2 → 3) shift period, the engagement torque of the release-side brake B3 decreases and the engagement-side brake B2 decreases.
It intended to avoid the learning correction based on the overshoot amount .DELTA.N _E of the engine rotational speed N _E which is varied by factors other than the timing of the increase in the engagement torque of, as a learning tolerance conditions, for example, the following conditions ( a) to (k) are defined. (a) The change in the throttle valve opening θ _TH is within a predetermined range. (b) It is not the 2 → 3 shift during the 1 → 2 shift or the 2 → 3 shift during the downshift to the second shift speed. (c) The shift is not a 2 → 3 shift due to the shift lever 72 being operated from the L or 2 range to the 3 or D range. (d) the overshoot amount .DELTA.N _E of the engine rotational speed N _E is within the normal range set in advance. (e) No power-off (coasting) was performed between the 2 → 3 shift output and the inertia phase. (f) The oil temperature sensor 75 is normal. (g) The rotation change of the input shaft 20 or the output shaft 42 is normal. (h) The oil temperature T _OIL at the time of 2 → 3 shift output is within a preset normal range. (i) There is no slip of the drive wheels from the 2 → 3 shift output to the start of the inertia phase. (j) The traction control device is not operating between the 2 → 3 shift output and the start of the inertia phase. (k) The vehicle is not running on a rough road.

In the learning permissible condition (k), on a rough road, noise enters the rotation speed sensor for detecting the C0 rotation speed N _C0 (N _T ) and the output shaft rotation speed N _OUT , and the detection accuracy deteriorates. This is because erroneous learning may be performed by erroneously determining overshoot. Of determining whether the bad road or not, according to the flowchart shown in FIG. 10, for example, the engine rotational speed N _E of the overshoot amount _{ΔN E (= N E -N OUT} ×
This is performed depending on whether i ₂ ) has changed to a positive value or a negative value over a predetermined value within a predetermined time.

In step SB1 of FIG. 10, the shift output from the second shift stage to the third shift stage, that is, the hydraulic control circuit 8
It is determined whether or not the switching of the solenoid valve for switching 4 has been performed, and if 2 → 3 shift output has been performed, step S
Execute B2 and below. In step SB2, the flag F1,
F2 are both set to "0", and in step SB3, the flag F1 is set.
Is determined to be “1”. When the flag F1 is "1", the process from step SB6 is executed. However, since the value is initially "0", the engine rotational speed N _E is determined in step SB4.
It is determined whether or not the overshoot amount ΔN _E is smaller than a predetermined value −ΔN _E ^* . If ΔN _E <−ΔN _E ^* , the processing in step SB5 and subsequent steps is executed.
Execute Step 10. As ΔN _E ^* , for example, the upper limit value ΔN _Emax of the target range of the overshoot amount ΔN _E is set.

At step SB5, the flag F1 is set to "1".
And reset the timer TimA. In the next step SB6, it is determined whether or not ΔN _E > ΔN _E ^* .
_{If E} > ΔN _E ^* , the flag F2 indicating that the vehicle is traveling on a bad road is set to “1” in step SB7, and ΔN _E ≦ ΔN _E ^*
In the case of, step SB8 is executed. In step SB8, it is determined whether reaches a predetermined timer TimA is predetermined time A ^*, reaches the predetermined time A ^* Step S
At B9, the flag F1 is set to "0". That is, the overshoot amount .DELTA.N _E within a predetermined time A ^* from -ΔN _E ^* +
If it has changed to ΔN _E ^*, it is determined that the vehicle is traveling on a bad road, and the flag F2 is set to “1” in step SB7, whereby the learning correction of the B3 oil pressure P _B3 during the 2 → 3 shift is prohibited. Is done. Although the determination values in steps SB4 and SB6 differ only in positive and negative, different values may be set, or steps SB4 and SB6 may be interchanged.

At step SB10, it is determined whether or not the 2 → 3 shift has been completed, for example, based on whether or not N _E ≒ N _OUT × i ₃ (the speed ratio of the third shift stage). Step SB3 and subsequent steps are repeated until the shift is completed, but 2 →
When the three shifts have been completed, a series of signal processing for determining a bad road ends. Since the learning correction of the B3 oil pressure P _B3 is mainly performed based on the running state from the output of the 2 → 3 shift to the start of the inertia phase, the determination of the bad road is also performed until the start of the inertia phase. Is also good.

On the other hand, B3 hydraulic P _B3 is not greatly shifted to the low-pressure side engine rotational speed N _E is larger overshoot (Fukiageri), the accelerator pedal 50 hurriedly the driver
Normally, if the learning correction is prohibited due to the change in the throttle valve opening θ _TH , the overshoot occurs every time, causing a shock or reducing the durability of the friction engagement device. Or may be. For this reason, in this embodiment, the overshoot pre-judgment means 166 is provided, and the throttle valve opening θ _TH of (a) is 2 →
Whether or not learning is possible is determined based on a change from the output of the third shift to before the occurrence of overshoot.

FIG. 9 shows the brake B during the 2 → 3 shift.
3 is a flowchart illustrating learning control of hydraulic pressure P _B3 of _No. 3;
Steps SA2 to SA5 are executed by the learning possibility determination means 164, and among them, steps SA2 and SA3
Is executed by the pre-overshoot determining means 166. Step SA6 is the release-side hydraulic pressure learning control means 1
62.

In step SA1 in FIG. 9, whether a shift output from the second shift stage to the third shift stage, which is an upshift of the clutch-to-clutch, that is, switching of a solenoid valve for switching the hydraulic control circuit 84, etc., has been performed. It is determined whether or not a 2 → 3 shift output is performed, and the steps from SA2 onward are executed. In step SA2, it is determined whether or not the amount of change in the throttle valve opening θ _TH of the first throttle valve 52 operated by the accelerator pedal 50 is equal to or smaller than a predetermined value, specifically, a gray code (for example, 8) detected by the throttle sensor 64. It is determined whether there is no change in the (split), and if there is no change, step SA3 is executed. If there is a change in the gray code, the learning of the B3 oil pressure P _B3 during the current clutch-to-clutch shift is performed in step SA7. Prohibits correction.

At Step SA3, the engine speed N
Whether or not an overshoot of _E has occurred is determined, for example, by determining the amount of overshoot ΔN _E as the upper limit value Δ of a predetermined target range.
Determined by N _{Em ax} larger whether such will be executed immediately step SA5 or less when the overshoot occurs, if the overshoot does not occur executes Step SA4. The target range of the amount of overshoot ΔN _E is a relatively small range in which the driver is unlikely to return and operate the accelerator pedal 50 in a hurry, and before the determination in step SA3 becomes YES, the driver may cause the overshoot. Return the accelerator pedal 50 to step SA2.
There is no possibility that the determination is YES and the learning is prohibited.

In step SA4, it is determined whether or not the shift engagement, that is, the inertia phase has started, for example, by _NT <N _OUT ×
judged by whether it is i _2, etc., it repeats step SA2 below until the inertia phase starts. Step S
In A5, the permissible learning conditions other than the throttle valve opening θ _TH ,
That determines whether to satisfy all the conditions such as the (b) ~ (k), in step SA6 If satisfied, the throttle valve opening theta _TH depending on the size of the overshoot amount .DELTA.N _E While the learning correction of the B3 oil pressure P _B3 is performed using such parameters as parameters, if at least one learning allowable condition is not satisfied, step SA7 is executed to prohibit the current learning correction. The determination in step SA5 is made based on the running state until the inertia phase starts or the running state until the 2 → 3 shift is completed. Further, the learning correction of the B3 oil pressure P _B3 is performed not only when the overshoot amount ΔN _E exceeds the target range but also when the overshoot amount ΔN _E does not reach the target range.

As described above, in this embodiment, if the change amount of the throttle valve opening θ _TH before the occurrence of the overshoot is equal to or less than the predetermined value, the throttle valve opening θ _TH changes after the occurrence of the overshoot. However, since the learning correction of the B3 oil pressure P _B3 is performed, even if the accelerator pedal 50 is returned in a hurry due to a large overshoot (blowing up), the B3 oil pressure P _B3 is learned and corrected and the next overshoot is performed. Is suppressed.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, in the above-described embodiment, (a) to (k) are set as the learning allowable conditions, but these can be changed as appropriate, and the learning correction based on the running state before the overshoot occurs. Is determined based on the throttle valve opening θ _TH
It is also possible to carry out for running conditions other than the above.

In the above-described embodiment, the clutch-to-clutch shift achieved by releasing the brake B3 and engaging the brake B2 has been described. However, the clutch-to-clutch shift using another frictional engagement device is described. No problem.

In the above-described embodiment, the clutch-to-clutch shift is a shift from the second shift speed to the third shift speed, but may be a shift shift to another shift speed.

In the flowchart of FIG. 9 described above, steps may be added or the contents of the steps may be changed as long as the same control function is achieved.

[0055] Furthermore, to detect the throttle valve opening theta _TH and the overshoot amount .DELTA.N _E until the inertia phase starts,
After the occurrence of the inertia phase or after the end of the 2 → 3 shift, it may be determined whether or not the change in the throttle valve opening θ _TH is before the overshoot occurs to determine whether or not the learning correction is possible.

In the above embodiment, the overshoot amount Δ
Although N _E had the previous overshoot occurs until more than .DELTA.N _Emax, only may be used as pre-overshoot generation state of approximately 0 before overshoot amount .DELTA.N _E increases.

In the above-described embodiment, the electronic control unit 76 for the engine and the electronic control unit 78 for shifting are configured independently of each other. However, they may be configured by a common arithmetic control unit.

Although not specifically exemplified, 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 skeleton diagram illustrating a configuration of an automatic transmission for a vehicle including a hydraulic control device according to an embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between a combination of operations of a plurality of friction engagement devices and a shift speed established thereby in the automatic transmission of FIG. 1;

FIG. 3 is a block diagram including a hydraulic control circuit and an electric 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 a hydraulic control circuit of FIG. 3;

FIG. 6 is a diagram illustrating a B3 control valve of the hydraulic control circuit.

FIG. 7 is a functional block diagram for explaining a main part of a control function of the electronic control unit for shifting shown in FIG. 3;

FIG. 8 is a time chart for explaining a main part of the control operation of the electronic control unit for shifting shown in FIG. 3;

9 is a flowchart illustrating a specific control operation of a learning possibility determination unit in FIG. 7;

FIG. 10 is a flowchart illustrating a rough road determination routine executed by the shift electronic control device of FIG. 3;

[Explanation of symbols]

 10: Engine (power source) 14: Automatic transmission 162: Release-side hydraulic pressure learning control means 164: Learning availability determination means 166: Overshoot pre-determination means B2: Brake (second hydraulic friction engagement device) B3: Brake ( First hydraulic friction engagement device)

Claims (1)

[Claims] 1. A clutch-to-clutch shift in which the first hydraulic friction engagement device is disengaged and the second hydraulic friction engagement device is simultaneously engaged to upshift the power source rotational speed overshoot during the shift. Releasing-side hydraulic learning control means for learning and correcting the hydraulic pressure at the time of releasing the first hydraulic friction engagement device so that the amount becomes a predetermined amount; and a learning permissible condition in which the traveling state of the vehicle is a predetermined learning condition. A learning possibility determining means for determining whether or not to perform the learning correction by the release-side hydraulic learning control means depending on whether or not the following conditions are satisfied. For a predetermined traveling state of the vehicle, an overshoot for determining whether or not the learning correction is possible based on a traveling state before an overshoot of the power source rotational speed occurs. Hydraulic control apparatus for a vehicular automatic transmission, characterized in that it comprises a determination unit.