JP2017106522A - Controller of vehicular automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller capable of preventing deterioration of operability in a case where heat quantity of a frictional engagement device is equal to or more than a prescribed value during execution of engine stop control in deceleration travel.SOLUTION: When it is determined that during execution of engine stop control in deceleration travel, heating quantity of a clutch is equal to or more than a prescribed value, since deceleration S&S control of prohibiting slip control of the clutch is executed and in order to reactivate an engine, restoration from the engine stop control during the deceleration travel is performed, heating can be more suppressed by making the clutch into a slip state.SELECTED DRAWING: Figure 4

Description

  TECHNICAL FIELD The present invention relates to a control device for an automatic transmission for a vehicle, and more specifically, an engagement device in the automatic transmission that is performed in an engine stop control during deceleration traveling that stops an engine during deceleration traveling of the vehicle. The present invention relates to a control technique for prohibiting slip control of a motor.

  There is known a vehicle including an engine and an automatic transmission capable of switching a plurality of shift stages on a power transmission path between the engine and driving wheels. Such an automatic transmission includes a plurality of friction engagement devices, and the gear shift control device controls the engagement and release of these friction engagement devices in accordance with predetermined conditions, thereby switching the plurality of shift stages. That is, a shift is performed.

  For example, in Patent Document 1, when a shift from the current shift speed to the target shift speed is executed, the amount of heat generated by the friction engagement device caused by the shift is predicted before the start of the shift, and the friction engagement at the end of the shift is performed. A technique for predicting a thermal load state (temperature) of an apparatus and determining a shift mode based on the predicted thermal load state is disclosed. As a result, when the predicted thermal load state of the frictional engagement device becomes a predetermined state, the shift is performed in a shift mode with a small amount of heat generated by shortening the time required for fastening the frictional engagement device. Since the tolerance can be increased, the deterioration of drivability can be suppressed.

JP 2009-79714 A

  By the way, during coasting with the accelerator off, so-called coasting, engine stop control during deceleration traveling is performed to automatically stop engine operation when the vehicle is decelerating and the vehicle is at or above a preset vehicle speed. ing. In the engine stop control during the deceleration traveling, the fuel supply to the engine is stopped in a traveling state that does not require the driving force of the engine. In the present specification, the engine stop control during deceleration traveling is also referred to as deceleration S & S control (deceleration stop and start control). During execution of the engine stop control during the deceleration traveling, the automatic transmission provided between the engine and the drive wheels is brought into a slip state to reduce drag of the stopped engine, and further restart the engine. Control for early power transmission is performed. In this specification, such control is referred to as deceleration S & S slip control. In the deceleration S & S slip control, at least one of the clutches and brakes engaged to achieve the shift stage of the automatic transmission when the engine is stopped is automatically put into a slip state. The transmission is in a slip state.

  In this deceleration S & S slip control, the friction engagement device is brought into a slip state (half-engagement state), and thus friction heat may be generated due to a difference in rotational speed between both ends thereof. It is not preferable in terms of performance that the friction material of the friction engagement device is in a high heat state. Therefore, when the technique described in Patent Document 1 is applied and the amount of heat generated by the friction engagement device becomes equal to or greater than a predetermined value, the friction engagement that has been in the slip state upon return from the deceleration S & S slip control is performed. Although it is conceivable to suppress the heat generation by promptly engaging the device, the time required to engage the clutch is reduced in the state where the rotational speed difference between the input side rotational speed and the output side rotational speed of the friction engagement device is large. Therefore, it is assumed that a relatively large engagement shock occurs and the drivability is lowered.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is when the amount of heat generated by the friction engagement device exceeds a predetermined value during execution of engine stop control during deceleration traveling. Another object of the present invention is to provide a control device for an automatic transmission for a vehicle that can both suppress further heat generation in the friction engagement device and prevent deterioration in drivability.

  The gist of the present invention is a vehicle including an engine and an automatic transmission that shifts by engagement and release of a friction engagement device, when the vehicle is traveling at a reduced speed and the vehicle is at or above a predetermined determination vehicle speed. A control device for an automatic transmission for a vehicle that executes engine stop control during decelerating travel that causes a predetermined friction engagement device to slip so as to temporarily stop the engine and place the automatic transmission in a neutral state. When the heat generation amount of the predetermined friction engagement device becomes a predetermined value or more during execution of the engine stop control during the deceleration traveling, slip control of the friction engagement device is prohibited and the engine is restarted There is to make it.

  In this way, when the engine stop control is being executed during deceleration traveling and the heat generation amount of the friction engagement device exceeds a predetermined value, the slip control of the friction engagement device is prohibited and the engine is turned off. Since the restart from the engine stop control during the deceleration traveling that is restarted is performed, further heat generation due to slipping of the friction engagement device can be suppressed.

  Preferably, when the engine stop control during the deceleration traveling is being executed and the heat generation amount of the friction engagement device becomes equal to or greater than a predetermined value, a determination vehicle speed for ending the engine stop control during the deceleration traveling is set. The heat generation amount is set lower than when the heat generation amount is less than a predetermined value. In this way, since the vehicle speed at the time of return from the engine stop control during deceleration traveling is low, even when the slip control of the friction engagement device is prohibited and the engine is restarted, The shock can be reduced.

  Preferably, the vehicle speed at the time of return from the engine stop control during the deceleration traveling is determined based on at least one of an oil temperature, a vehicle speed, and a heat generation amount of the engagement device. In this way, since the determination vehicle speed is determined according to the vehicle state, it is possible to execute the engine stop control while decelerating to the lowest possible speed according to the vehicle state, thereby reducing fuel consumption and reducing shock at the time of return. Can be achieved.

1 is a skeleton diagram illustrating a configuration of an automatic transmission provided in a vehicle to which the present invention is applied. 2 is an operation table for explaining combinations of operations of friction engagement devices when a plurality of gear stages of the automatic transmission of FIG. 1 are established. It is a block diagram explaining the principal part of the electrical control system provided in the vehicle in order to control an automatic transmission etc. It is a flowchart which shows control of the automatic transmission in one Embodiment of this invention. It is a block diagram explaining the principal part of the electrical control system provided in the vehicle in order to control an automatic transmission etc. It is a flowchart which shows control of the automatic transmission in one Embodiment of this invention. It is a flowchart which shows control of the automatic transmission in one Embodiment of this invention.

  An embodiment of the present invention will be described below with reference to the drawings.

  FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission 12 provided in a vehicle 10 to which the present invention is applied. FIG. 2 is an operation table for explaining the operation state of the friction engagement device when a plurality of gears of the automatic transmission 12 are established. This automatic transmission 12 is suitably used for an FF vehicle mounted in the left-right direction (horizontal) of the vehicle 10, and is a transaxle case 14 (hereinafter, case 14) as a non-rotating member attached to the vehicle body. Inside, a first transmission unit 18 mainly composed of a single pinion type first planetary gear device 16, a double pinion type second planetary gear device 20, and a single pinion type third planetary gear device 22 are mainly used. As a Ravigneaux-type second transmission unit 24 on a common axis A, and the input shaft 26 is rotated and output from the output gear 28. The input shaft 26 corresponds to an input rotating member of the automatic transmission 12. In this embodiment, the input shaft 26 is a turbine shaft of a torque converter 32 as a fluid transmission device that is rotationally driven by an engine 30 that is a driving force source for traveling. It is configured integrally with. The output gear 28 corresponds to an output rotating member of the automatic transmission 12, and is connected to a differential gear device 34, which will be described later, so that power can be transmitted. In this embodiment, for example, in order to transmit power to the differential gear unit 34 shown in FIG. 3, the output gear 28 meshes with the counter driven gear to form a counter gear pair, and functions as a counter drive gear. Yes. The counter drive gear is coaxially formed with the differential drive pinion, and the differential drive pinion is engaged with the differential ring gear 35 to constitute a final gear pair. The output of the engine 30 is driven to the left and right through the vehicle power transmission device 11 including the torque converter 32, the automatic transmission 12, the differential gear device 34, the pair of axles 36, and the like thus configured. It is transmitted to the wheel 38 (see FIG. 3). Note that the automatic transmission 12 and the torque converter 32 are configured substantially in contrast to the center line (axial center) A, and the lower half of the axial center A is omitted in the skeleton diagram of FIG.

  The torque converter 32 includes a pump impeller 32p connected to the crankshaft 31 of the engine 30, a turbine impeller 32t connected to the automatic transmission 12 via a turbine shaft (corresponding to the input shaft 26) of the torque converter 32, and The stator impeller 32s is prevented from rotating in one direction by a one-way clutch, and power is transmitted between the pump impeller 32p and the turbine impeller 32t via a fluid. That is, in the torque converter 32 of the present embodiment, the pump impeller 32p corresponds to the input rotating member, and the turbine impeller 32t corresponds to the output rotating member, and the power of the engine 30 is transferred to the automatic transmission 12 side via the fluid. Communicated. A lock-up clutch 33 is provided between the pump impeller 32p and the turbine impeller 32t, that is, the input / output member of the torque converter 32 can be directly connected therebetween. Further, the pump impeller 32p is supplied with an operating hydraulic pressure as a source pressure for controlling the shift of the automatic transmission 12, controlling the operation of the lockup clutch 33, or supplying lubricating oil to each part. A mechanical oil pump 40 generated by being driven to rotate by 30 is connected.

  The automatic transmission 12 corresponds to the combination of any one of the rotation states (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 18 and the second transmission unit 24. Six forward gear stages (forward shift stages) from the first gear stage “1st” to the sixth gear stage “6th” are established, and the reverse gear stage (reverse shift stage) of the reverse gear stage “R” is established. It is done. As shown in FIG. 2, for example, in the forward gear stage, the first speed gear stage is engaged by the engagement of the clutch C1 and the brake B2, and the second speed gear stage is engaged by the engagement of the clutch C1 and the brake B1, and the clutch C1 is engaged. The third gear is set by engagement with the brake B3, the fourth gear is set by engagement of the clutch C1 and the clutch C2, and the fifth gear is set by engagement of the clutch C2 and the brake B3. The sixth gear is established by engaging the brake B1. Further, the reverse gear stage is established by the engagement of the brake B2 and the brake B3, and the clutch C1, C2 and the brakes B1 to B3 are all released to be in the neutral state.

  The operation table of FIG. 2 summarizes the relationship between the gears and the operation states of the clutches C1, C2 and the brakes B1 to B3, where “◯” indicates engagement and “◎” indicates engine braking only. Represents engagement. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first gear stage “1st”, it is not always necessary to engage the brake B2 at the time of start (acceleration). That is, only the clutch C1 needs to be engaged at the time of start, and this clutch C1 functions as a start clutch. Further, when the transmission is put into a slip state in the deceleration S & S slip control described later, at least one clutch or brake can be slipped. For example, the first speed or the first speed in the automatic transmission 12 immediately before the execution of the deceleration S & S slip control. When the fourth gear is established, the clutch C1 may be in a semi-engaged state, that is, a slip state. In the following description, it is assumed that the clutch C1 is brought into the slip state during the deceleration S & S slip control. Note that the present invention is not limited to such a mode. For example, when the fifth to sixth gears are established in the automatic transmission 12 immediately before execution of the deceleration S & S slip control, the clutch C2 is caused to slip. Thus, the deceleration S & S slip control may be executed.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) as the friction engagement devices are engaged by a hydraulic actuator such as a multi-plate clutch or a brake. A hydraulic friction engagement device to be controlled. Then, the engagement, half-engagement (slip), and release state of each clutch C and brake B are switched by excitation, non-excitation, and current control of the linear solenoid valves SL1 to SL5 (see FIG. 3) in the hydraulic control circuit 110. At the same time, the transient engagement hydraulic pressure at the time of transition between these states is controlled.

  FIG. 3 is a block diagram for explaining a main part of an electrical control system provided in the vehicle 10 for controlling the engine 30, the automatic transmission 12, and the like. In FIG. 3, the vehicle 10 includes a deceleration S & S control that stops the engine 30 when a predetermined condition is satisfied during deceleration traveling, and a clutch C1 that stops the engine 30 during traveling during the deceleration S & S control. Is provided with an electronic control unit 50 that executes deceleration S & S slip control and the like for slipping (semi-engagement). The electronic control unit 50 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, for example. The CPU is stored in a ROM or the like in advance using a temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing according to the program. For example, the electronic control unit 50 performs output control of the engine 30, shift control of the automatic transmission 12, torque capacity control of the lockup clutch 33, and the like, and engine control for engine control is performed as necessary. The apparatus and the hydraulic control device for controlling the shift of the automatic transmission 12 are divided.

The electronic control unit 50 includes, for example, a signal representing the hydraulic oil temperature T _OIL (° C.) that is the temperature of the hydraulic oil (for example, a known ATF) in the hydraulic control circuit 110 detected by the hydraulic oil temperature sensor 52, an accelerator opening sensor. 54, a signal representing the accelerator opening degree Acc (%), which is an operation amount of the accelerator pedal 56 as a required amount (driver required amount) for the vehicle 10 detected by the driver, and an engine 30 detected by the engine speed sensor 58. , A signal representing the engine rotational speed N _E (rpm), a signal representing the cooling water temperature T _W (° C.) of the engine 30 detected by the cooling water temperature sensor 60, and the engine 30 detected by the intake air amount sensor 62. , A signal representing the intake air amount Q / N of the engine, and the throttle opening degree of the electronic throttle valve detected by the throttle valve opening degree sensor 64 Torr valve signal representing the opening degree θ _TH (%), a signal representative of the detected vehicle speed V (km / h) output rotational speed is the rotational speed of the corresponding output gear 28 to the _N OUT (rpm) by the vehicle speed sensor 66, A signal indicating the operation (brake on) B _ON of the foot brake pedal 70 indicating that the foot brake, which is the service brake being operated (depressing operation), is detected by the brake switch 68, and the shift lever 74 detected by the lever position sensor 72 A signal representing a lever position (operation position, shift position) _PSH of the turbine, and a turbine rotational speed N _T (that is, a rotational speed of the input shaft 26) which is a rotational speed of the turbine shaft of the torque converter 32 detected by the turbine rotational speed sensor 76. A signal representing a certain input rotational speed N _IN ) (rpm) is supplied.

Further, the electronic control unit 50, for example, as an engine output control command signal S _E for the output control of the engine 30, driving signals to a throttle actuator for controlling the opening and closing of the electronic throttle valve in accordance with the accelerator opening Acc In addition, an injection signal for controlling the fuel injection amount injected from the fuel injection device, an ignition timing signal for controlling the ignition timing of the engine 30 by the igniter, and the like are output. Further, for example, as a hydraulic control command signal S _P output for shift control of the automatic transmission 12, in order to switch the gear stage of the automatic transmission 12, for controlling the engagement hydraulic pressure supplied to the clutch C and brake B The valve command signal (hydraulic command signal, hydraulic command value, drive signal) for controlling the excitation and non-excitation of the linear solenoid valves SL1 to SL5 provided in the hydraulic control circuit 110 and the line hydraulic pressure are regulated. A hydraulic pressure command signal to the linear solenoid valve SLT for control is output. Further, as one of the clutch C or the slip control command signal S _L to slip brake B, the order of driving one of the solenoid valves SL1 to SL5 correspond to the clutch C or the brake B to try to the slip The hydraulic pressure command signal is output to the hydraulic pressure control circuit 110.

  Further, the shift lever 74 is disposed in the vicinity of the driver's seat, for example, and is manually moved to five lever positions “P”, “R”, “N”, “D”, or “S” as shown in FIG. It is designed to be operated.

  The “P” position (range) releases a power transmission path in the automatic transmission 12, that is, a neutral state (neutral state) in which the power transmission in the automatic transmission 12 is interrupted, and is mechanically output by the mechanical parking mechanism. This is a parking position (position) for preventing (locking) the rotation of 28. The “R” position is a reverse travel position (position) for making the rotation direction of the output gear 28 of the automatic transmission 12 reverse. The “N” position is a neutral position (position) for achieving a neutral state in which power transmission in the automatic transmission 12 is interrupted. Further, the “D” position is a shift range (D range) that allows the automatic transmission 12 to change gears, and the automatic shift is performed using all the forward gears from the first gear stage “1st” to the sixth gear stage “6th”. This is the forward travel position (position) for executing the control. The “S” position is a forward travel position (position) that allows manual shifting by switching among a plurality of types of shift ranges that limit the range of change of the gear stage, that is, a plurality of types of shift ranges with different gear stages on the maximum vehicle speed side. is there.

  The “D” position is an automatic transmission mode that is a control mode in which automatic transmission control is performed in a range of, for example, a first gear to a sixth gear as shown in FIG. The “S” position is a lever position to be selected, and the automatic transmission control is executed within a range not exceeding the highest speed gear of each shift range of the automatic transmission 12 and the shift changed by manual operation of the shift lever 74 It is also a lever position for selecting a manual shift mode that is a control mode in which the manual shift control is executed based on the range (that is, the highest speed gear stage).

  In this embodiment, when the shift lever 74 is operated to the “S” position, the shift range on the highest speed side is set (shift range fixed), but based on the operation of the shift lever 74. The gear position (gear stage) may be designated (gear stage fixed). In this case, every time a manual shift operation is performed in the automatic transmission 12, the shift control is executed so that a desired gear stage corresponding to the operation is obtained.

  In the automatic transmission 12, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. In the shift control of the automatic transmission 12, a so-called clutch-to-clutch shift is performed by, for example, re-engaging the disengagement side frictional engagement device and the engagement side frictional engagement device of the clutch C and brake B involved in the shift. The At the time of this clutch-to-clutch shift, the release transient engagement hydraulic pressure of the release side frictional engagement device and the engagement side frictional engagement device of the engagement side frictional engagement device are set so that the shift is executed as quickly as possible while suppressing the shift shock. The engagement transient engagement hydraulic pressure is appropriately controlled. For example, as shown in the engagement operation table of FIG. 2, in the upshift from the 3rd speed to the 4th speed, the brake B3 is disengaged and the clutch C2 is engaged, so that the brake B3 disengagement transient is suppressed so as to suppress the shift shock. The hydraulic pressure and the engagement transient hydraulic pressure of the clutch C2 are appropriately controlled.

  In FIG. 3, the electronic control unit 50 functions as a main part of the control function of the engine stop control unit 148 during deceleration traveling, the heat generation amount calculation unit 150, the heat generation amount determination unit 152, the slip inhibition control unit 156, and the ENG return control unit 158. Have. While the vehicle is decelerating, the engine stop control unit 148 determines that a predetermined condition, for example, the vehicle speed is equal to or higher than the predetermined speed and the accelerator pedal is off, and the engine 30 is temporarily stopped to temporarily stop the engine 30. Execute engine stop control. The engine stop control during deceleration traveling includes deceleration S & S control for stopping the engine 30 during deceleration traveling, deceleration S & S slip control for stopping the engine 30 during deceleration traveling, and slipping the clutch C1. And a control for releasing the clutch C1 and shutting off the power transmission between the engine 30 and the drive wheels 38.

The heat generation amount calculation unit 150 calculates the heat generation amount Q _C1 in the clutch _{C1 based} on, for example, the pressing force F _C1 (MPa) of the clutch C1 and the differential rotational speed v _dC1 (rpm) of the clutch C1. Here, the pressing force of the clutch C1 is an estimated pressing force estimated by using a valve command signal (hydraulic command signal, hydraulic command value, drive signal) as a parameter. Further, the rotational speed difference of the clutch C1 is output rotation speed is the rotation speed of the input rotational speed N _IN is the rotational speed of the input side rotation speed or input shaft 26 of the clutch C1, the output-side rotational speed, that the output gear 28 It is calculated as a rotational speed difference from the rotational speed of the sun gear S3 calculated from N _OUT based on the gear ratio. Specifically, the heat generation amount calculation unit 150 repeatedly calculates a heat generation amount ΔQ _C1 (J) of the clutch C1 per predetermined unit time, and calculates the heat generation amount ΔQ _C1 (J) per unit time in advance. The accumulated heat generation amount ΣQ _C1 of the clutch C1 at a preset predetermined time td is calculated by sequentially integrating until reaching the set predetermined time td. This integrated heat generation amount ΣQ _C1 is set as a heat generation amount Q _C1 of the clutch C1. The predetermined time td is determined so as to include, for example, heat that affects the temperature of the clutch C1 at a certain point in time in the past heat generation of the clutch C1.

The heat generation amount determination unit 152 determines whether or not the integrated heat generation amount ΣQ _C1 obtained by the heat generation amount calculation unit 150 exceeds a _preset heat generation amount threshold value Q _C1th . When it is determined that the integrated heat generation amount ΣQ _C1 exceeds the threshold value Q _C1th , a control command for prohibiting deceleration S & S slip control is output to the slip prohibiting control unit 156.

  The slip prohibition control unit 156 executes the deceleration S & S slip control for stopping the engine and slipping the clutch C1 during a predetermined deceleration travel based on the control command for prohibiting the deceleration S & S slip control output from the heat generation amount determination unit 152. Is prohibited. Specifically, for example, when the control command for prohibiting the deceleration S & S slip control is issued during the execution of the deceleration S & S slip control, the control for prohibiting the slip control for slipping the clutch C1 is executed. In other words, the deceleration S & S control is executed instead of the deceleration S & S slip control. In this case, the clutch C1 is released.

  The engine return control unit 158 performs the deceleration S & S control or the deceleration when the deceleration S & S control and the deceleration S & S slip control are satisfied while the deceleration S & S control is being executed or the deceleration S & S slip control is being executed. The engine 30 is restarted with the end of the S & S slip control. Further, the clutch C1 that has been released or slipped for execution of the deceleration S & S control or the deceleration S & S slip control is returned to the engaged state.

  FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control unit 50, which is repeatedly executed.

In a step (hereinafter, “step” is omitted) S1 corresponding to the function of the heat generation amount calculation unit 150, a friction engagement device heat generation amount count command is output, and calculation (counting) of the heat generation amount Q _C1 of the clutch C1 is started. Is done. The calorific value Q _C1 of the clutch _C1 is calculated based on, for example, the pressing force F _C1 (MPa) of the clutch C1 and the differential rotational speed v _dC1 (rpm) of the clutch C1. Specifically, for example, the relationship of the calorific value ΔQ _C1 per unit time with the pressing force F _C1 and the differential rotational speed v _dC1 is obtained in advance by experiment or simulation in the form of a map, graph, or relational expression. The amount of heat generation ΔQ _C1 per unit time of the clutch C1 obtained by applying the values of the actual pressing force F _C1 and the differential rotational speed v _dC1 to this relationship is obtained. This process is repeated, and the obtained heat generation amount ΔQ _C1 (J) per unit time is sequentially integrated until the predetermined time td is reached, thereby integrating the heat generation amount ΣQ of the clutch C1 at the predetermined time td. the _C1, calculated as the calorific value _{Q C1} of the clutch C1.

  In S2, after starting the counting of the amount of heat generated by the clutch C1 in S1, it is determined whether or not the start of the engine stop control during deceleration traveling is determined, specifically, whether or not the operation signal is turned on. The Specifically, when the vehicle is in a predetermined deceleration traveling state, the start of engine stop control during deceleration traveling is determined. When it is determined that the engine stop control is started during the deceleration traveling, the determination in S2 is affirmed and S3 and subsequent steps are executed. On the other hand, if the start of engine stop control during deceleration traveling is not determined, this step is repeatedly executed until the determination in S2 is affirmed, and the process waits until the start of engine stop control during deceleration traveling is determined.

In S3 corresponding to the heat generation amount determination unit 152, it is determined whether or not the heat generation amount Q _C1 of the clutch C1 exceeds a predetermined heat generation amount threshold value Q _C1th . If the heat generation amount Q _C1 exceeds the predetermined heat generation amount threshold value Q _C1th , the determination in this step is affirmed and S7 and subsequent steps are executed, while the heat generation amount Q _C1 exceeds the predetermined heat generation amount threshold value Q _C1th. If not, the determination in this step is denied and S4 is executed.

  In S4 corresponding to the engine stop control unit 148 during the deceleration traveling, the deceleration S & S slip control is executed. That is, the engine 30 is stopped and the clutch C1 is in the slip state.

  S5 and S6 correspond to the engine return control unit 158. Among these, in S5, it is determined whether or not the termination condition of the deceleration S & S slip control executed in S4 is satisfied. Specifically, for example, when a predetermined end condition is satisfied, for example, when the vehicle speed V of the vehicle 10 falls below the minimum vehicle speed at which deceleration S & S slip control can be performed, or when the accelerator pedal 56 is depressed. The deceleration S & S operation signal is turned OFF, the determination in this step is affirmed, and the subsequent S6 is executed. If the predetermined termination condition is not satisfied, the determination at this step is denied and the determination at this step is repeatedly executed.

  S6 is a step executed when the determination of S5 is affirmative, that is, when the deceleration S & S slip control is terminated, and the engine output control command signal SE is output from the electronic control unit 50, and the engine is restarted. At the same time, the clutch C1 in the slip state is returned to the engaged state. That is, the deceleration S & S slip control is terminated, and this routine is terminated.

If S3 of the determination is affirmative, i.e., if the calorific value Q _C1 of the clutch C1 is determined to exceed a predetermined heating value threshold Q _C1th, S7 is executed corresponding to the function of the slip prohibition control unit 156 . In S7, the deceleration S & S slip control prohibition flag is set to ON, and execution of the deceleration S & S slip control is prohibited. This is to suppress further heat generation of the clutch C1 by the deceleration S & S slip control.

  In S8 corresponding to the engine stop control unit 148 during decelerating travel, execution of the engine stop control during decelerating travel is determined in S2 described above, while execution of deceleration S & S slip control is prohibited in S7. Deceleration S & S control is executed. In the deceleration S & S control executed in this step, the engine 30 is stopped, while the clutch C1 is not in the slip state, but is in the fully released state, for example.

  Subsequent S9 and S10 correspond to the engine return control unit 158. First, in S9, it is determined whether the termination condition of the deceleration S & S control executed in S8 is satisfied. Specifically, for example, when a predetermined end condition is satisfied, for example, when the vehicle speed V of the vehicle 10 falls below the minimum vehicle speed at which deceleration S & S slip control can be performed, or when the accelerator pedal 56 is depressed. The deceleration S & S operation signal is turned OFF, the determination in this step is affirmed, and the subsequent S6 is executed. If the predetermined termination condition is not satisfied, the determination at this step is denied and the determination at this step is repeatedly executed.

  S10 and S11, which are executed when the determination of S9 is affirmed, that is, when the deceleration S & S control is terminated, correspond to the slip inhibition control unit 156. In S10, an engine output control command signal SE is output from the electronic control unit 50, the engine is restarted, and the clutch C1 that has been completely released is returned to the engaged state. That is, the deceleration S & S control is terminated.

  In S11, the deceleration S & S slip control prohibition flag that was turned on in S7 is turned off. This prepares the contents of the flag in the initial state in preparation for re-execution of this flowchart. When S11 ends, this routine ends.

As described above, in the electronic control unit 50 of the vehicle automatic transmission 12 according to the present embodiment, the deceleration is performed as the engine stop control during deceleration traveling when the heat generation amount Q _C1 of the clutch C1 is determined to be equal to or less than the predetermined threshold value Q _C1th. While S & S slip control is executed, deceleration S & S control prohibiting slip control of clutch C1 as engine stop control during deceleration traveling when it is determined that the amount of heat generation Q _{C1 of} clutch C1 has become _{equal to} or greater than a predetermined threshold value Q _C1th Is executed. In this case, in any case, it is possible to reduce fuel consumption by stopping the engine 30 during deceleration traveling, and it is determined that the heat generation amount Q _C1 of the clutch _C1 is equal to or less than a predetermined threshold value Q _C1th. In this case, since the clutch C1 is controlled to be in the slip state, when the engine 30 is restarted when returning from the deceleration S & S slip control, the difference in rotational speed between the input side and the output side of the clutch C1 is small. to be done in a state, while being suppressed in occurrence of shift shock, when the calorific value Q _C1 of the clutch C1 is determined to equal to or greater than a predetermined threshold Q _C1th, since the slipping state of the clutch C1 is inhibited Further heat generation of the clutch C1 can be suppressed.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

FIG. 5 is a block diagram for explaining a main part in another aspect of the electrical control system provided in the vehicle 10 for controlling the automatic transmission 14 and the like, and corresponds to FIG. The electronic control device 50 in FIG. 5 is different from that in FIG. 3 in that it has a map switching control unit 160. The map switching control unit 160 switches the vehicle speed map based on the determination in the heat generation amount determination unit 152, that is, whether or not the heat generation amount Q _C1 of the clutch C1 is _{equal to} or greater than a predetermined threshold value Q _C1th . The vehicle speed map is a map that defines a range of the vehicle speed V in which the engine stop control during the deceleration traveling can be executed as one of the execution requirements for the engine stop control during the deceleration traveling. Specifically, the vehicle speed map switching control unit 160 decelerates to a vehicle speed V on the lower vehicle speed side when the heat generation amount Q _C1 of the clutch C1 is equal to or greater than a predetermined threshold value Q _C1th , compared to the case where it is not. Switch to a vehicle speed map that can execute middle engine stop control. In the present embodiment, the engine stop control unit 148 during deceleration traveling and the engine return control unit 158 determine the start and end of engine stop control during deceleration traveling based on the vehicle speed map switched by the map switching control unit 160.

  FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control unit 50 in the present embodiment, and corresponds to FIG. 4 of the first embodiment. The flowchart shown in FIG. 6 differs from the flowchart of FIG. 4 in that S28 and S33, which are steps corresponding to the map switching control unit 160 in FIG. 5 described above, are provided. Note that S21, S22, S23, S25, S27, S30, and S32 in the flowchart of FIG. 6 respectively correspond to S1, S2, S3, S5, S7, S9, and S11 in the flowchart of FIG. Therefore, detailed description thereof is omitted.

In S21 corresponding to the function of the heat generation amount calculation unit 150, calculation (counting) of the heat generation amount Q _C1 of the clutch C1 is started, and the integrated heat generation amount ΣQ _C1 of the clutch C1 at a preset predetermined time td is It is calculated as the calorific value _{Q C1.}

  In S22, when the vehicle is in a predetermined deceleration traveling state, the start of engine stop control during deceleration traveling is determined. When it is determined that the engine stop control is started during the decelerating traveling, the determination in S22 is affirmed and S23 and subsequent steps are executed. On the other hand, if the start of engine stop control during deceleration traveling is not determined, this step is repeatedly executed until the determination in S22 is affirmed, and the process waits until the start of engine stop control during deceleration traveling is determined.

In S23 corresponding to the heat generation amount determination unit 152, it is determined whether or not the heat generation amount Q _C1 of the clutch C1 exceeds a predetermined heat generation amount threshold value Q _C1th . When the heat generation amount Q _C1 exceeds the predetermined heat generation amount threshold value Q _C1th , the determination in this step is affirmed, and the control after the step S27 is executed as control when the clutch C1 is in a high temperature state, while the heat generation amount Q _C1. If the predetermined heat generation amount threshold value Q _C1th is not exceeded, the determination in this step is denied, and S24 and subsequent steps are executed.

  In S24 corresponding to the engine stop control unit 148 during the deceleration traveling, the engine stop control during the deceleration traveling is executed. In the present embodiment, the deceleration S & S control is executed as the engine stop control during deceleration traveling executed in S24. That is, the engine 30 is stopped and the clutch C1 is completely released.

  S25 and S26 correspond to the engine return control unit 158. Among these, in S25, it is determined whether or not the termination condition of the deceleration S & S control executed in S24 is satisfied. If the predetermined end condition is satisfied, the deceleration S & S operation signal is turned OFF, the determination in this step is affirmed, and the subsequent S26 is executed. If the predetermined termination condition is not satisfied, the determination at this step is denied and the determination at this step is repeatedly executed.

S26 is a step executed when the determination of S25 is affirmative, that is, when the deceleration S & S control is terminated, and the engine output control command signal SE is output from the electronic control unit 50, and the engine is restarted. At the same time, the clutch C1 that has been released is returned to the engaged state. That is, the deceleration S & S control is terminated, and this routine is terminated. At this time, the clutch C1 is brought into the engaged state from the released state through the slip state. As a result, it is possible to reduce the influence of a shock generated on the vehicle when the clutch C1 is switched from the released state to the engaged state. In S23, since it is not determined that the heat generation amount Q _C1 of the clutch C1 does not exceed the predetermined heat generation amount threshold value Q _C1th , the clutch C1 is considered to be in a state (for example, temperature) that allows the slip state. It is done.

If it is determined in S23 that the heat generation amount Q _C1 of the clutch C1 exceeds the predetermined heat generation amount threshold value Q _C1th , S27 corresponding to the function of the slip inhibition control unit 156 is executed. In S27, the deceleration S & S slip control prohibition flag is set to ON, and execution of slip control of the clutch C1 during execution of engine stop control during deceleration traveling is prohibited. This is to prevent the clutch C1 from further generating heat by slipping the clutch C1.

In S28 corresponding to the map switching control unit 160, instead of the normal vehicle speed map, a vehicle speed map for the case where the heat generation amount Q _C1 of the clutch C1 is _{equal to} or greater than a predetermined threshold value Q _C1th (hereinafter referred to as “high temperature map”). "). The vehicle speed map defines the vehicle speed at which engine stop control can be performed during deceleration traveling. The high temperature map executes engine stop control during deceleration traveling to a lower speed than the normal vehicle speed map. It is possible.

  In S29 corresponding to the engine stop control unit 148 during deceleration traveling, deceleration S & S control is executed as engine stop control during deceleration traveling that has been determined to be performed in S22 described above. That is, the engine 30 is stopped and the clutch C1 is completely released.

  Subsequent S30 and S31 correspond to the engine return control unit 158. First, in S30, it is determined whether or not the deceleration S & S control end condition executed in S29 is satisfied. If the predetermined end condition is satisfied, the deceleration S & S operation signal is turned OFF, the determination in this step is affirmed, and the subsequent S31 is executed. If the predetermined termination condition is not satisfied, the determination at this step is denied and the determination at this step is repeatedly executed.

  Among S31 to S33 executed when the deceleration S & S control is terminated, in S31, the engine output control command signal SE is output from the electronic control unit 50, the engine is restarted, and the fully released state is set. The engaged clutch C1 is returned to the engaged state. That is, the deceleration S & S control is terminated. At this time, the clutch C1 in the released state is brought into the engaged state without being brought into the slip state. This causes a shock associated with the engagement of the clutch C1. However, as described above, the map is switched to the high temperature map by S28, and at the end of the deceleration S & S control by this step, it is more than the normal map. Since the deceleration S & S control is terminated at a low vehicle speed, even when the clutch C1 is in the engaged state without passing through the slip state, the engagement is compared with the case where the deceleration S & S control is terminated using the normal map. The shock can be small.

  S32 corresponds to the slip inhibition control unit 156. In S32, the deceleration S & S slip control prohibition flag that was turned on in S27 is turned off. Further, in S33 corresponding to the map switching control unit 160, the vehicle speed map that was the high temperature map in S28 is returned to the normal one. The operations in these steps are to make the contents of the flag an initial state in preparation for the re-execution of this flowchart. When S33 ends, this routine ends.

According to the present embodiment, when the map switching control unit 160 (S28, S33) switches the vehicle speed map to the high temperature map, it is determined that the heat generation amount Q _C1 of the clutch C1 exceeds the predetermined threshold value Q _C1th. Is a vehicle speed map in which the engine stop control during deceleration traveling is executed to a lower vehicle speed. Further, when the calorific value Q _C1 of the clutch C1 is determined to be equal to or less than a predetermined threshold Q _C1th, the clutch C1 that has been in the released state during the execution of the deceleration in the engine stop control, from the deceleration of the engine stop control while are engaged through a slipping state upon return, when the calorific value Q _C1 of the clutch C1 is determined to exceed the predetermined threshold value Q _C1th includes a released state during the execution of the deceleration in the engine stop control The clutch C1 that has been engaged is brought into an engaged state through a slip state when returning from the engine stop control during the deceleration traveling. As a result, the engine stop control during deceleration traveling can be executed regardless of the relationship between the heat generation amount Q _C1 of the clutch C1 and the predetermined threshold value Q _C1th , so that the fuel consumption can be reduced. In addition, when it is determined that the heat generation amount Q _C1 of the clutch C1 is equal to or less than a predetermined threshold value Q _C1th when returning from the engine stop control during the deceleration traveling, the clutch C1 is slip-controlled and the engagement shock is reduced. together we are, for calorific value Q _C1 of the clutch C1 is when it is determined to be above a predetermined threshold Q _C1th the return from deceleration in the engine stop control is performed after a lower vehicle speed, the clutch C1 Even if the clutch is engaged without being brought into the slip state, the engagement shock is reduced and the clutch C1 is not brought into the slip state.

Subsequently, still another embodiment of the present invention will be described. In the present embodiment, the same block diagram as in FIG. 7 is used as a block diagram for explaining the main parts of the functions of the electronic control unit 50, and the control operation in the map switching control unit 160 is different. The map switching control unit 160 in the present embodiment switches the vehicle speed map based on vehicle conditions during operation of engine stop control during deceleration traveling. Here, for example, for the oil temperature that is one of the vehicle conditions, the map switching control unit 160 calculates a vehicle speed map corresponding to the actual oil temperature from a plurality of vehicle speed maps stored according to the range of the value. Select and switch. The vehicle speed map is a map that defines a range of vehicle speed V in which the engine stop control during the deceleration traveling can be executed as one of the requirements for executing the engine stop control during the deceleration traveling. When the heat generation amount Q _C1 is _{equal to} or greater than the predetermined threshold value Q _C1th , the vehicle is decelerated to the vehicle speed V on the lower vehicle speed side for the same vehicle condition, for example, in the same oil temperature region. It is set so that the engine stop control can be executed during traveling.

  FIG. 7 is a flowchart for explaining a main part of the control operation of the electronic control unit 50 in the present embodiment, and corresponds to FIG. 4 of the first embodiment and FIG. 6 of the second embodiment. The flowchart shown in FIG. 7 is different from the flowchart of FIG. 4 in that steps S29 and S53 corresponding to the map switching control unit 160 in FIG. 5 are provided. In addition, S41, S42, S43, S44, S45, S47, S48, S50, and S52 in the flowchart of FIG. 7 are respectively S1, S2, S3, S4, S5, S7 in the flowchart of FIG. Since this corresponds to S8, S9, and S11, and S46 and S51 in the flowchart of FIG. 7 correspond to S26 and S31 of FIG. 6, respectively, detailed description thereof is omitted.

In S41 corresponding to the function of the calorific value calculation unit 150, calculation (counting) of the calorific value Q _C1 of the clutch C1 is started, and the accumulated calorific value ΣQ _C1 of the clutch C1 at a preset predetermined time td is obtained from the clutch C1. It is calculated as the calorific value _{Q C1.}

  In S42, when the vehicle is in a predetermined deceleration traveling state, the start of engine stop control during deceleration traveling is determined. When it is determined that the engine stop control is started during the deceleration traveling, the determination in S42 is affirmed, and S43 and subsequent steps are executed. On the other hand, if the start of engine stop control during deceleration traveling is not determined, this step is repeatedly executed until the determination in S42 is affirmed, and the process waits until the start of engine stop control during deceleration traveling is determined.

In S43 corresponding to the heat generation amount determination unit 152, it is determined whether or not the heat generation amount Q _C1 of the clutch C1 exceeds a predetermined heat generation amount threshold value Q _C1th . When the heat generation amount Q _C1 exceeds the predetermined heat generation amount threshold value Q _C1th , the determination of this step is affirmed, and the control after 477 is executed as control when the clutch C1 is in a high temperature state, while the heat generation amount Q _{C1. Does} not exceed the predetermined heat generation amount threshold value Q _C1th , the determination in this step is denied and S44 and subsequent steps are executed.

  In S44 corresponding to the engine stop control unit 148 during the deceleration traveling, the engine stop control during the deceleration traveling is executed. In the present embodiment, the deceleration S & S slip control is executed as the engine stop control during deceleration traveling executed in S44. That is, the engine 30 is stopped and the clutch C1 is in the slip state.

  S45 and S46 correspond to the engine return control unit 158. Among these, in S45, it is determined whether or not the termination condition of the deceleration S & S slip control executed in S44 is satisfied. If the predetermined end condition is satisfied, the deceleration S & S operation signal is turned OFF, the determination in this step is affirmed, and the subsequent S46 is executed. If the predetermined termination condition is not satisfied, the determination at this step is denied and the determination at this step is repeatedly executed.

S46 is a step that is executed when the determination of S45 is affirmative, that is, when the deceleration S & S slip control is terminated. The engine output control command signal SE is output from the electronic control unit 50, and the engine is restarted. At the same time, the clutch C1 in the slip state is returned to the engaged state. That is, the deceleration S & S slip control is terminated, and this routine is terminated. At this time, the clutch C1 is brought into the engaged state from the slip state. As a result, it is possible to reduce the influence of a shock generated on the vehicle when the clutch C1 is switched from the released state to the engaged state. In S43, since it is not determined that the heat generation amount Q _C1 of the clutch C1 does not exceed the predetermined heat generation amount threshold value Q _C1th , the clutch C1 is considered to be in a state (for example, temperature) that allows the slip state. It is done.

When it is determined in S43 that the heat generation amount Q _C1 of the clutch C1 exceeds the predetermined heat generation amount threshold value Q _C1th , S47 corresponding to the function of the slip inhibition control unit 156 is executed. In S47, the deceleration S & S slip control prohibition flag is set to ON, and execution of slip control of the clutch C1 during execution of engine stop control during deceleration traveling is prohibited. This is to prevent the clutch C1 from further generating heat by slipping the clutch C1.

  In S48 corresponding to the engine stop control unit 148 during decelerating running, execution of the engine stop control during decelerating running is determined in S2 described above, while execution of deceleration S & S slip control is prohibited in S7. Deceleration S & S control is executed. In the deceleration S & S control executed in this step, the engine 30 is stopped, while the clutch C1 is not in the slip state, but is in the fully released state, for example.

In S49 corresponding to the map switching control unit 160, instead of the normal vehicle speed map, a vehicle speed map for the case where the heat generation amount Q _C1 of the clutch C1 is _{equal to} or greater than a predetermined threshold value Q _C1th (hereinafter referred to as “high temperature map”). "). The vehicle speed map defines the vehicle speed at which engine stop control can be executed during deceleration traveling, and the high temperature map is more effective when the other vehicle conditions are the same as the normal vehicle speed map. The engine stop control can be executed during deceleration traveling to the low speed side. In this embodiment, a plurality of types of vehicle speed maps are prepared as a normal vehicle speed map and a high temperature map for at least one vehicle condition, and a normal vehicle speed that matches the at least one vehicle condition. Switching from a map to a high temperature map is performed. More specifically, for example, for each preset range of the hydraulic oil temperature, a vehicle speed map corresponding to each of the ranges is prepared for a normal vehicle speed map and a high temperature map and stored in a storage device (not shown). It is read as appropriate.

  Subsequent S51 and S51 correspond to the engine return control unit 158. First, in S50, it is determined whether the termination condition for the deceleration S & S control executed in S48 is satisfied. If the predetermined end condition is satisfied, the deceleration S & S operation signal is turned OFF, the determination in this step is affirmed, and the subsequent S51 is executed. If the predetermined termination condition is not satisfied, the determination at this step is denied and the determination at this step is repeatedly executed.

  Of S51 to S53 executed when the deceleration S & S control is terminated, in S51, the engine output control command signal SE is output from the electronic control unit 50, the engine is restarted, and the fully released state is set. The engaged clutch C1 is returned to the engaged state. That is, the deceleration S & S control is terminated. At this time, the clutch C1 in the released state is brought into the engaged state without being brought into the slip state. This causes a shock associated with the engagement of the clutch C1. However, as described above, the map is switched to the high temperature map by S28, and at the end of the deceleration S & S control by this step, it is more than the normal map. Since the deceleration S & S control is terminated at a low vehicle speed, even when the clutch C1 is in the engaged state without passing through the slip state, the engagement is compared with the case where the deceleration S & S control is terminated using the normal map. The shock can be small.

  S52 corresponds to the slip inhibition control unit 156. In S52, the deceleration S & S slip control prohibition flag that was turned on in S47 is turned off. Further, in S53 corresponding to the map switching control unit 160, the map that has been the high temperature map in S49 is returned to the normal one. The operations in these steps are to make the contents of the flag an initial state in preparation for the re-execution of this flowchart. When S53 ends, this routine ends.

According to this embodiment, when the vehicle speed map is switched by the map switching control unit 160 (S49, S53) and it is determined that the heat generation amount Q _C1 of the clutch C1 exceeds the predetermined threshold value Q _C1th , the _vehicle travels at a reduced speed. It is assumed that the middle engine stop control is executed to a lower vehicle speed. Further, when the calorific value Q _C1 of the clutch C1 is determined to be equal to or less than a predetermined threshold Q _C1th, the clutch C1 that has been in the released state during the execution of the deceleration in the engine stop control, from the deceleration of the engine stop control while are engaged through a slipping state upon return, when the calorific value Q _C1 of the clutch C1 is determined to exceed the predetermined threshold value Q _C1th includes a released state during the execution of the deceleration in the engine stop control The clutch C1 that has been engaged is brought into an engaged state through a slip state when returning from the engine stop control during the deceleration traveling. As a result, the engine stop control during deceleration traveling can be executed regardless of the relationship between the heat generation amount Q _C1 of the clutch C1 and the predetermined threshold value Q _C1th , so that the fuel consumption can be reduced. In addition, when it is determined that the heat generation amount Q _C1 of the clutch C1 is equal to or less than a predetermined threshold value Q _C1th when returning from the engine stop control during the deceleration traveling, the clutch C1 is slip-controlled and the engagement shock is reduced. together we are, for calorific value Q _C1 of the clutch C1 is when it is determined to be above a predetermined threshold Q _C1th the return from deceleration in the engine stop control is performed after a lower vehicle speed, the clutch C1 Even if the clutch is engaged without being brought into the slip state, the engagement shock is reduced and the clutch C1 is not brought into the slip state.

  As mentioned above, although the Example of this invention was described based on drawing, this invention is applied also to another aspect.

  For example, in the above-described embodiment, the clutch C1 is released or slipped in order to cut off or slip the power transmission between the engine 30 and the automatic transmission 10 when executing the engine stop control during the deceleration traveling. However, the present invention is not limited to this. For example, when the engine stop control during deceleration traveling is performed during traveling at the fourth speed, the fifth speed, or the sixth speed, the clutch C2 is released or slipped by the same procedure as in the above-described embodiment. The engine stop control during traveling may be executed.

For example, in the above-described embodiment, the heat generation amount calculation unit 150 calculates the heat generation amount for each predetermined unit time based on the pressing force F _C1 and the differential rotational speed Vd _C1 of the clutch C1, but in this manner It is not limited. For example, as a simple determination value that replaces the heat generation amount, for example, the cumulative time that the clutch C1 is in the slip state within the past certain time and the number of times that the clutch C1 is slipped within the certain time are calculated, The heat generation amount calculation unit 152 may determine whether or not the heat generation amount ΣQ _C1 of the clutch C1 exceeds the threshold value Q _C1th based on a preset threshold value for each.

In the above-described embodiment, the heat generation amount determination unit 152 determines whether or not the heat generation amount ΣQ _C1 of the clutch C1 exceeds the threshold value Q _C1th , but is not limited to such a mode. Specifically, for example, when the temperature of the clutch C1 can be estimated based on the temperature of the environment in which the vehicle is placed and the heat generation amount ΣQ _C1 , it is determined whether or not the temperature exceeds a threshold value. It can also be done.

In the flowchart of FIG. 4 described above, when the heat generation amount Q _C1 of the clutch C1 exceeds the threshold value Q _C1th (when S3 is affirmed), deceleration S & S control is executed in S8, and at this time, the clutch C1 is completely disengaged. Although opened, it is not limited to such an embodiment. That is, it is sufficient if it can prevent or reduce further heat generation of the clutch C1 as compared with the deceleration S & S slip control. For example, the clutch C1 may be completely engaged.

In the second embodiment described above, the map switching control unit 160 switches between the normal vehicle speed map and the high temperature map based on whether or not the heat generation amount ΣQ _C1 of the clutch C1 exceeds the threshold value Q _C1th . It is not restricted to such an aspect. For example, three or more vehicle speed maps are provided for a plurality of ranges set for the calorific value ΣQ _C1 of the clutch C1, and the actual calorific value ΣQ _C1 is switched to a vehicle speed map corresponding to the corresponding range. May be.

Further, in the above-described third embodiment, the plurality of vehicle speed maps are provided as corresponding to each of the oil temperature ranges as one of the vehicle states, but are not limited to such a mode. As the vehicle state, a plurality of vehicle speed maps may be provided so as to correspond to other indicators such as the vehicle speed. Further, it may be used in combination those provided for each of a plurality of indicators, vehicle speed map in the second embodiment described above, i.e., the heat generation amount [sum] Q _C1 of the clutch C1 has exceeded the threshold value Q _C1th not It may be used in combination with a vehicle speed map that is switched depending on the vehicle.

In the above-described embodiment, the threshold value Q _C1th of the calorific value ΣQ _C1 is a fixed value, but is not limited thereto. For example, it may be set as a function or map using parameters such as the outside air temperature or hydraulic oil temperature.

  Note that the flowchart in the above-described embodiment is merely an example of the control operation, and the operation of each step can be appropriately replaced.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the spirit of the present invention. Can do.

10: Vehicle 12: Automatic transmission 20: Engine 50: Electronic control device (control device)
C1, C2: Clutch (friction engagement device)
B1, B2, B3: Brake (friction engagement device)
F1: One-way clutch (friction engagement device)

Claims (1)

In a vehicle including an engine and an automatic transmission that shifts by engagement and release of a friction engagement device, the engine is temporarily stopped when the vehicle is traveling at a reduced speed and the vehicle is at or above a preset determination vehicle speed. And a control device for an automatic transmission for a vehicle that executes engine stop control during deceleration traveling to slip a predetermined friction engagement device so that the automatic transmission is in a neutral state,
When the heat generation amount of the predetermined friction engagement device becomes a predetermined value or more during execution of the engine stop control during the deceleration traveling, slip control of the friction engagement device is prohibited and the engine is restarted. A control device for an automatic transmission for a vehicle.

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