JP2020034026A - Vehicular automatic transmission control apparatus - Google Patents

Abstract

To provide a vehicular automatic transmission control apparatus suppressing a deterioration of a vehicular start responsiveness in an initial start at a cold start.SOLUTION: If an engine 12 is at a given temperature Tm or lower in the case of starting the engine 12 after being stopped for a given period of time tm or longer, an idling revolution speed Neid is set at a post-warmup idling revolution speed Neidw or higher and a gear stage for an initial cold-start is set at a first gear stage 1st that is the first gear stage, with a gear stage for the subsequent starts set at a second gear stage 2nd that is the second gear stage. With this, a gear stage for the initial cold start following the engine 12 start after being stopped for a given period of time tm or longer with a given temperature Tm or lower is at the first gear stage 1st, and therefore an engaging time of a clutch C1 is shortened compared to the case of the gear stage that is the second gear 2nd for the initial cold-start, making it possible to suppress deterioration of the vehicular start responsiveness.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a vehicular automatic transmission, and more particularly to control at the time of starting a vehicle.

  A power transmission path is provided between the engine and the drive wheels, and a predetermined one of a plurality of gears is engaged by engaging a predetermined one of the plurality of hydraulic friction engagement devices. 2. Description of the Related Art A control device for a vehicle including an automatic transmission for a vehicle in which a shift speed is selectively established is known. For example, a control device described in Patent Literature 1 is disclosed. The control device described in Patent Literature 1, for example, when the engine temperature is equal to or lower than a predetermined temperature, increases the calorific value by increasing the idle speed of the engine to be higher than the idle speed after the engine is warmed up. The machine is controlled so that it is performed early. Accordingly, the control device described in Patent Document 1 performs so-called cold engine startup at the time of starting the engine when the temperature of the engine is equal to or lower than the predetermined temperature and is higher than the idle speed after warm-up. At the time of starting, the vehicle automatic transmission is controlled so that the speed at the start of the vehicle is set to the second speed, which is smaller than the first speed used after warm-up, so that a smooth vehicle The launch has been realized.

JP-A-2002-115586

  However, for example, when the engine is started for the first time in a cold state where the engine has been stopped for a predetermined time or more, the hydraulic circuit is not sufficiently filled with oil, and therefore, compared to a normal start in which the hydraulic circuit is sufficiently filled with oil, for example. As a result, the engagement time of the predetermined hydraulic friction engagement device that is engaged to establish the shift speed at the time of starting becomes longer. Also, among the predetermined hydraulic friction engagement devices, for example, a first hydraulic friction engagement device that is commonly engaged to establish a first shift speed and a second shift speed is a vehicle-use friction engagement device. Due to the structure of the power transmission device including the automatic transmission, the torque sharing when the second gear is established is smaller than the torque sharing when the first gear is established. Therefore, in order to suppress a shift shock that occurs when the shift speed is established, it is necessary to carefully control the hydraulic pressure of the first hydraulic friction engagement device to increase the hydraulic pressure. The step engagement time is lengthened. Therefore, in the initial start of the engine that has been stopped for a predetermined time or more at the time of the cold start, the engagement time of the first hydraulic friction engagement device becomes longer, and there is a possibility that the start responsiveness of the vehicle is reduced.

  The present invention has been made in view 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 a vehicle at the first start during a cold start. It is to provide a device.

  The gist of the present invention is that a plurality of hydraulic friction engagement devices are provided in a power transmission path between an engine and a drive wheel by engaging a predetermined hydraulic friction engagement device among a plurality of hydraulic friction engagement devices. A predetermined one of the plurality of shift speeds is selectively established, and the first shift speed and the second shift speed of the plurality of shift speeds are engaged in common. The engagement time of the first hydraulic friction engagement device is longer at the second shift speed than at the first shift speed, and the first hydraulic friction engagement device is configured to perform the first hydraulic friction engagement device at the time of start of the plurality of hydraulic friction engagement devices. The first hydraulic friction engagement device that establishes the gear position is set to the released state when the non-travel range is selected, and when the travel range is selected, the first hydraulic friction engagement device is started by engagement of the first hydraulic friction engagement device. A control device for an automatic transmission for a vehicle, wherein the engine is stopped for a predetermined time or more. When the engine is started, the idle speed is set to be equal to or higher than a predetermined speed when the engine is in a cold state where the engine temperature is equal to or lower than a predetermined temperature. The second shift speed is set as the second shift speed, and the next or subsequent cold start shift speed is set as the second shift speed.

  According to the control device for an automatic transmission for a vehicle of the present invention, when an engine stopped for a predetermined time or more is started and the engine is in a cold state at a predetermined temperature or lower, the idle speed is set to a predetermined rotation speed. In addition to the above, the shift speed for the first cold start is set to the first shift speed, and the shift speed for the next cold start is set to the second shift speed. Accordingly, the first cold start shift stage following the start of the engine stopped for a predetermined time or longer and the engine having a predetermined temperature or lower is the first shift stage, and the initial start shift stage is the second shift stage. Since the engagement time of the first hydraulic friction engagement device is shorter than in the case of the shift speed, a decrease in the start response of the vehicle can be suppressed. Further, in the cold start after the next time, the second shift stage having a smaller gear ratio than the first shift stage is set, so that the vehicle can smoothly start even when the idle speed is high.

FIG. 1 is a schematic configuration diagram of a vehicle to which the present invention is applied, and is a functional block diagram illustrating a main part of a control function of an electronic control device mounted on the vehicle. 3 is an engagement operation table of a hydraulic friction engagement device when each of a plurality of shift speeds is established in the automatic transmission of FIG. 1. 3 is a flowchart illustrating a main part of a control operation by the electronic control device of FIG. 1. FIG. 4 is a diagram showing a relationship between a shift shock and a start response at a predetermined shift speed.

  The present invention can be applied to a hybrid vehicle having a driving electric motor and an automatic transmission in addition to an engine as a driving power 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 simplified or modified as appropriate, and the dimensional ratios, shapes, and the like of the respective parts 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 the 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 configured by the engine 12 and the power transmission device 50. In FIG. 1, the torque converter 14 and the automatic transmission 20 are shown in a schematic view.

  The torque converter 14 includes a pump wheel 14p connected to a crankshaft 30 of the engine 12 and a turbine wheel 14t connected to the automatic transmission 20 via an input shaft 32 corresponding to an output member of the torque converter 14. , Is provided. A lock-up clutch LU is provided between the pump impeller 14p and the turbine impeller 14t. When the lock-up clutch LU is completely engaged, the pump impeller 14p and the turbine impeller 14t rotate integrally. Can be The torque converter 14 is supplied with an engagement-side oil chamber 14on to which a hydraulic oil for engaging the lock-up clutch LU is supplied and a hydraulic oil for releasing the lock-up clutch LU. A release-side oil chamber 14off and a rear-side oil chamber 14r through which hydraulic oil flows out of the torque converter 14 are provided.

  The automatic transmission 20 includes a single pinion type first planetary gear device 22 including a sun gear S1, a pinion P1, and a carrier CA2, a sun gear S2, a plurality of pairs of pinions P2 and P1, which mesh with each other, a carrier CA2, and a ring gear R2. , A single-pinion-type third planetary gear set 26 including a sun gear S3, a pinion P3, a carrier CA3, and a ring gear R3; a sun gear S4, a pinion P4; A single-pinion type fourth planetary gear unit 28 including a carrier CA4 and a ring gear R4, 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 Ravigneaux type planetary gear train. The gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) 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 transmission clutch that is a hydraulic friction engagement 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 includes a wet multi-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by a 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 transmission of power between the engine 12 and the drive wheels 52 is interrupted and the neutral state is established. can do.

  The driving force output from the automatic transmission 20 to the output shaft 34 is transmitted to the left and right driving 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 using the hydraulic oil sent from the oil pump 18 that is driven to rotate by the engine 12.

  The vehicle 10 includes an electronic control device 100 that is a control device that controls each unit related to the traveling of the vehicle 10. The electronic control device 100 includes a so-called microcomputer having, for example, a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and operates according to a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing.

  Various input signals detected by various sensors provided in the vehicle 10 are supplied to the electronic control device 100. For example, an engine speed sensor 80, an input shaft speed sensor 82, an output shaft speed sensor 84, an accelerator opening sensor 86, a throttle opening sensor 88, a shift position sensor 90, a hydraulic oil temperature sensor 92, and a brake operation amount sensor 94 And an output shaft corresponding to an input shaft rotation speed Nin (rpm), which is an engine rotation speed Ne (rpm) and a turbine rotation speed Nt (rpm), based on a detection signal from the engine temperature sensor 96 and the like, and a vehicle speed V (km / h). 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 Toil (° C), driver deceleration The brake operation amount θbrk (%) indicating the magnitude of the operation, the engine temperature Te (° C.), and the like are supplied. Further, from the electronic control unit 100, an engine output control signal Se for controlling the output of the engine 12, a hydraulic control command signal Sp for controlling the hydraulic pressure such as shifting of the vehicle transmission 20, and the like are respectively output. 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) for controlling the hydraulic pressure supplied to the hydraulic actuator of the friction clutch. And is output to the hydraulic control circuit 70.

  FIG. 2 is an engagement operation table of the hydraulic friction engagement device when a plurality of gears, that is, gears, are established in the automatic transmission 20 of FIG. 1. In FIG. 2, “○” indicates an engaged state, and a blank indicates a released state. In the automatic transmission 20, the clutches C1 to C4 and the brakes B1, B2 connected to the case 16, which is a non-rotating member, are engaged or released according to the engagement operation table shown in FIG. One of the forward gear (1st to 10th), the neutral gear (N), and one reverse gear (Rev) is established. That is, this automatic transmission 20 has a D range for forward traveling in which forward traveling can be performed in ten forward gears 1st to 10th, and a R for reverse traveling in which reverse traveling can be performed in the reverse gear Rev. A range and an N range for interrupting power transmission are provided. 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, an N position, an R position, and a D position. These N position, R position, and D position are positions for selecting the N range, R range, and D range of the automatic transmission 20, respectively. The range is switched to N range, R range or D range. That is, in the N range, the automatic transmission 20 is set to the neutral N, and in the R range, the automatic transmission 20 is set to the reverse gear Rev. In the D range, one of the 10th forward gears 1st to 10th is established, and when the vehicle is stopped, the gear ratio γ is set to the first gear 1st, and the vehicle speed V and the accelerator opening are set. The speed is automatically changed according to the vehicle state such as θacc. The N range in which the shift lever 72 is operated to the N position is a non-travel range, and the R range or the D range in which the shift lever 72 is operated to the R position or the D position is a travel range.

  In FIG. 2, 1st to 10th mean first to tenth gears as forward gears, Rev means a reverse gear as a reverse gear, and an automatic transmission corresponding to each gear. The speed ratio γ of 20 (= input shaft rotation speed Nin (rpm) / output shaft rotation speed Nout (rpm)) is equal to the first planetary gear set 22, the second planetary gear set 24, the third planetary gear set 26, and the The gear ratio ρ1, ρ2, ρ3, ρ4 of the four planetary gear unit 28 is appropriately determined. The D position is provided with a + position for an upshift and a-position for a downshift. When the shift lever 72 is operated to the + position or the-position, the forward gear is manually shifted. Can be moved up and down.

  As shown in FIG. 2, among a plurality of gear speeds established in the automatic transmission 20, for example, a first speed gear speed 1st corresponding to the first gear speed includes a clutch C <b> 1, a clutch C <b> 2, and a brake B <b> 2. And the clutch C3, the clutch C4, and the brake B1 are released. As shown in FIG. 2, for example, the second speed 2nd corresponding to the second speed 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, at the time of gear shifting, the torque sharing ratio of the transmission torque transmitted from the engine 12 to be served by each of the hydraulic friction engagement devices constituting the gear is, for example, the gear ratio ρ1, ρ2, ρ3, Based on ρ4 and the like, the state differs depending on the engagement or release state of each hydraulic friction engagement device.

  For example, the clutch C1 is engaged in common with the first speed gear 1st and the second speed gear 2nd, but the torque sharing ratio of the clutch C1 in the first speed gear 1st is, for example, 2.05. Thus, in the second gear 2nd, the torque sharing ratio of the clutch C1 is, for example, 0.64. That is, the torque sharing ratio of the clutch C1 is smaller in the second gear 2nd than in the first gear 1st. Accordingly, the engagement oil pressure of the clutch C1 in the second gear 2nd is smaller than the engagement oil pressure of the clutch C1 in the first gear 1st, and the clutch C1 in the second gear 2nd tries to engage earlier. However, the shift shock during shifting is increased. For this reason, in the hydraulic control circuit 70, when the clutch C1 is engaged when the second speed gear 2nd is established, for example, a careful control such as slowly increasing the hydraulic pressure so as not to cause a shift shock is applied. When the vehicle 10 starts smoothly, the engagement time tc of the clutch C1 is longer when the vehicle 10 starts at the second gear 2nd than when the vehicle 10 starts at the first gear 1st, and the start response is improved. descend. The engagement time tc is, for example, when the vehicle 10 starts moving, a command for engaging a hydraulic friction engagement device such as a clutch C1 for establishing a gear is issued, and the hydraulic friction engagement device such as the clutch C1 is issued. This is the time until the engagement is completed. The start response is, for example, the length of a response time tr until a gear is established and a gear is established when the vehicle 10 starts, and the response time tr is long. When this happens, the start responsiveness is considered to have decreased, and when the response time tr has been shortened, the start responsiveness has been improved. Here, the response time tr is substantially the same as or slightly larger than the engagement time tc. The response time tr increases as the engagement time tc increases, and the response time tr decreases as the engagement time tc decreases. Also decreases.

  As shown in FIG. 1, the electronic control unit 100 includes an idle speed control unit, ie, an idle speed control unit 102, a soak determination unit 104, ie, a soak determination unit 104, and an engine control unit, ie, an engine control unit 106. , A temperature determination unit or temperature determination unit 108, a start control unit or start control unit 110, a shift instruction determination unit or shift instruction determination unit 112, and a shift control unit or shift control unit 114.

  The idle speed control unit 102 controls, for example, an idle speed Neid (rpm) that is the rotation speed Ne of the engine 12 in a state where the engine 12 is not stopped while the vehicle is stopped, that is, in an idling state. For example, when the engine 12 is started, the idle speed control unit 102 sets the idle speed Neid in a cold state in which the engine 12 is equal to or lower than a predetermined temperature Tm to be higher than the idle speed Neidw after the warm-up. Control.

  The soak determining unit 104 determines whether or not a so-called soak time ts, which is a so-called soak time ts during which the engine 12 has been stopped at the time of starting the engine 12, is equal to or longer than a predetermined time tm set to, for example, about ten and several hours. I do. The predetermined time tm is a threshold time when the engine 12 is started to start the vehicle 10, for example, when the hydraulic oil filled in the hydraulic circuit is not sufficient to affect the start responsiveness of the vehicle 10. If the soak time ts is equal to or longer than the predetermined time tm, the start response of the vehicle 10 may be reduced.

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

  Temperature determination unit 108 determines whether or not temperature Te of engine 12 is equal to or lower than predetermined temperature Tm. Specifically, when engine 12 is started by engine control unit 106, temperature determination unit 108 is in a low temperature state in which engine temperature Te is equal to or lower than predetermined temperature Tm based on a detection signal from engine temperature sensor 96. It is determined whether or not. The predetermined temperature Tm is a threshold temperature at which, for example, when the engine 12 is started to start the vehicle 10, the engine performance is reduced due to the low temperature state of the engine 12, and the engine temperature Te becomes equal to or lower than the predetermined temperature Tm. 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 a predetermined temperature Tm. There may be. The time when the engine 12 is controlled so that the engine temperature Te is equal to or lower than the predetermined temperature Tm and the idle speed Neid becomes higher than the idle speed Neidw after warm-up is referred to as the cold start of the engine 12.

  The start control unit 110 controls engagement or disengagement of a hydraulic friction engagement device for establishing a gear 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, it is necessary to establish the first gear 1st, which is the first gear when starting. When only the clutch C1 of the engaged clutch C1, the clutch C2 and the brake B2 is released, and the clutch C2 and the brake B2 are engaged and the shift lever 72 is operated to the travel range, the clutch C1 is released. Control for starting the vehicle 10 by engaging is performed.

  The shift instruction determining unit 112 determines whether or not an instruction to establish a gear when the vehicle 10 starts is the first time. Specifically, shift instruction determining section 112 determines that engine 12 is started by engine control section 106, engine temperature Te is determined by temperature determining section 108 to be equal to or lower than predetermined temperature Tm, and idle speed control is performed. The gear for starting the vehicle 10 that operates the shift lever 72 from the non-traveling range to the traveling range when it is determined by the unit 102 that the idle speed Neidw in the cold state is higher than the idle speed Neidw after the warm-up. It is determined whether or not the instruction to establish the step is the first start of the vehicle 10, that is, the instruction for the first cold start, and whether or not the next or later cold start.

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

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

  In step (hereinafter, step is omitted) S10 corresponding to soak determining section 104, it is determined whether or not soak time ts is equal to or longer than predetermined time tm when engine 12 is started. If the determination in S10 is affirmative, that is, if the soak time ts is equal to or longer than the predetermined time tm, S20 corresponding to the engine control unit 106 is executed. If the determination in S10 is negative, that is, if 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 the temperature Te of the engine 12 is equal to or lower than a predetermined temperature Tm. If the determination in S30 is affirmative, that is, if the engine temperature Te is equal to or lower than the predetermined temperature Tm, S40 corresponding to the shift instruction determination unit 112 is performed. If the determination in S30 is negative, that is, if the engine temperature Te is not 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 at the start of the vehicle 10 is the first time. If the determination in S40 is affirmative, that is, if the instruction to establish the gear for starting the vehicle 10 at the time of the cold start of the engine 12 is the instruction for starting the vehicle 10 for the first time, the shift control unit S50 corresponding to 114 is executed. If the determination in S40 is negative, that is, the instruction to establish the gear position for starting the vehicle 10 during the cold start of the engine 12 is not the instruction for starting the vehicle 10 for the first time, but the next time, that is, the second time or more. If the instruction is for starting the vehicle, 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. That is, in the present embodiment, the first gear 1st corresponding to the first gear is established, and the vehicle 10 is started at the first gear 1st. After the vehicle 10 is started in the first gear 1st, this routine is ended.

  In S60 corresponding to the shift control section 114, the shift control of the automatic transmission 20 is performed so as to establish the target gear. That is, in the present embodiment, the second speed 2nd corresponding to the second speed is established, and the vehicle 10 is started at the second speed 2nd. After the vehicle 10 is started in the second gear 2nd, the present routine ends.

  FIG. 4 is a diagram showing the relationship between the shift shock S (G) and the response time tr (sec) at a predetermined gear position. The shift shock S is a shock that is generated, for example, at the time of shifting before starting the vehicle, that is, at the time of establishing a gear. The response time tr is a time from when a command for engagement of the hydraulic friction engagement device for establishing the gear position is issued, the engagement of the hydraulic friction engagement device is completed, and the gear position is established. This includes, for example, an oil passage filling time required for the oil pressure control circuit 70 in a state where oil is not filled to be sufficiently filled with oil. In FIG. 4, the vertical axis indicates the shift shock S, and the horizontal axis indicates the response time tr. A line a shown by a one-dot chain line in FIG. 4 represents the balance between the shift shock S and the response time tr obtained in advance in the first speed gear 1st corresponding to the first shift speed. A line b indicated by a two-dot chain line in FIG. 4 represents the balance between the shift shock S and the response time tr obtained experimentally in advance at the second speed 2nd corresponding to the second speed.

  At the point p1 in FIG. 4, in the present embodiment, when the engine 12 is started, the soak time ts is equal to or longer than the predetermined time tm and the engine temperature Te is equal to or lower than the predetermined temperature Tm, and a gear position when the vehicle 10 starts moving 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 speed 1st corresponding to the first shift speed are shown. At the point p2 in FIG. 4, in the present embodiment, when the engine 12 is started, the soak time ts is equal to or longer than the predetermined time tm and the engine temperature Te is equal to or lower than the predetermined temperature Tm, and a gear position when the vehicle 10 starts moving is established. When the instruction is an instruction for the second or subsequent start, the shift shock S and the response time tr of the vehicle 10 started at the second speed 2nd corresponding to the second shift speed are shown. Point p3 and point p4 in FIG. 4 indicate, for example, when starting engine 12, soak time ts is equal to or longer than predetermined time tm and engine temperature Te is equal to or lower than predetermined temperature Tm, and an instruction to establish a gear when starting vehicle 10 is established. Indicates the shift start S and the response time tr of the vehicle 10 started at the second speed 2nd corresponding to the second shift speed when the instruction is for the first start.

  The range surrounded by the vertical axis, the horizontal axis, and the broken line in FIG. 4 is the target range K in the present embodiment, and is indicated by the shift shock S and the response time tr of the vehicle 10 started at a predetermined gear. If the point falls within the target range K, it is assumed that the decrease in the start responsiveness of the vehicle 10 has been suppressed. As shown in FIG. 4, at the 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 whose soak time ts is equal to or longer than the predetermined time tm and the engine temperature Te is equal to or lower than the predetermined temperature Tm is started, the vehicle 10 is started for the first time in the first gear 1st. The response time tr can be shortened by shortening the engagement time of the clutch C1 as compared with the case where the vehicle is started at the second gear, and a decrease in the start response of the vehicle 10 is suppressed. Further, at the point p2, the starting of the second and subsequent vehicles 10 in which the oil passage filling time is reduced is set to the second gear 2nd as compared to the case where the vehicle 10 is started for the first time at the second gear 2nd. As a result, the response time tr is shortened, and a decrease in the start responsiveness of the vehicle 10 is suppressed.

  In the control device 100 of the automatic transmission 20 according to the present embodiment, when the engine 12 that has been stopped for the predetermined time tm or more is started and the engine 12 is at or below the predetermined temperature Tm, the idle speed Neid is increased after the warm-up. Is set to be equal to or higher than the idle speed Neidw, and the first cold start gear stage is set to the first speed gear stage 1st corresponding to the first shift stage, and the next and subsequent cold start gear stages are set. Is set to the second speed 2nd corresponding to the second speed. As a result, the first cold start gear stage following the start of the engine 12 that has been stopped for the predetermined time tm or longer and the predetermined temperature Tm or lower is the first speed gear stage 1st, and thus the first cold start gear stage. Is shorter than the second speed gear 2nd, the engagement time of the clutch C1 is shorter, so that a decrease in the vehicle start response can be suppressed. Further, since the second and subsequent start gears are the second speed gear 2nd, smooth start of the vehicle 10 can be realized, for example, even when the idle speed is high.

  As described above, the preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be embodied in still another mode.

  For example, in the above-described embodiment, the first gear is the first gear 1st, and the second gear is the second gear 2nd. However, the present invention is not limited to this. The shift speed need not be the first speed gear 1st, and the second speed need not be the second speed gear 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 engagement device is the brake B1 or B2.

  Further, in the above-described embodiment, the first gear and the second gear are respectively adjacent gears, but are not necessarily limited thereto. For example, the first gear may be a first gear 1st, the second gear may be a third gear 3rd, or the first gear may be a second gear 2nd. Accordingly, the second speed may be the fourth speed 4th.

  In the above-described embodiment, the soak determination unit 104 and S10 determine whether the so-called soak time ts during which the engine 12 has been stopped at the time of starting the engine 12 is equal to or longer than the predetermined time tm. However, for example, even when the stop time during which the engine 12 is stopped is not determined when the engine 12 is started, the effect of the present embodiment can be obtained.

  As described above, the embodiments of the present invention have been described in detail with reference to the drawings. However, the above description is merely an embodiment, and other examples are not specifically described. Various changes and improvements can be made based on knowledge.

10: Vehicle 12: Engine 20: Automatic transmission (automatic transmission for vehicle)
52: drive wheel 100: electronic control device (control device)
1st: 1st speed (1st speed)
2nd: second speed (second speed)
tc: engagement time N: non-travel range R, D: travel range C1: clutch (first hydraulic friction engagement device)
Neid: idle speed

Claims (1)

A power transmission path is provided between the engine and the drive wheels, and a predetermined one of a plurality of gears is engaged by engaging a predetermined one of the plurality of hydraulic friction engagement devices. A first hydraulic friction engagement device that selectively establishes a shift speed and engages in common when establishing a first shift speed and a second shift speed among the plurality of shift speeds, respectively. The engagement time of the second shift speed is longer than that of the first shift speed, and the first shift speed of the plurality of hydraulic friction engagement devices that establishes the first shift speed when the vehicle starts moving. A control device for an automatic transmission for a vehicle, in which a hydraulic friction engagement device is set to a released state when a non-travel range is selected, and when the travel range is selected, the vehicle is started by engagement of the first hydraulic friction engagement device. And
When the engine stopped for a predetermined time or more is started, when the engine is in a cold state where the temperature is equal to or lower than a predetermined temperature, the idle speed is set to be higher than or equal to the predetermined speed, and the shift stage of the first cold start is set. Is set to the first shift speed, and the next or subsequent cold start shift speed is set to the second shift speed.

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