JP2009008242A - Control device for automatic transmission and control method for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission and a control method for the automatic transmission capable of improving fuel economy at the stop of a vehicle and contributing to the prompt restart of the stopped vehicle. <P>SOLUTION: In the case that a vehicle is stopped (affirmative determination in S14), when detecting at least one of the lighting of a red light of a traffic signal and the lighting of a stop light of a forward vehicle based on an imaging result of a camera (affirmative determination in S17 or S19) and determining that the forward situation of the vehicle requires to stop the vehicle, an electronic control unit ECU as this control device sets an input clutch of a transmission mechanism in a half-engagement state (S20). On the other hand, when detecting at least one of the turning-off of the red light of the traffic signal and the turning-off of the stop light of the forward vehicle based on an imaging result of the camera and determining that the forward situation of the vehicle requires to restart the vehicle, the electronic control unit ECU sets the input clutch in an engagement state. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device and an automatic transmission control method.

  Generally, an automatic transmission to which power generated by an engine is transmitted is mounted on the vehicle. Such an automatic transmission is provided with a torque converter and a transmission mechanism, and the transmission mechanism is provided with an input clutch for intermittently controlling the power transmitted from the engine via the torque converter. Yes. This input clutch is engaged when the range of the automatic transmission is a forward travel range (hereinafter referred to as “D range”), while being in a neutral range (hereinafter referred to as “N range”). In some cases, it is released.

  Therefore, when the range of the automatic transmission is the D range when the vehicle is stopped, the load generated in the torque converter because the input clutch is engaged compared to the case where the range of the automatic transmission is the N range. As a result, the fuel consumption of the vehicle deteriorated. Therefore, recently, as an apparatus capable of improving the fuel efficiency of a vehicle, a control apparatus for an automatic transmission (hereinafter referred to as “conventional control apparatus”) as described in Patent Document 1, for example, has been proposed. Yes.

  That is, when the vehicle is stopped and the range of the automatic transmission is the D range, the conventional control device determines the elapsed time since the start of the depression of the brake pedal of the vehicle (hereinafter referred to as “brake elapsed time”). ”)). Then, the conventional control device determines that the stop time of the vehicle becomes longer when the measured brake elapsed time is equal to or greater than a preset elapsed time threshold, and sets the input clutch in a half-engaged state or a released state. Control is to be executed. Therefore, as a result of reducing the load generated by the torque converter when the vehicle is stopped, the fuel efficiency of the vehicle has been improved.

Further, such a conventional control device is adapted to apply an input clutch that is in a half-engaged state or a released state when the input operation of the brake pedal is canceled when the input clutch is in a released state. Control was executed and the vehicle was prepared for re-start.
JP 2006-336797 A

  By the way, in the conventional control device, the neutral control is executed when the vehicle is stopped and the brake elapsed time becomes equal to or greater than the elapsed time threshold. In other words, even if the vehicle stops, the neutral control is not executed until the brake elapsed time becomes equal to or greater than the elapsed time threshold. Therefore, in the conventional control device, since it takes time until it is determined to execute the neutral control after the vehicle stops, there is still room for improvement in terms of improving the fuel efficiency when the vehicle is stopped.

  Further, in the conventional control device, when the input clutch is in the half-engaged state or the engaged state by executing the neutral control, the apply control is executed when the depression operation of the brake pedal is canceled. Therefore, if the driver performs the accelerator pedal stepping operation immediately after canceling the brake pedal stepping operation, the input clutch that is in the half-engaged state or the released state cannot be put into the engaged state in time. There was a risk of hindering the rapid restart of the vehicle.

  The present invention has been made in view of such circumstances, and an object of the present invention is to control an automatic transmission capable of improving fuel efficiency when the vehicle is stopped and contributing to a quick restart of the stopped vehicle. An apparatus and a method for controlling an automatic transmission are provided.

  In order to achieve the above object, an invention according to a first aspect of the control device for an automatic transmission is an automatic transmission having an input clutch engaged to transmit power from an engine mounted on a vehicle to a transmission mechanism. An apparatus for controlling a transmission, the imaging means for imaging at least one of a brake light of a front vehicle positioned in front of the vehicle and a traffic light positioned in front of the vehicle, and the imaging in a stop state of the vehicle The input clutch is placed in a semi-engaged state or a disengaged state when it is determined that the front situation of the vehicle is in a situation where the vehicle should be stopped based on the imaging result captured by the means, while the imaging means captures the image. Control means for bringing the input clutch into an engaged state when it is determined that the front situation of the vehicle is in a situation where the vehicle should be restarted based on the obtained imaging result. It is the gist of.

  In the above configuration, when the vehicle front state is a state where the vehicle should be stopped based on the imaging result of the imaging means in the stop state of the vehicle, the input clutch is in the half-engaged state or the released state. Therefore, the load generated by the torque converter or the like while the vehicle is stopped is reduced as compared with the case where the input clutch is in the engaged state, which can contribute to the improvement of fuel consumption when the vehicle is stopped. In addition, when the vehicle is in a stopped state, the input clutch is engaged when the vehicle front is in a state where the vehicle should be re-started based on the imaging result of the imaging means. Can contribute to the rapid restart of the vehicle according to the situation.

  According to a second aspect of the present invention, in the control device for an automatic transmission according to the first aspect, the control means is configured to capture the imaging when the vehicle is in a stopped state and the input clutch is in an engaged state. When it is determined that the front situation of the vehicle is in a situation where the vehicle should be stopped based on the imaging result taken by the means, the neutral control is performed to bring the input clutch into a semi-engaged state or a released state. This is the gist.

  In the above configuration, neutral control is executed when it is determined that the front situation of the vehicle is a situation where the vehicle should be stopped based on the imaging result of the imaging means in the stop state of the vehicle. Therefore, since neutral control is executed more quickly than in the conventional case where neutral control is executed according to the elapsed time since the vehicle brake pedal was operated after the vehicle stopped, Fuel consumption will be improved.

  According to a third aspect of the present invention, in the control device for an automatic transmission according to the first or second aspect, the control means is configured such that the vehicle is stopped and the input clutch is half-engaged or released. When it is determined that the forward situation of the vehicle is in a state where the vehicle should be re-started based on the imaging result captured by the imaging means, the apply control for bringing the input clutch into an engaged state The main point is to execute.

  In the above configuration, when it is determined that the front situation of the vehicle is a situation in which the vehicle should be restarted based on the imaging result of the imaging means in the stop state of the vehicle, the apply control is executed. Therefore, unlike the case where the driver executes the apply control when the driver releases the brake pedal, even if the driver performs the accelerator pedal operation immediately after canceling the brake pedal operation, It can be avoided that the input clutch is not yet engaged at the time. Therefore, it becomes possible to quickly restart the vehicle according to the operation of the accelerator pedal.

  According to a fourth aspect of the present invention, in the automatic transmission control device according to any one of the first to third aspects, the driver applies a brake operation to apply a braking force to the wheels of the vehicle. And a brake operation detecting means for detecting that the vehicle is stopped, and the control means is imaged by the imaging means when the vehicle is stopped and the input clutch is engaged. When it is determined that the vehicle is in a situation where the vehicle should be stopped based on the imaging result, the input clutch is in the half-engaged state even if the brake operation detecting means detects that the brake is not operated. Alternatively, the gist is to execute neutral control for releasing.

  In the above configuration, when the vehicle is in a stopped state and the input clutch is in an engaged state, when the front state of the vehicle becomes a state in which the vehicle should be stopped based on the imaging result by the imaging unit, Neutral control is executed regardless of pedal operation. Therefore, the fuel efficiency when the vehicle is stopped is improved as compared with the conventional case where the neutral control is executed according to the operation state of the brake pedal.

  According to a fifth aspect of the present invention, in the automatic transmission control device according to any one of the first to fourth aspects, the driver applies a brake operation to apply a braking force to the wheels of the vehicle. And a brake operation detecting means for detecting that the image pickup means is in a state where the vehicle is in a stopped state and the input clutch is in a half-engaged state or a released state. When it is determined that the front situation of the vehicle is in a situation where the vehicle should be re-started based on the imaged result, the input clutch The gist of the present invention is to execute apply control to bring the gear into the engaged state.

  In the above configuration, when the vehicle is in a stopped state and the input clutch is in a half-engaged state or in a released state, the situation in which the vehicle's forward situation should cause the vehicle to restart based on the imaging result captured by the imaging means Is applied, the apply control is executed regardless of the operation of the brake pedal by the driver. Therefore, when the driver cancels the operation of the brake pedal, the input clutch is already in the engaged state, which can contribute to the restart of the vehicle.

  According to a sixth aspect of the present invention, in the control device for an automatic transmission according to any one of the first to fifth aspects, the control unit is based on an imaging result captured by the imaging unit. When at least one of the brake light of the front vehicle is turned on and the traffic light is in a state of prompting the vehicle to stop, the vehicle front state is a state to stop the vehicle. The gist is to determine.

  In the above-described configuration, when at least one of the traffic light imaged by the imaging unit is in a state that prompts the vehicle to stop and the brake light of the front vehicle is lit, the front situation of the vehicle is It is determined that the vehicle should be stopped.

  According to a seventh aspect of the present invention, in the control device for an automatic transmission according to any one of the first to sixth aspects, the control means is based on an imaging result captured by the imaging means. When at least one of the state in which the brake light of the front vehicle is turned off and the traffic light is in another state different from the state that prompts the vehicle to stop is detected, the front situation of the vehicle indicates the vehicle. The gist is to determine that the situation should be restarted.

  In the above configuration, when at least one of the state in which the traffic light imaged by the imaging unit is different from the state that prompts the vehicle to stop and that the brake light of the front vehicle is turned off is detected, It is determined that the situation ahead of the vehicle is in a situation where the vehicle should be restarted.

  On the other hand, the invention according to claim 8 according to the control method of the automatic transmission is a control method of the automatic transmission having an input clutch engaged to transmit power from an engine mounted on the vehicle to the transmission mechanism. An imaging step of imaging at least one of a brake light of a front vehicle located in front of the vehicle and a traffic light located in front of the vehicle in the stop state of the vehicle; and A release step of bringing the input clutch into a semi-engaged state or a released state when it is determined that the forward situation of the vehicle is in a situation where the vehicle should be stopped based on the imaging result captured in the imaging step; In a stop state of the vehicle, it is determined that the front situation of the vehicle is a situation where the vehicle should be restarted based on the imaging result captured in the imaging step. The case, and summarized in that with engaging step of the input clutch to the engaged state.

  With the above configuration, the same effect as that of claim 1 can be obtained.

  ADVANTAGE OF THE INVENTION According to this invention, while aiming at the improvement of a fuel consumption at the time of a vehicle stop, it can contribute to the quick restart of the vehicle which has stopped.

An embodiment of a control device for an automatic transmission and a control method for an automatic transmission according to the present invention will be described with reference to FIGS.
As shown in FIG. 1, the vehicle of this embodiment is equipped with an automatic transmission 12 for transmitting power from the engine 11 of the vehicle to drive wheels (not shown). The automatic transmission 12 includes a torque converter 13 that is rotationally driven by power from the engine 11, a speed change mechanism 14 that changes the output rotation (power) of the torque converter 13, and a hydraulic pressure in the speed change mechanism 14. And a hydraulic control mechanism 15 is provided. Further, the vehicle is provided with an electronic control device (hereinafter referred to as “ECU”) 16 as a control device that controls the transmission mechanism 14 via the hydraulic control mechanism 15.

  The transmission mechanism 14 is provided with an input clutch C <b> 1 for intermittently controlling the power transmitted from the engine 11 via the torque converter 13. When the shift range of the automatic transmission 12 is the forward travel range (hereinafter referred to as “D range”), the input clutch C1 is engaged by hydraulic control by the hydraulic control mechanism 15. As a result, the output shaft 17 of the automatic transmission 12 rotates (forward rotation) when power from the engine 11 is transmitted. On the other hand, when the shift range of the automatic transmission 12 is a neutral range (hereinafter referred to as “N range”) or a parking range (hereinafter referred to as “P range”), the input clutch C1 is hydraulic control mechanism 15. It is released by hydraulic control by. As a result, the output shaft 17 of the automatic transmission 12 is prevented from rotating (forward rotation) when power from the engine 11 is not transmitted.

Next, the ECU 16 of this embodiment will be described below.
The ECU 16 is mainly configured by an input side interface (not shown), an output side interface (not shown), a digital computer including a CPU 20, a ROM 21, a RAM 22, and the like, and a drive circuit for driving the speed change mechanism 14. ing. The input interface of the ECU 16 includes a rotation speed sensor SE1 for detecting the rotation speed of the output shaft 17, a shift position sensor SE2 for detecting the shift range of the automatic transmission 12, and a brake pedal (not shown) of the vehicle. A brake switch SW for detecting whether or not the stepping operation is performed is electrically connected. In addition, when there is a traffic signal in front of the vehicle, the input side interface images the traffic signal, and there is a vehicle (hereinafter referred to as “front vehicle”) immediately before the vehicle in the same lane as the vehicle. Is electrically connected with a camera 23 as an imaging means for imaging the rear side of the front vehicle.

  The hydraulic control mechanism 15 and the camera 23 are electrically connected to the output side interface of the ECU 16. The ECU 16 controls the speed change mechanism 14 via the hydraulic control mechanism 15 based on the input signals from the various sensors SE1, SE2 and the brake switch SW and the input information from the camera 23 (that is, the imaging result). The camera 23 is controlled.

  In the digital computer, the ROM 21 stores various control programs (neutral control execution processing, neutral release processing, etc., which will be described later) and various threshold values (described later) for controlling the speed change mechanism 14 (that is, the hydraulic control mechanism 15) and the camera 23. Vehicle body speed threshold value to be stored). Also, the RAM 22 stores various information (such as vehicle body speed described later, imaging information by the camera 23) that can be appropriately rewritten while the vehicle is being driven.

Next, the camera 23 mounted on the vehicle will be described below with reference to FIGS.
The camera 23 is a two-lens type camera capable of capturing an image of a front obliquely upper side and a front side of the arrangement position of the camera 23. As shown in FIGS. The vehicle 30 is imaged obliquely upward and forward of the vehicle 30 through a grill (not shown). That is, as shown in FIGS. 2 (a) and 3 (a), when the traffic light 31 is present at an obliquely upper front of the vehicle 30, the traffic light 31 is imaged, and the imaging result is output information (image information). Is output to the ECU 16. The ECU 16 determines whether the blue signal 31a is lit, whether the yellow signal 31b is lit, and whether the red signal 31c is lit based on input information (image information) from the camera 23. Is supposed to recognize.

  Also, as shown in FIGS. 2B, 2C, and 3B, when the front vehicle 32 is present in front of the vehicle 30, the front vehicle 32 is imaged, and the imaging result is output as output information ( Image information) is output to the ECU 16. Then, the ECU 16 recognizes whether or not the brake light 32 a disposed on the rear side of the front vehicle 32 is lit based on input information (image information) from the camera 23. In addition, since the image recognition technique for recognizing whether the red signal 31c is lit or whether the brake lamp 32a is lit based on the imaging result by the camera 23 is already known, detailed description thereof is omitted. To do.

  Next, among the control processing routines executed by the ECU 16 of the present embodiment, the neutral control execution processing routine and the neutral release processing routine will be described below based on the flowcharts shown in FIGS. 4 and 5.

First, the neutral control execution processing routine will be described based on the flowchart shown in FIG.
The ECU 16 executes a neutral control execution processing routine at predetermined intervals (for example, every 0.01 seconds). In the neutral control execution processing routine, the ECU 16 determines whether or not the shift range of the automatic transmission 12 is the D range based on the input signal from the shift position sensor SE2 (step S10). When the determination result is negative, the ECU 16 temporarily ends the neutral control execution processing routine because the shift range of the automatic transmission 12 is a range other than the D range (for example, the N range, the P range, etc.). On the other hand, when the determination result of step S10 is affirmative, the ECU 16 determines whether or not the neutral control flag FLGn is set to “0 (zero)” (step S11). The neutral control flag FLGn is set to “1” when the neutral control described later is already executed, and is set to “0 (zero)” when the neutral control is not executed. Flag.

  If the determination result of step S11 is negative (FLGn = “1”), the ECU 16 once ends the neutral control execution processing routine. On the other hand, if the determination result in step S11 is affirmative (FLGn = “0”), the ECU 16 calculates the rotational speed of the output shaft 17 of the transmission mechanism 14 based on the input signal from the rotational speed sensor SE1, and calculates the calculation. Based on the result, the vehicle body speed VS of the vehicle 30 is detected (step S13). Therefore, in the present embodiment, the vehicle speed detecting means is constituted by the rotational speed sensor SE1 and the ECU 16. Subsequently, the ECU 16 determines whether or not the vehicle body speed VS detected in step S13 is equal to or less than a preset vehicle body speed threshold value KVS (for example, “3 km / h (3 kilometers per hour)”) (step S14). . The vehicle body speed threshold value KVS is a value for determining whether or not the vehicle 30 is stopped, and is set in advance by experiments or simulations.

  If the determination result of step S14 is negative (VS> KVS), the ECU 16 determines that the vehicle 30 is traveling, and once ends the neutral control execution processing routine. On the other hand, if the determination result of step S14 is affirmative (VS ≦ KVS), the ECU 16 determines that the vehicle 30 is stopped, and causes the camera 23 to image the front diagonally upward and forward of the vehicle 30 (step S15). ). In this regard, in this embodiment, step S15 corresponds to an imaging step. Subsequently, the ECU 16 determines whether or not the traffic light 31 exists obliquely upward and forward of the vehicle 30 based on the imaging result (that is, image information) by the camera 23 in step S15 (step S16). When this determination result is a negative determination, the ECU 16 proceeds to step S18 to be described later.

  On the other hand, if the determination result of step S16 is affirmative, the ECU 16 determines whether or not the red signal 31c of the traffic light 31 is lit (step S17). If the determination result is affirmative (that is, the red signal 31c is lit (see FIG. 3A)), the ECU 16 determines that the traffic light 31 is in the first state that prompts the vehicle 30 to stop. Then, the process proceeds to step S20 described later. On the other hand, when the determination result of step S17 is negative, the ECU 16 is in the second state (that is, the blue signal 31a or the yellow signal 31b) as another state in which the traffic light 31 is different from the first state. And the process proceeds to step S18 described later.

  In step S <b> 18, the ECU 16 determines whether or not the front vehicle 32 exists in front of the vehicle 30 based on the imaging result (that is, image information) by the camera 23 in step S <b> 15. If this determination result is a negative determination, the ECU 16 proceeds to step S19-1 to be described later. On the other hand, if the determination result of step S18 is affirmative, the ECU 16 determines whether or not the brake light 32a of the front vehicle 32 is lit (step S19). If this determination result is affirmative (that is, the brake lamp 32a is turned on (see FIG. 3B)), the ECU 16 proceeds to step S20 described later. On the other hand, when the determination result of step S19 is negative, the ECU 16 proceeds to step S19-1 to be described later.

  In step S19-1, the ECU 16 determines whether or not the brake switch SW is “ON”. When this determination result is a negative determination (SW = “OFF”), the ECU 16 determines that the driver is not operating the brake, and once ends the neutral control execution processing routine. On the other hand, if the determination result of step S19-1 is affirmative (SW = “ON”), the ECU 16 determines that the driver is operating the brake, and the process proceeds to step S20 described later. Therefore, in this embodiment, the brake switch SW and the ECU 16 constitute a brake operation detection means.

  In step S20, the ECU 16 executes neutral control. Specifically, the ECU 16 controls the hydraulic control mechanism 15 to reduce the hydraulic pressure with respect to the input clutch C1 in the transmission mechanism 14, and puts the input clutch C1 in a half-engaged state. In this regard, in the present embodiment, the ECU 16 determines that the front situation of the vehicle 30 is in a situation where the vehicle 30 should be stopped when at least one of the determination processes in steps S17 and S19 is affirmative. Thus, it also functions as a control means for bringing the input clutch C1 into a semi-engaged state. Step S20 corresponds to a release step. Then, the ECU 16 sets the neutral control flag FLGn to “1” (step S21), and then ends the neutral control execution processing routine once.

Next, the neutral release processing routine will be described based on the flowchart shown in FIG.
Now, the ECU 16 executes a neutral release processing routine every predetermined cycle (for example, every 0.01 seconds). In the neutral release processing routine, the ECU 16 determines whether or not the neutral control flag FLGn is set to “1” (step S30). If this determination result is a negative determination (FLGn = “0 (zero)”), the ECU 16 once ends the neutral release processing routine. On the other hand, if the determination result of step S30 is affirmative (FLGn = “1”), the ECU 16 causes the camera 23 to image the front diagonally upward and forward of the vehicle 30 (step S32). In this regard, in the present embodiment, step S32 corresponds to an imaging step. Subsequently, the ECU 16 determines whether or not the traffic light 31 is present on the upper front side of the vehicle 30 based on the imaging result (that is, image information) by the camera 23 in step S32 (step S33). When this determination result is a negative determination, the ECU 16 proceeds to step S35, which will be described later. On the other hand, if the determination result of step S33 is affirmative, the ECU 16 determines whether or not the red signal 31c of the traffic light 31 is lit (step S34). If this determination result is a negative determination, the ECU 16 determines that the traffic light 31 has been switched from the first state to the second state, and proceeds to step S38 to be described later. On the other hand, if the determination result of step S34 is affirmative, the ECU 16 proceeds to step S35, which will be described later.

  In step S <b> 35, the ECU 16 determines whether or not the front vehicle 32 exists in front of the vehicle 30 based on the imaging result (that is, image information) by the camera 23 in step S <b> 32. When this determination result is a negative determination, the ECU 16 determines whether or not the brake switch SW is “ON” (step S35-1). If the determination result is affirmative (SW = “ON”), the ECU 16 proceeds to step S37 to be described later. On the other hand, if the determination result of step S35-1 is negative (SW = “off”), the ECU 16 proceeds to step S38 to be described later.

  On the other hand, if the determination result of step S35 is affirmative, the ECU 16 determines whether or not the brake light 32a of the front vehicle 32 is lit (step S36). If this determination result is a negative determination, the ECU 16 determines that the brake light 32a of the front vehicle 32 has been switched from the on state to the off state, and the process proceeds to step S38 described later. On the other hand, when the determination result of step S36 is affirmative (that is, when it is determined that the forward situation of the vehicle 30 is in a situation where the vehicle 30 should be stopped), the ECU 16 proceeds to step S37 described later. .

  In step S37, the ECU 16 executes in-neutral control for maintaining the half-engaged state of the input clutch C1 of the transmission mechanism 14 (step S37). Specifically, the ECU 16 controls the hydraulic control mechanism 15 to maintain the hydraulic pressure for the input clutch C <b> 1 in the transmission mechanism 14. Thereafter, the ECU 16 once ends the neutral release processing routine.

  In step S38, the ECU 16 executes an apply control for engaging the input clutch C1 of the transmission mechanism 14 in the half-engaged state. Specifically, the ECU 16 controls the hydraulic control mechanism 15 to increase the hydraulic pressure for the input clutch C1 in the transmission mechanism 14, and put the input clutch C1 into an engaged state. In this regard, in the present embodiment, when the ECU 16 determines that the determination result of at least one of the determination processes in steps S34, S35-1, and S36 is a negative determination, the front situation of the vehicle 30 restarts the vehicle 30. It also functions as a control unit that determines that the vehicle is to be started and puts the input clutch C1 into an engaged state. Step S38 corresponds to an engagement step. Then, the ECU 16 sets the neutral control flag FLGn to “0 (zero)” (step S39), and then ends the neutral release processing routine once.

  Next, the control method of the automatic transmission 12 of this embodiment will be described below. It is assumed that the vehicle 30 has stopped because the red signal 31c of the traffic light 31 located in front of the vehicle 30 is lit. In addition, it is assumed that a front vehicle 32 exists immediately before the vehicle 30 in the same lane of the vehicle 30.

  Now, when the green signal 31a and the yellow signal 31b are turned off and the red signal 31c is turned on in the traffic light 31 that the driver of the vehicle 30 can visually recognize in front of the vehicle 30, the driver depresses a brake pedal (not shown). The vehicle 30 is stopped. Then, the camera 23 of the vehicle 30 images the front side vehicle 32 stopped immediately before the vehicle 30 and the traffic light 31 positioned obliquely above the front of the vehicle 30. When at least one of the fact that the brake light 32a of the front vehicle 32 is lit and the red signal 31c of the traffic light 31 is detected, the situation where the vehicle 30 should stop the vehicle 30 is detected. And the neutral control is executed.

  That is, even when the shift range of the automatic transmission 12 is the D range, the input clutch C1 of the transmission mechanism 14 of the automatic transmission 12 is in a half-engaged state, and the load generated in the torque converter 13 when the vehicle is stopped is reduced. The Therefore, in the vehicle 30 of the present embodiment, when the neutral control is not executed, and when it takes time to start the execution of the neutral control after the vehicle 30 stops, Fuel consumption is improved.

  In this way, when the input signal C1 is in the half-engaged state, when the red signal 31c of the traffic light 31 is turned off and the blue light 31a is turned on, the traffic light 31 is changed from the first state to the second state based on the imaging result by the camera 23. It is confirmed that Then, it is determined that the forward situation of the vehicle 30 is a situation where the vehicle 30 should be re-started, and the apply control is executed, so that the input clutch C1 that has been in the semi-engaged state is engaged. After that, when the driver of the vehicle 30 cancels the depression operation of the brake pedal, the input clutch C1 is already engaged. Therefore, when the driver depresses the accelerator pedal (not shown), the operation is performed. Based on this, the vehicle 30 quickly restarts.

  On the other hand, when it is confirmed that the brake light 32a of the front vehicle 32 is turned off based on the imaging result by the camera 23 before the red signal 31c of the traffic light 31 is turned off and the blue signal 31a is turned on, the front side When the brake light 32a of the vehicle 32 is turned off, it is determined that the front situation of the vehicle 30 is a situation where the vehicle 30 should be restarted, and the apply control is executed. Therefore, when the depression of the brake pedal by the driver of the vehicle 30 is canceled and the accelerator pedal is depressed, the input clutch C1 of the speed change mechanism 14 is already in an engaged state. Then it will promptly recur.

Therefore, in this embodiment, the following effects can be obtained.
(1) When the vehicle 30 is in a stopped state, the front state of the vehicle 30 is detected by detecting at least one of the traffic light 31 being in the first state and the brake light 32a of the front vehicle 32 being lit. When it is determined that the vehicle 30 should be stopped, the input clutch C1 is in a semi-engaged state. Therefore, the load generated in the torque converter 13 when the vehicle is stopped is reduced as compared with the case where the input clutch C1 is in the engaged state, which can contribute to the improvement of fuel consumption when the vehicle is stopped. In addition, when the vehicle 30 is stopped, at least one of the fact that the traffic light 31 is in the second state and the brake light 32a of the front vehicle 32 is turned off is detected, so that the front situation of the vehicle 30 is When it is determined that the vehicle 30 is in a state to be restarted, the input clutch C1 is engaged regardless of the operation state of the brake pedal by the driver. Therefore, when the driver cancels the operation of the brake pedal, the input clutch C1 is already in the engaged state, which can contribute to the rapid restart of the vehicle 30.

  (2) When at least one of the traffic signal 31 is in the first state and the brake light 32a of the front vehicle 32 is lit when the vehicle 30 is stopped, the front situation of the vehicle 30 is If it is determined that the vehicle 30 should be stopped, neutral control is executed. Therefore, the neutral control is executed more quickly than in the conventional case in which the neutral control is executed in accordance with the elapsed time after the brake pedal of the vehicle 30 is operated after the vehicle 30 is stopped. Contributes to improved fuel efficiency when stopped.

  (3) While the vehicle 30 is in a stopped state and the neutral control is being executed, the brake light 32a of the front vehicle 32 is switched from the lit state to the unlit state, and the traffic light 31 is switched from the first state to the second state. If it is determined that the front situation of the vehicle 30 is a situation where the vehicle 30 should be restarted by detecting at least one of the switching to the state, the apply control is executed. For this reason, unlike the conventional case where the driver executes the apply control when the driver depresses the brake pedal, the accelerator pedal is depressed immediately after the driver cancels the brake pedal. Even if this is done, the vehicle can be re-started promptly according to the depression operation of the accelerator pedal.

  (4) In the present embodiment, when the presence of the traffic light 31 and the front vehicle 32 cannot be confirmed based on the imaging result of the camera 23, it is determined whether or not to perform neutral control depending on whether or not the brake pedal is depressed. Is done. Therefore, even when the presence of the traffic light 31 and the front vehicle 32 cannot be confirmed, the neutral control can be executed when the depression operation of the brake pedal is executed.

  (5) When the input operation of the brake pedal is canceled when the input clutch C1 is in the half-engaged state and the presence of the traffic light 31 and the front vehicle 32 cannot be confirmed based on the imaging result of the camera 23. Apply control is executed. Therefore, even when the presence of the traffic light 31 and the front vehicle 32 can no longer be confirmed after the neutral control is performed, the apply control can be performed based on the operation state of the brake pedal.

In addition, you may change this embodiment into another embodiment as follows.
In the above embodiment, the vehicle body speed VS of the vehicle 30 may be detected based on the wheel speed of each wheel of the vehicle 30. In this case, the vehicle body speed detection means is constituted by the wheel speed sensor and ECU 16 provided for each wheel.

  In the above embodiment, when the traffic light 31 and the front vehicle 32 cannot be recognized in the neutral control execution processing routine, the neutral control may not be executed regardless of the depression operation of the brake pedal. That is, in the neutral control execution process routine, the determination process in step S19-1 may not be executed. In such a configuration, when the vehicle 30 passes through an intersection where no traffic light 31 is installed, the neutral control is inadvertently performed when the vehicle 30 is temporarily stopped for safety confirmation. Can be avoided. Therefore, it is possible to avoid preventing the vehicle 30 that has been temporarily stopped for safety confirmation from being promptly restarted.

In the above embodiment, when the traffic light 31 and the front vehicle 32 cannot be recognized in the neutral release processing routine, the apply control may be executed.
In the above embodiment, when the parking brake is operated to release the braking force applied to the drive wheels of the vehicle 30 with the input clutch C1 released, the vehicle 30 is in a restarting state. Therefore, the apply control may be executed regardless of the imaging result of the camera 23.

-In the said embodiment, neutral control may be control which makes the input clutch C1 which was in an engagement state disengaged.
In the above embodiment, the camera 23 may not capture the traffic light 31. In this case, while the vehicle 30 is stopped, the input clutch C1 is in a half-engaged state when the brake light 32a of the front vehicle 32 is turned on, while the input is made when the brake light 32a of the front vehicle 32 is turned off. The clutch C1 is engaged.

  In the above embodiment, the camera 23 does not have to capture the front vehicle 32. In this case, while the vehicle 30 is stopped, the input clutch C1 is in a semi-engaged state when the traffic light 31 is in the first state, while the input clutch C1 is in an engaged state when the traffic light 31 is in the second state. It is said.

In the above embodiment, the vehicle 30 may be provided with a camera for imaging the traffic light 31 and a camera for imaging the front vehicle 32 separately.
In the above embodiment, the imaging unit may be any imaging unit (for example, a video camera) as long as it can capture the traffic light 31 and the front vehicle 32.

In the above-described embodiment, the automatic transmission 12 may be embodied as an unauthorized transmission in which the transmission mechanism 14 is provided with a belt.
Next, the technical idea that can be grasped from the above embodiment and another embodiment will be added below.

  (A) It further comprises a vehicle body speed detection means for detecting the vehicle body speed of the vehicle, and the control means determines whether or not the vehicle is stopped based on the vehicle body speed detected by the vehicle body speed detection means. The control device for an automatic transmission according to any one of claims 1 to 6.

  (B) When the vehicle is in a stopped state and the range of the automatic transmission is a forward travel range, the control means determines whether the vehicle's forward situation is based on the imaging result captured by the imaging means. When the vehicle is in a stopped state and the range of the automatic transmission is a forward travel range, the imaging is performed while the input clutch is in a half-engaged state or a released state. 7. The input clutch is brought into an engaged state when it is determined that the front situation of the vehicle is in a situation where the vehicle should be re-started based on the imaging result obtained by the means. The control device for an automatic transmission according to one item.

The block diagram which shows the automatic transmission of this embodiment, and the control structure of this automatic transmission. (A) is a schematic view when the camera mounted on the vehicle is capturing the traffic light from the side, and (b) is the side where the camera mounted on the vehicle is capturing the front vehicle. The schematic diagram at the time of seeing from the direction, (c) The schematic diagram at the time of seeing a mode that the camera mounted in the vehicle is imaging the front side vehicle from the upper direction. (A) is a schematic diagram which shows the imaging result when a camera images a traffic light, (b) is a schematic diagram which shows the imaging result when a camera images the front side vehicle. The flowchart which shows a neutral control execution processing routine. The flowchart which shows a neutral cancellation | release process routine.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Automatic transmission, 14 ... Transmission mechanism, 16 ... Control apparatus, Control means, Brake operation means, ECU as vehicle body speed detection means, 23 ... Camera as imaging means, 30 ... Vehicle, 31 ... Signal , 32 ... front-side vehicle, 32a ... brake light, C1 ... input clutch, SE1 ... rotational speed sensor as vehicle body speed detection means, SW ... brake switch as brake operation means, VS ... vehicle body speed.

Claims (8)

A control device for an automatic transmission having an input clutch engaged to transmit power from an engine mounted on a vehicle to a transmission mechanism,
Imaging means for imaging at least one of a brake light of a front vehicle located in front of the vehicle and a traffic light located in front of the vehicle;
In the stop state of the vehicle, when it is determined that the front situation of the vehicle is a situation where the vehicle should be stopped based on the imaging result taken by the imaging means, the input clutch is put into a half-engaged state or a released state. On the other hand, a control means for bringing the input clutch into an engaged state when it is determined that the forward situation of the vehicle is a situation where the vehicle should be re-started based on the imaging result captured by the imaging means. Control device for automatic transmission. When the vehicle is in a stopped state and the input clutch is in an engaged state, the control unit is configured to stop the vehicle based on the imaging result captured by the imaging unit. 2. The control device for an automatic transmission according to claim 1, wherein when it is determined that the input clutch is in a neutral state, neutral control is performed to bring the input clutch into a half-engaged state or a released state. When the vehicle is in a stopped state and the input clutch is in a half-engaged state or in a released state, the control means determines whether the vehicle's forward situation is based on the imaging result captured by the imaging means. The control apparatus for an automatic transmission according to claim 1 or 2, wherein when it is determined that the vehicle should be restarted, apply control is performed to put the input clutch into an engaged state. Brake operation detection means for detecting that the driver is braking to apply braking force to the wheels of the vehicle;
When the vehicle is in a stopped state and the input clutch is in an engaged state, the control unit is configured to stop the vehicle based on the imaging result captured by the imaging unit. The neutral control for setting the input clutch in a half-engaged state or a disengaged state is executed even if it is detected that the brake is not operated by the brake operation detecting means. The control device for an automatic transmission according to any one of Items 3 to 4. Brake operation detection means for detecting that the driver is braking to apply braking force to the wheels of the vehicle;
When the vehicle is in a stopped state and the input clutch is in a half-engaged state or in a released state, the control means determines whether the vehicle's forward situation is based on the imaging result captured by the imaging means. The apply control is executed to bring the input clutch into an engaged state even if it is detected that the brake operation is detected by the brake operation detecting means when it is determined that the vehicle should be restarted. The control device for an automatic transmission according to any one of 4. When the control means detects at least one of the fact that the brake light of the front vehicle is lit and the state that the traffic light prompts the vehicle to stop based on the imaging result captured by the imaging means The control apparatus for an automatic transmission according to any one of claims 1 to 5, wherein the forward situation of the vehicle is determined to be a situation where the vehicle should be stopped. The control means includes a state in which the brake light of the front vehicle is turned off based on a result of image picked up by the image pick-up means and a state different from a state in which the traffic light prompts the vehicle to stop. The control apparatus for an automatic transmission according to any one of claims 1 to 6, wherein when at least one is detected, it is determined that the front situation of the vehicle is a situation in which the vehicle should be restarted. A control method for an automatic transmission having an input clutch engaged to transmit power from an engine mounted on a vehicle to a transmission mechanism,
An imaging step of imaging at least one of a brake light of a front vehicle located in front of the vehicle and a traffic light located in front of the vehicle in a stopped state of the vehicle;
When the vehicle is in a stopped state, the input clutch is half-engaged or released when it is determined based on the imaging result captured in the imaging step that the situation ahead of the vehicle is to stop the vehicle. A release step to state,
In the stop state of the vehicle, the input clutch is brought into an engaged state when it is determined based on the imaging result captured in the imaging step that the situation ahead of the vehicle is a situation where the vehicle should be restarted. An automatic transmission control method comprising: an engagement step.

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