JP6935788B2 - Control device for automatic transmissions for vehicles - Google Patents

Description

The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly to control when the vehicle starts.

Provided in the power transmission path between the engine and the drive wheels, by engaging a predetermined hydraulic friction engaging device among the plurality of hydraulic friction engaging devices, a predetermined one of the plurality of gears is engaged. A control device for a vehicle provided with an automatic transmission for a vehicle in which a shift stage is selectively established is known. For example, the control device described in Patent Document 1. The control device described in Patent Document 1 increases the amount of heat generated by making the idle speed of the engine higher than the idle speed after warming up, for example, when the temperature of the engine is equal to or lower than a predetermined temperature, thereby warming the engine. The aircraft is controlled to be carried out early. As a result, the control device described in Patent Document 1 has a so-called cold engine when the engine is started when the engine temperature is equal to or lower than a predetermined temperature and the idle speed is higher than the idle speed after warming up. At the time of starting, the automatic transmission for the vehicle is controlled so as to set the gear at the time of starting the vehicle to the second gear whose gear ratio is smaller than that of the first gear used after warming up, so that the vehicle is smooth. The start is realized.

Japanese Unexamined Patent Publication No. 2002-115586

However, for example, in the first start of an engine that has been stopped for a predetermined time or longer when the engine is cold, the hydraulic circuit is not sufficiently filled with oil. As a result, the engagement time of the predetermined hydraulic friction engagement device to be engaged in order to establish the shift stage at the time of starting becomes long. Further, among the predetermined hydraulic friction engagement devices, for example, the first hydraulic friction engagement device that is commonly engaged to establish the first shift stage and the second shift stage is for a vehicle. Due to the structure of the power transmission device including the automatic transmission, the torque sharing when the first shift stage is established is smaller than the torque sharing when the second shift stage is established. Therefore, in order to suppress the shift shock generated when the shift stage is established, it is necessary to carefully control the first hydraulic friction engaging device to raise the oil pressure, so that the second shift is higher than the first shift stage. The engagement time of the steps becomes longer. Therefore, in the first start of the engine when the engine has been stopped for a predetermined time or longer at the time of cold start, the engagement time of the first hydraulic friction engaging device may become long, and the start responsiveness of the vehicle may decrease.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to control an automatic transmission for a vehicle, which suppresses a decrease in the start responsiveness of the vehicle at the first start at the time of cold start. To provide the equipment.

A plurality of gist of the present invention is provided by engaging a predetermined hydraulic friction engagement device among a plurality of hydraulic friction engagement devices, which is provided in a power transmission path between the engine and the drive wheels. A predetermined gear is selectively established among the gears of the gears, and is commonly engaged when the first gear and the second gear of the plurality of gears are established respectively. The engagement time of the first hydraulic friction engagement device is longer in the second shift stage than in the first shift stage, and the first of the plurality of hydraulic friction engagement devices at the time of starting. When the non-traveling range is selected, the first hydraulic friction engaging device for establishing the shift stage is released, and when the traveling range is selected, the first hydraulic friction engaging device is engaged to start the vehicle. When an engine that is a control device for an automatic vehicle transmission and has been stopped for a predetermined time or longer is started, the idle rotation speed is increased to a predetermined rotation speed or higher when the engine is cold at a predetermined temperature or lower. At the same time, the first cold start gear is set to the first gear, and the next and subsequent cold start gears are set to the second gear.

According to the control device of the automatic transmission for a vehicle of the present invention, when an engine stopped for a predetermined time or longer is started, the idle speed is rotated at a predetermined speed when the engine is cold below a predetermined temperature. In addition to setting the number or more, the first cold start gear is set to the first gear, and the next and subsequent cold start gears are set to the second gear. As a result, the first shift stage for cold start following the start of the engine that has stopped for a predetermined time or more and is below a predetermined temperature becomes the first shift stage, so that the first shift stage is the second shift stage. Since the engagement time of the first hydraulic friction engaging device is shorter than that in the case of the shift stage, it is possible to suppress a decrease in the start response of the vehicle. Further, in the cold start from the next time onward, the second shift stage having a gear ratio smaller than that of the first shift stage is set, so that the vehicle can start smoothly even if the idle speed is high.

It is a functional block diagram which shows the schematic block diagram of the vehicle to which this invention is applied, and illustrates the main part of the control function of the electronic control device mounted on the vehicle. It is an engagement operation table of the hydraulic friction engagement device when a plurality of shift stages are established in the automatic transmission of FIG. It is a flowchart explaining the main part of the control operation by the electronic control device of FIG. It is a figure which shows the relationship between the shift shock and the start responsiveness in a predetermined shift stage.

The present invention can be applied to a hybrid vehicle having a driving motor and an automatic transmission in addition to an engine as a driving force source for traveling.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following examples, the drawings are appropriately simplified or deformed, and the dimensional ratios and shapes of each part are not necessarily drawn accurately.

FIG. 1 shows a schematic configuration diagram of a vehicle 10 to which the present invention is applied, and also shows a functional block diagram illustrating a main part of a control function of a control device mounted on the vehicle 10, that is, an electronic control device 100. The vehicle 10 includes an engine 12, a power transmission device 50, drive wheels 52, a hydraulic control circuit 70, and an electronic control device 100. The engine 12 is a driving force source. The power transmission device 50 includes a torque converter 14, an automatic transmission 20 for a vehicle (hereinafter referred to as an automatic transmission 20), a differential gear device 40, and the like. The vehicle drive device 60 is composed of the engine 12 and the power transmission device 50. In FIG. 1, the torque converter 14 and the automatic transmission 20 are shown in an outline diagram.

The torque converter 14 includes a pump impeller 14p connected to the crank shaft 30 of the engine 12 and a turbine impeller 14t connected to the automatic transmission 20 via an input shaft 32 corresponding to an output side member of the torque converter 14. , Equipped with. A lockup clutch LU is provided between the pump impeller 14p and the turbine impeller 14t, and when the lockup clutch LU is completely engaged, the pump impeller 14p and the turbine impeller 14t are integrally rotated. Be done. The torque converter 14 is supplied with the engaging side oil chamber 14on to which the hydraulic oil that is the hydraulic oil that engages the lockup clutch LU is supplied, and the hydraulic oil that is the hydraulic oil that releases the lockup clutch LU. The release side oil chamber 14off and the rear side oil chamber 14r for draining the hydraulic oil from the torque converter 14 are provided.

The automatic transmission 20 includes a single pinion type first planetary gear device 22 composed of a sun gear S1, a pinion P1, and a carrier CA2, a sun gear S2, a plurality of pairs of pinions P2 and P1 that mesh with each other, a carrier CA2, and a ring gear R2. A double pinion type second planetary gear device 24 composed of, a single pinion type third planetary gear device 26 composed of a sun gear S3, a pinion P3, a carrier CA3, and a ring gear R3, and a sun gear S4, a pinion P4. A single pinion type fourth planetary gear device 28 composed of a carrier CA4 and a ring gear R4 is provided, and the rotation of the input shaft 32 is changed and output from the output shaft 34. The first planetary gear device 22 and the second planetary gear device 24 are partially connected to each other to form a so-called labinyo-type planetary gear train. The gear ratio (= number of sun gear teeth / number of ring gear teeth) ρ1 of the first planetary gear device 22 is, for example, 0.561, and the gear ratio ρ2 of the second planetary gear device 24 is, for example, 0.512. The gear ratio ρ3 of the third planetary gear device 26 is, for example, 0.255, and the gear ratio ρ4 of the fourth planetary gear device 28 is, for example, 0.289.

The automatic transmission 20 is provided with a speed change clutch which is a hydraulic friction engaging device, that is, a clutch C1, a clutch C2, a clutch C3, a clutch C4, a brake B1, and a brake B2. The hydraulic friction engagement device is composed of a wet multi-plate type clutch and brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, and the like. In the present invention, when the clutch C1, the clutch C2, the clutch C3, the clutch C4, the brake B1 and the brake B2 are released, the power transmission between the engine 12 and the drive wheels 52 is cut off and the state is set to the neutral state. can do.

The driving force output from the automatic transmission 20 to the output shaft 34 is transmitted to the left and right drive wheels 52 via the differential gear device 40 and the axle 36.

The hydraulic control circuit 70 controls the hydraulic oil sent to the torque converter 14 and the automatic transmission 20 by using the hydraulic oil sent from the oil pump 18 rotationally driven by the engine 12.

The vehicle 10 includes an electronic control device 100 which is a control device for controlling each part related to the traveling of the vehicle 10. The electronic control device 100 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface, and the like, and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing.

Various input signals detected by various sensors included in the vehicle 10 are supplied to the electronic control device 100. For example, engine rotation speed sensor 80, input shaft rotation speed sensor 82, output shaft rotation speed sensor 84, accelerator opening sensor 86, throttle opening sensor 88, shift position sensor 90, hydraulic oil temperature sensor 92, brake operation amount sensor 94. , The output shaft corresponding to the engine rotation speed Ne (rpm), the turbine rotation speed Nt (rpm), the input shaft rotation speed Nin (rpm), and the vehicle speed V (km / h) based on the detection signal by the engine temperature sensor 96 or the like. Rotation speed Nout (rpm), accelerator opening θacc (%), throttle valve opening θth (%), operating position POSsh of shift lever 72 provided in vehicle 10, hydraulic oil temperature Tool (° C), driver's deceleration The brake operation amount θbrk (%) and the engine temperature Te (° C.), which represent the magnitude of the operation, are supplied. Further, the electronic control device 100 outputs an engine output control signal Se for output control of the engine 12, a hydraulic control command signal Sp for hydraulic control such as shifting of the vehicle transmission 20, and the like. The hydraulic control command signal Sp is, for example, an engagement command signal for engaging a predetermined friction clutch, and is for operating a solenoid valve (not shown) that regulates and controls each hydraulic pressure supplied to the hydraulic actuator of the friction clutch. It is an engagement command signal of, and is output to the flood control circuit 70.

FIG. 2 is an engagement operation table of the hydraulic friction engaging device when a plurality of gear stages, that is, gear stages are established in the automatic transmission 20 of FIG. In FIG. 2, “◯” represents an engaged state, and blanks represent a released state. In the automatic transmission 20, the clutches C1 to C4 and the brakes B1 and B2 connected to the case 16 which are non-rotating members are engaged or disengaged, respectively, in accordance with the engagement operation table shown in FIG. Any one of the forward gear stage (1st to 10th), the neutral gear stage (N), and the one-stage reverse gear stage (Rev) can be established. That is, the automatic transmission 20 has a D range for forward traveling capable of performing forward traveling in 10 forward gear stages 1st to 10th, and an R for reverse traveling capable of performing reverse traveling in reverse gear stages Rev. It is equipped with a range and an N range that cuts off power transmission. These D range, R range, and N range are a plurality of ranges having different power transmission states.

Although not shown, the shift lever 72 can be selectively moved to, for example, the N position, the R position, and the D position. These N positions, R positions, and D positions are positions for selecting the N range, R range, and D range of the automatic transmission 20, respectively, and the automatic transmission 20 is, for example, electric according to the operation of the shift lever 72. It can be switched to N range, R range, or D range. That is, in the N range, the automatic transmission 20 is set to neutral N, and in the R range, the automatic transmission 20 is set to the reverse gear stage Rev. Further, in the D range, any of the 10th forward gear stages 1st to 10th is established, and when the vehicle is stopped, the 1st speed gear stage 1st having the largest gear ratio γ is set, and the vehicle speed V and the accelerator opening degree are set. The gear is automatically changed according to the vehicle condition such as θacc. The N range in which the shift lever 72 is operated to the N position is a non-traveling range, and the R range or D range in which the shift lever 72 is operated to the R position or the D position is a traveling range.

1st to 10th in FIG. 2 means the 1st to 10th gears as the forward gear, Rev means the reverse gear as the reverse gear, and the automatic transmission corresponding to each gear. The gear ratio γ (= input shaft rotation speed Nin (rpm) / output shaft rotation speed Nout (rpm)) of 20 is the first planetary gear device 22, the second planetary gear device 24, the third planetary gear device 26, and the third. 4 The gear ratios ρ1, ρ2, ρ3, and ρ4 of the planetary gear device 28 are appropriately determined. This D position is provided with a + position for upshifting and a-position for downshifting, and when the shift lever 72 is operated to those + positions or-positions, the forward gear stage is manually moved. It can be up and down.

As shown in FIG. 2, among a plurality of gear stages established in the automatic transmission 20, for example, the first speed gear stage 1st corresponding to the first gear stage is engaged with the clutch C1, the clutch C2 and the brake B2, respectively. It is established by engaging and releasing the clutch C3, the clutch C4 and the brake B1. Further, as shown in FIG. 2, for example, the second gear stage 2nd corresponding to the second shift stage is engaged with the clutch C1, the brake B1 and the brake B2, respectively, and the clutch C2, the clutch C3 and the clutch C4 are released. It is established by being done. Here, the torque sharing ratio of the transmission torque transmitted from the engine 12 undertaken by each of the hydraulic friction engaging devices constituting the gear stage at the time of shifting is, for example, the gear ratios ρ1, ρ2, ρ3 of the planetary gear device. Based on ρ4 and the like, it differs depending on the engaged or disengaged state of each hydraulic friction engaging device.

For example, the clutch C1 is commonly engaged with the first gear stage 1st and the second speed gear stage 2nd, but the torque sharing ratio that the clutch C1 takes charge of in the first speed gear stage 1st is, for example, 2.05. The torque sharing ratio of the clutch C1 in the second gear stage 2nd is, for example, 0.64. That is, the torque sharing ratio of the clutch C1 is smaller in the second gear stage 2nd than in the first speed gear stage 1st. Therefore, the engaging oil pressure of the clutch C1 in the second gear stage 2nd is smaller than the engaging pressure of the clutch C1 in the first speed gear stage 1st, so that the clutch C1 in the second speed gear stage 2nd tries to engage earlier. However, the shift shock at the time of shifting becomes large. Therefore, in the hydraulic control circuit 70, when engaging the clutch C1 when the second gear stage 2nd is established, for example, careful control for slowly raising the hydraulic pressure so as not to cause a shift shock is applied. In order to realize a smooth start of the vehicle 10, the engagement time ct of the clutch C1 becomes longer and the start responsiveness is improved when the vehicle starts in the 2nd gear stage 2nd than in the 1st gear stage 1st. descend. The engagement time ct is, for example, when the vehicle 10 is started, a command for engaging the hydraulic friction engaging device for establishing the gear stage, for example, the clutch C1 is issued, and the hydraulic friction engaging device, for example, the clutch C1 is used. The time it takes for the engagement to complete. The start responsiveness is, for example, the length of the response time tr from the command for establishing the gear stage to the establishment of the gear stage when the vehicle 10 is started, and the response time tr is long. When it becomes, it is said that the start responsiveness is lowered, and when the response time tr is shortened, it is said that the start responsiveness is improved. Here, the response time tr is substantially the same as or slightly larger than the engagement time ct, and the response time tr increases as the engagement time ct increases, and the response time tr decreases as the engagement time ct decreases. Also decreases.

As shown in FIG. 1, the electronic control device 100 has an idle rotation speed control means, that is, an idle rotation speed control unit 102, a soak determination means 104, that is, a soak determination unit 104, and an engine control means, that is, an engine control unit 106, as main parts of a control function. The temperature determination means, that is, the temperature determination unit 108, the start control means, that is, the start control unit 110, the shift instruction determination means, that is, the shift instruction determination unit 112, and the shift control means, that is, the shift control unit 114 are functionally provided.

The idle rotation speed control unit 102 controls the idle rotation speed Neid (rpm), which is the rotation speed Ne of the engine 12 in a state in which the engine 12 is not stopped while the vehicle is stopped, that is, in a so-called idling state. For example, when the engine 12 is started, the idle speed control unit 102 raises the idle speed Neid when the engine 12 is cold, which is a predetermined temperature Tm or less, which will be described later, higher than the idle speed Neidw after warming up. To control.

The soak determination unit 104 determines whether or not the stop time, so-called soak time ts, at which the engine 12 has been stopped at the time of starting the engine 12, is, for example, about a dozen hours, which is a predetermined time tm or more preset in advance. do. The predetermined time tm is a threshold time that affects the start responsiveness of the vehicle 10 when the engine 12 is started and the vehicle 10 is started, for example, the hydraulic oil filled in the hydraulic circuit is insufficient. Therefore, when the soak time ts is equal to or longer than the predetermined time tm, the start responsiveness of the vehicle 10 may decrease.

The engine control unit 106 controls to drive the engine 12 to start the stopped engine 12 based on, for example, the driver's engine starting operation.

The temperature determination unit 108 determines whether or not the temperature Te of the engine 12 is equal to or lower than the predetermined temperature Tm. Specifically, the temperature determination unit 108 is in a low temperature state in which the engine temperature Te is equal to or lower than a predetermined temperature Tm based on the detection signal by the engine temperature sensor 96 when the engine 12 is started by the engine control unit 106. Judge whether or not. The predetermined temperature Tm is a threshold temperature at which the engine performance deteriorates when the engine 12 is started and the vehicle 10 is started, for example, when the engine 12 is in a low temperature state, and the engine temperature Te is set to the predetermined temperature Tm or less. Then, the output torque of the engine 12 may decrease. The temperature determination unit 108 determines whether or not the engine temperature Te is equal to or lower than the predetermined temperature Tm, and the engine temperature Te is, for example, a temperature estimated by the hydraulic oil temperature Toil based on the detection signal by the hydraulic oil temperature sensor 92. There may be. The start time of the engine 12 in which the engine temperature Te is a predetermined temperature Tm or less and the idle speed Neid is controlled to be higher than the idle speed Neidw after warming up is called a cold start of the engine 12.

The start control unit 110 controls the engagement or disengagement of the hydraulic friction engaging device for forming the gear stage when the vehicle 10 starts. Specifically, when the engine 12 is started by the engine control unit 106 and the shift lever 72 is in the non-traveling range, the clutch is engaged to establish the first speed gear stage 1st, which is the first shift stage at the time of starting. When only the clutch C1 of the clutches C1, the clutch C2 and the brake B2 to be engaged is in the released state, the clutch C2 and the brake B2 are in the engaged state, and the shift lever 72 is operated to the traveling range, the clutch C1 is released. The vehicle 10 is controlled to be engaged and started.

The shift instruction determination unit 112 determines whether or not the instruction to establish the gear stage at the time of starting the vehicle 10 is the first instruction. Specifically, in the shift instruction determination unit 112, the engine 12 is started by the engine control unit 106, the temperature determination unit 108 determines that the engine temperature Te is equal to or lower than a predetermined temperature Tm, and the idle rotation speed is controlled. A gear for starting the vehicle 10 that operates the shift lever 72 from the non-running range to the running range when the unit 102 determines that the idle speed is Neid during cold weather, which is higher than the idle speed Neidw after warming up. It is determined whether or not the instruction for establishing the stage is the first start of the vehicle 10, that is, the instruction for the first cold start, and whether or not the instruction is for the next and subsequent cold starts.

The shift control unit 114 controls the engagement or disengagement of the hydraulic friction engaging device so as to establish the target gear stage, and controls the shift of the automatic transmission 20. The shift control unit 114 establishes the target gear according to a shift map determined in advance based on shift conditions such as the accelerator opening degree θacc, the engine temperature Te, and the soak time ts. Further, when the shift control unit 114 determines that the shift instruction determination unit 112 is the first cold start, the first speed gear stage 1st is established, and the shift control unit 114 is determined to be the cold start from the next time onward. Then, the second gear stage 2nd is established.

FIG. 3 is a flowchart illustrating a main part of the control operation of the electronic control device 100 for controlling the shift of the automatic transmission 20 based on the state of the engine 12, and is repeatedly executed.

In step S10 corresponding to the soak determination unit 104 (hereinafter, step is omitted), it is determined whether or not the soak time ts is equal to or longer than the predetermined time tm when the engine 12 is started. When the determination of S10 is affirmed, that is, when the soak time ts is equal to or longer than the predetermined time tm, S20 corresponding to the engine control unit 106 is executed. When the determination of S10 is denied, that is, when the soak time ts is not equal to or longer than the predetermined time tm, S50 corresponding to the shift control unit 114 is executed.

In S20 corresponding to the engine control unit 106, the stopped engine 12 is started. After the engine 12 is started, S30 corresponding to the temperature determination unit 108 is executed.

In S30 corresponding to the temperature determination unit 108, it is determined whether or not the temperature Te of the engine 12 is equal to or lower than the predetermined temperature Tm. When the determination of S30 is affirmed, that is, when the engine temperature Te is equal to or lower than the predetermined temperature Tm, S40 corresponding to the shift instruction determination unit 112 is executed. When the determination of S30 is denied, that is, when the engine temperature Te is not equal to or lower than the predetermined temperature Tm, S50 corresponding to the shift control unit 114 is executed.

In S40 corresponding to the shift instruction determination unit 112, it is determined whether or not the instruction to establish the gear stage at the time of starting the vehicle 10 is the first instruction. If the determination in S40 is affirmed, that is, if the instruction to establish the gear stage for starting the vehicle 10 at the time of cold start of the engine 12 is the instruction for the first start of the vehicle 10, the shift control unit S50 corresponding to 114 is executed. When the determination of S40 is denied, that is, the instruction to establish the gear stage for starting the vehicle 10 at the time of cold start of the engine 12 is not the instruction for the first start of the vehicle 10, but the next time or later, that is, the second time or later. In the case of the instruction for starting, S60 corresponding to the shift control unit 114 is executed.

In S50 corresponding to the shift control unit 114, the shift control of the automatic transmission 20 is performed so as to establish the target gear stage. That is, in this embodiment, the first speed gear stage 1st corresponding to the first shift stage is established, and the vehicle 10 is started at the first speed gear stage 1st. This routine is terminated after the vehicle 10 is started in the first gear stage 1st.

In S60 corresponding to the shift control unit 114, the shift control of the automatic transmission 20 is performed so as to establish the target gear stage. That is, in this embodiment, the second speed gear stage 2nd corresponding to the second shift stage is established, and the vehicle 10 is started at the second speed gear stage 2nd. This routine is terminated after the vehicle 10 is started in the second gear 2nd.

FIG. 4 is a diagram showing the relationship between the shift shock S (G) and the response time tr (sec) in a predetermined gear stage. The shift shock S is, for example, a shock that occurs at the time of shifting prior to the start of the vehicle, that is, when the gear stage is established. The response time tr is the time from when a command for engaging the hydraulic friction engaging device to establish the gear stage is issued, the engagement of the hydraulic friction engaging device is completed, and the gear stage is established. For example, the oil passage filling time until the oil is sufficiently filled in the hydraulic control circuit 70 in the state where the oil is not filled is included. In FIG. 4, the vertical axis represents the shift shock S, and the horizontal axis represents the response time tr. The line a shown by the alternate long and short dash line in FIG. 4 represents the balance between the shift shock S and the response time tr obtained experimentally in advance in the first gear stage 1st corresponding to the first shift stage. The line b shown by the alternate long and short dash line in FIG. 4 represents the balance between the shift shock S and the response time tr obtained experimentally in advance in the second gear stage 2nd corresponding to the second shift stage.

At point p1 in FIG. 4, in the present embodiment, the soak time ts is equal to or more than the predetermined time tm and the engine temperature Te is equal to or less than the predetermined temperature Tm at the start of the engine 12, and the gear stage at the time of starting the vehicle 10 is established. When the instruction is an instruction for the first start, the shift shock S and the response time tr of the vehicle 10 started at the first gear stage 1st corresponding to the first shift stage are shown. At point p2 in FIG. 4, in the present embodiment, the soak time ts is equal to or more than the predetermined time tm and the engine temperature Te is equal to or less than the predetermined temperature Tm at the start of the engine 12, and the gear stage at the time of starting the vehicle 10 is established. When the instruction is an instruction for starting from the second time onward, the shift shock S and the response time tr of the vehicle 10 started in the second gear stage 2nd corresponding to the second shift stage are shown. Points p3 and p4 in FIG. 4 are instructions for establishing a gear stage when the vehicle 10 starts, for example, when the soak time ts is a predetermined time tm or more and the engine temperature Te is a predetermined temperature Tm or less when the engine 12 is started. When is an instruction for the first start, the shift shock S and the response time tr of the vehicle 10 started in the second gear stage 2nd corresponding to the second shift stage are shown.

The range surrounded by the vertical axis, the horizontal axis, and the broken line in FIG. 4 is the target range K in this embodiment, which is indicated by the shift shock S and the response time tr of the vehicle 10 started in a predetermined gear stage. When the point is within the target range K, it is assumed that the decrease in the start responsiveness of the vehicle 10 is suppressed. As shown in FIG. 4, at points p1 and p2, a decrease in the start responsiveness of the vehicle 10 is suppressed. That is, at the point p1, when the engine 12 having a soak time ts of a predetermined time tm or more and an engine temperature Te of a predetermined temperature Tm or less is started, the vehicle 10 is first started at the first speed gear stage 1st to obtain a second. The engagement time of the clutch C1 can be shortened and the response time tr can be shortened as compared with the case of starting with the speed gear stage 2nd, and the deterioration of the start responsiveness of the vehicle 10 is suppressed. Further, at the point p2, the start of the vehicle 10 after the second time in which the oil passage filling time is shortened is set to the second speed gear stage 2nd as compared with the case where the vehicle 10 is started in the second speed gear stage 2nd for the first time. As a result, the response time tr is shortened and the deterioration of the start responsiveness of the vehicle 10 is suppressed.

In the control device 100 of the automatic transmission 20 of this embodiment, when the engine 12 stopped for a predetermined time tm or more is started, if the engine 12 is at a predetermined temperature Tm or less, the idle speed Neid is warmed up. The idle speed is set to Neidw or higher, and the first cold start gear is set to the 1st gear 1st corresponding to the first shift, and the next and subsequent cold start gears are set. Is set to the second gear stage 2nd corresponding to the second gear stage. As a result, the gear stage for the first cold start following the start of the engine 12 which has stopped for a predetermined time of tm or more and has a predetermined temperature of Tm or less becomes the first gear stage 1st, so that the gear stage for the first cold start is set. Since the engagement time of the clutch C1 is shorter than that in the case where is the second gear stage 2nd, it is possible to suppress a decrease in the start response of the vehicle. Further, since the gear stage for starting the second and subsequent times is the second gear stage 2nd, a smooth start of the vehicle 10 can be realized even when the idle speed is large, for example.

Although a preferred embodiment of the present invention has been described in detail with reference to the drawings, the present invention is not limited to this, and is also carried out in still another embodiment.

For example, in the above-described embodiment, the first gear is the first gear 1st and the second gear is the second gear 2nd, but the first gear is not necessarily limited to this. The shift stage does not have to be the first gear stage 1st, and the second shift stage does not have to be the second gear stage 2nd. That is, for example, the first gear may be the second gear 2nd and the second gear may be the third gear 3rd. In this case, the first hydraulic friction engaging device is the brake B1 or B2.

Further, in the above-described embodiment, the first shift stage and the second shift stage are adjacent shift stages, but the present invention is not necessarily limited to this. For example, the first gear may be the first gear 1st, the second gear may be the third gear 3rd, or the first gear may be the second gear 2nd. Therefore, the second gear may be the fourth gear 4th.

Further, in the above-described embodiment, whether or not the stop time, that is, the soak time ts, in which the engine 12 has been stopped by that time when the engine 12 is started, is equal to or longer than the predetermined time tm in the soak determination units 104 and S10. However, for example, the effect in this embodiment can be obtained even when the stop time at which the engine 12 has been stopped is not determined at the time of starting the engine 12.

Examples of the present invention have been described in detail with reference to the drawings, but the above is only one embodiment, and other examples are not given. It can be implemented with various changes and improvements based on knowledge.

10: Vehicle 12: Engine 20: Automatic transmission (automatic transmission for vehicles)
52: Drive wheel 100: Electronic control device (control device)
1st: 1st gear (1st gear)
2nd: 2nd gear (2nd gear)
tk: Engagement time N: Non-traveling range R, D: Traveling range C1: Clutch (first hydraulic friction engaging device)
Neid: Idle speed

Claims (1)

It is provided in the power transmission path between the engine and the drive wheels, and by engaging a predetermined hydraulic friction engaging device among the plurality of hydraulic friction engaging devices, a predetermined one of the plurality of gears is engaged. A first hydraulic friction engagement device in which the gears are selectively established and commonly engaged when the first gear and the second gear of the plurality of gears are established, respectively. The engagement time of the second shift stage is longer than that of the first shift stage, and the first shift stage of the plurality of hydraulic friction engagement devices is established at the time of starting. A control device for an automatic transmission for a vehicle, in which the hydraulic friction engagement device is released when a non-travel range is selected, and when the travel range is selected, the vehicle starts by engaging the first hydraulic friction engagement device. And
When an engine that has been stopped for a predetermined time or longer is started, the idle speed is set to a predetermined speed or higher when the engine is cold below a predetermined temperature, and the shift stage for the first cold start is set. Is a control device for an automatic transmission for a vehicle, characterized in that is set to the first gear, and the gear for cold start from the next time onward is set to the second gear.

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