JP4924562B2 - Vehicle start control device - Google Patents

Description

  The present invention relates to a vehicle start control device equipped with an automatic transmission, and more particularly, to a vehicle start control device that executes neutral control.

  An automatic transmission mounted on a vehicle is configured to include a transmission mechanism that is connected to an engine via a torque converter or the like and has a plurality of power transmission paths. For example, an automatic transmission is automatically set based on an accelerator opening and a vehicle speed. The power transmission path is automatically switched, that is, the gear ratio (travel speed stage) is automatically switched. Generally, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed in the shift position set in this way (usually, in the forward travel position).

  In a vehicle having such an automatic transmission, in a state where the forward traveling position is set and the vehicle is stopped, the driving force from the idling engine is transmitted to the transmission via the torque converter, which is the wheel. Therefore, a so-called creep phenomenon occurs. Creep phenomenon is very useful under certain conditions, such as smooth starting from a stop on an uphill road, but it is an unnecessary phenomenon when you want to keep the vehicle stopped, and it activates the vehicle brake To suppress the creep force. That is, the creep force from the engine is suppressed by the brake, and there is a problem that the fuel consumption of the engine is reduced accordingly.

  For this reason, in the forward travel position, when the brake pedal is depressed and the brake is activated, and the accelerator is almost fully closed and the vehicle is stopped, the transmission remains in the forward travel position to neutral. It has been proposed to improve fuel efficiency in a near neutral state.

  Many techniques such as neutral control and control techniques in a state where the vehicle starts from a stopped state are disclosed.

  Japanese Unexamined Patent Publication No. 2000-304127 (Patent Document 1) discloses an automatic transmission control device that can prevent various problems caused by the engagement delay of the forward clutch when the neutral control is canceled. The automatic transmission control device includes: a slip state control unit that controls a specific friction engagement element that achieves a predetermined shift stage to a predetermined slip state when a preset control start condition is satisfied; Control release means for lowering the input rotational speed of the friction engagement element according to a predetermined change rate when the predetermined control release condition is established based on the intention to start, and engagement by the control release means Change rate correction means for increasing and correcting the change rate of the input rotational speed when at least one of an increase in engine torque and a reverse of the vehicle is determined during the return to the state.

  According to this automatic transmission control device, for example, when the engine torque suddenly rises due to a sudden accelerator operation or the like, the input rotational speed is rapidly reduced according to the increased correction rate of change. The frictional engagement element is returned to the engaged state to achieve a smooth start, and when the vehicle starts to reverse due to the stop of the brake operation when starting on the uphill road, the frictional engagement element is quickly Due to the proper engagement, the reverse movement of the vehicle against the intention of the driver is prevented.

  Japanese Patent Laid-Open No. 2000-304128 (Patent Document 2) prevents over-correction of control due to fluctuations in line pressure when engaging the forward clutch with the cancellation of the neutral control, and is based on sudden engagement. Disclosed is a control device for an automatic transmission that can avoid occurrence of a shock. The automatic transmission control device includes: a slip state control unit that controls a specific friction engagement element that achieves a predetermined shift stage to a predetermined slip state when a preset control start condition is satisfied; The engine control means for returning the friction engagement element to the engaged state when the predetermined control release condition is satisfied based on the intention to start, and during the return to the engaged state by the engagement control means When the increase of the engagement force is determined, the engagement force increasing means for increasing and correcting the engagement force with respect to the friction engagement element, the line pressure detecting means for detecting the increase or decrease of the line pressure of the automatic transmission, and the line pressure of the automatic transmission And an overcorrection preventing unit that suppresses an increase in the engagement force by the engagement force increasing unit according to the increase.

According to this automatic transmission control device, when the slip state control of the friction engagement element is released, the engagement force increase correction that is executed in accordance with the increase in engine torque is performed in accordance with the increase in the line pressure of the automatic transmission. Since it is suppressed, it is possible to prevent over-correction of the engagement force due to fluctuations in the line pressure, and to avoid occurrence of a shock due to sudden engagement.
JP 2000-304127 A JP 2000-304128 A

  However, the automatic transmission control device disclosed in Patent Literature 1 and Patent Literature 2 has the following problems.

  The automatic transmission control device disclosed in Patent Document 1 provides a target change rate of the turbine rotational speed NT for returning the forward clutch to the engaged state when an accelerator operation is performed when neutral control is released. It is only a correction to increase. The control apparatus for an automatic transmission disclosed in Patent Document 2 increases and corrects the duty ratio of the solenoid so as to suppress the slippage of the forward clutch when an accelerator operation is performed when neutral control is released. When the engine speed NE is within a predetermined range, the engine rotation correction amount is set according to the increase in the ATF line pressure, and the duty ratio of the solenoid is merely corrected by the correction amount.

  In either case, the engine speed fluctuations or the target speed ratio (the speed ratio is the speed ratio in the torque converter, which occurs when returning from the neutral control, and the speed ratio e = turbine speed NT / Good controllability cannot be obtained, for example, when the engine speed NE) deviates from the actual speed ratio.

  More specifically, when the engine speed NE fluctuates, the torque applied to the drive system increases or decreases, resulting in excessive or insufficient hydraulic pressure. Further, even though the control for decreasing the turbine speed NT is performed during the return from the neutral control, when the engine speed NE increases (decreases), the force for increasing (decreasing) the turbine speed NT is also generated. appear.

  Further, when the target speed ratio and the actual speed ratio are different, the engagement hydraulic pressure of the forward clutch is different. The constant pressure standby pressure at the time of return from the neutral control is calculated by using the engagement hydraulic pressure of the forward clutch immediately before the return from the neutral control as a base oil pressure and adding a predetermined oil pressure thereto. For this reason, when the engagement hydraulic pressure of the forward clutch fluctuates, the absolute value of the constant pressure standby pressure differs, and the constant pressure standby pressure becomes excessive or insufficient.

  In such a state where the hydraulic pressure (constant pressure standby pressure) is excessive or insufficient at the time of return from the neutral control, if the hydraulic pressure is too high, the forward clutch is suddenly engaged and a shock is generated. A shock occurs because the oil pressure is forced to be applied.

  Further, when the engine speed NE at the time of return from the neutral control fluctuates or the target speed ratio deviates from the actual speed ratio, the turbine speed NT is different from the normal case. In such a case, if learning control for learning the engagement hydraulic pressure is executed so that the change amount of the turbine rotational speed NT becomes a desired change amount (time change rate), erroneous learning is performed.

  The present invention has been made in order to solve the above-described problems, and the purpose of the present invention is to accurately return from the neutral control according to the state of the engine and the state of the fluid coupling when returning from the neutral control. It is to provide a vehicle start control device.

  According to a first aspect of the present invention, a vehicle start control device controls a vehicle equipped with an automatic transmission having an engaging element that is engaged when the vehicle starts. In this vehicle, when the vehicle state stops at a forward traveling position satisfying a predetermined condition, neutral control for releasing the engagement element is executed, and when the condition determined separately is satisfied, the neutral control from the neutral control is performed. Return control is executed. The start control device includes a learning control means for learning a hydraulic pressure command value of the engagement element based on an input rotation speed to the automatic transmission during the return control, a means for detecting the engine rotation speed, Determination means for determining whether or not to execute the learning control based on a deviation between the engine speed during the return control and the engine speed at the start of the return control.

  According to the first invention, when the deviation of the engine speed in the return control from the neutral control is large for some reason, the behavior of the turbine speed is not accurate. In such a case, it is possible to prohibit the learning of the engagement pressure of the engagement element so that the time change rate of the turbine rotation speed becomes a desired change rate.

  According to a second aspect of the present invention, a vehicle start control device controls a vehicle equipped with an automatic transmission having an engagement element that is engaged when the vehicle starts. In this vehicle, when the vehicle state stops at a forward traveling position satisfying a predetermined condition, neutral control for releasing the engagement element is executed, and when the condition determined separately is satisfied, the neutral control from the neutral control is performed. Return control is executed. The start control device includes a learning control means for learning a hydraulic pressure command value of the engagement element based on an input rotation speed to the automatic transmission during the return control, and a hydraulic pressure applied to the engagement element immediately before the start of the return control. The means for detecting the command value and the hydraulic pressure to the engagement element when the speed ratio of the fluid coupling provided between the engine mounted on the vehicle and the automatic transmission reaches a predetermined target speed ratio Means for detecting the command value, and determination means for determining whether or not to execute the learning control based on a deviation between the hydraulic pressure command value immediately before the start of the return control and the hydraulic pressure command value at the target speed ratio; including.

  According to the second invention, when the deviation of the speed ratio, which is a fluid coupling in the return control from the neutral control due to some cause, is large, the behavior of the turbine rotational speed is not accurate. In such a case, it is possible to prohibit the learning of the engagement pressure of the engagement element so that the time change rate of the turbine rotation speed becomes a desired change rate.

  In the vehicle start control device according to the third aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the learning control means determines the hydraulic pressure command value of the engagement element based on the time change rate of the input rotational speed. Includes means for learning.

  According to the third invention, the learning control means learns the hydraulic pressure command value of the engagement element based on the time change rate of the input rotation speed, changes in the engine rotation speed when returning from the neutral control, and the speed ratio. It can be prohibited or allowed according to the fluctuation of

  Hereinafter, a power train of a vehicle including a control device according to an embodiment of the present invention will be described. The control device according to the present embodiment is realized by an ECU (Electronic Control Unit) 1000 shown in FIG. In the present embodiment, the automatic transmission will be described as an automatic transmission having a planetary gear type transmission mechanism provided with a torque converter as a fluid coupling. The present invention is not limited to an automatic transmission having a planetary gear type transmission mechanism, and may be a continuously variable transmission such as a belt type continuously variable transmission.

<First Embodiment>
With reference to FIG. 1, a power train of a vehicle including a control device according to the present embodiment will be described. Specifically, the control device according to the present embodiment is realized by ECT (Electronic Controlled Automatic Transmission) _ECU 1020 shown in FIG.

  As shown in FIG. 1, the power train of this vehicle includes an engine 100, a torque converter 200, an automatic transmission 300, and an ECU 1000.

  The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, output shaft speed NE (engine speed NE) of engine 100 detected by engine speed sensor 400 and input shaft speed (pump speed) of torque converter 200 are the same.

  The torque converter 200 includes a lock-up clutch 210 that directly connects the input shaft and the output shaft, a pump impeller 220 on the input shaft side, a turbine impeller 230 on the output shaft side, and a one-way clutch 250. It is comprised from the stator 240 which expresses an amplification function. Torque converter 200 and automatic transmission 300 are connected by a rotating shaft. The output shaft rotational speed NT (turbine rotational speed NT) of the torque converter 200 is detected by a turbine rotational speed sensor 410. The output shaft rotational speed NOUT of the automatic transmission 300 is detected by the output shaft rotational speed sensor 420.

  FIG. 2 shows an operation table of the automatic transmission 300. According to the operation table shown in FIG. 2, the clutch elements (C1 to C4 in the figure), the brake elements (B1 to B4), and the one-way clutch elements (F0 to F3) that are friction elements are in any gear. Shows what is combined and released. At the first speed used when the vehicle starts, the clutch element (C1) and the one-way clutch elements (F0, F3) are engaged. Among these clutch elements, the clutch element C1 is particularly referred to as an input clutch 310. The input clutch 310 is also referred to as a forward clutch or a forward clutch, and as shown in the operation table of FIG. 2, the vehicle moves forward except for the parking (P) position, the reverse traveling (R) position, and the neutral (N) position. Therefore, it is always used in the engaged state when the shift stage is configured.

  When the vehicle is in the forward running (D) position and the vehicle is in a stopped state that satisfies a predetermined condition (accelerator off and brake on, the brake master cylinder pressure is equal to or higher than a predetermined value, and the vehicle speed is equal to or lower than a predetermined value) When the determination is made, the control for releasing the input clutch 310 to bring it into a predetermined slip state and bringing it into a state close to neutral is called neutral control.

  The ECU 1000 that controls these power trains includes an engine ECU 1010 that controls the engine 100, an ECT (Electronic Controlled Automatic Transmission) _ECU 1020 that controls the automatic transmission 300, and a VSC (Vehicle Stability Control) _ECU 1030.

  The ECT_ECU 1020 receives a signal representing the turbine rotational speed NT from the turbine rotational speed sensor 410 and a signal representing the output shaft rotational speed NOUT from the output shaft rotational speed sensor 420. Further, ECT_ECU 1020 receives from engine ECU 1010 a signal representing engine speed NE detected by engine speed sensor 400 and a signal representing throttle opening detected by the throttle position sensor.

  These rotation speed sensors are provided to face the teeth of the rotation detection gear attached to the input shaft of torque converter 200, the output shaft of torque converter 200, and the output shaft of automatic transmission 300. These rotational speed sensors are sensors that can detect slight rotations of the input shaft of the torque converter 200, the output shaft of the torque converter 200, and the output shaft of the automatic transmission 300. This is a sensor using a magnetoresistive element.

  Further, ECT_ECU 1020 receives from VSC_ECU 1030 a signal representing vehicle acceleration detected by the G sensor and a signal representing that the brake is on. The VSC_ECU 1030 receives a brake control signal from the ECT_ECU 1020 and controls a hydraulic circuit described later to control the vehicle brake.

  With reference to FIG. 3, the map memorize | stored in the memory of ECT_ECU1020 which is a control apparatus which concerns on this Embodiment is demonstrated. The map shown in FIG. 3 is a map showing the relationship between the engine speed at the start of the return control and the base constant pressure standby pressure (a). The base constant pressure standby pressure (a) is set to be higher as the engine speed at the start of the return control from the neutral control is higher.

  A map stored in the memory as in FIG. 3 will be described with reference to FIG. FIG. 4 shows the relationship between the deviation (h) obtained by subtracting the engine speed at the start of return from neutral control from the current engine speed at the time of return from neutral control, and the engine speed fluctuation correction value (f). It is a map. The engine speed fluctuation correction value (f) is set to increase as the value obtained by subtracting the engine speed at the start of the return control from the neutral control from the current engine speed increases.

  The map stored in the memory as in FIGS. 3 and 4 will be described with reference to FIG. The map shown in FIG. 5 shows the deviation (i) obtained by subtracting the hydraulic pressure learning value (hydraulic pressure command value) from the target hydraulic pressure from the hydraulic pressure (hydraulic pressure command value) for return control from neutral control, and the hydraulic pressure at the target speed ratio. It is the map which showed the relationship with deviation correction value (g). As shown in FIG. 5, the deviation correction value (g) with respect to the hydraulic pressure at the target speed ratio becomes smaller as the value obtained by subtracting the hydraulic pressure learned value at the target speed ratio from the hydraulic pressure command value immediately before the return from the neutral control becomes larger. It is set to be.

  The maps shown in FIGS. 3 to 5 are examples, and the present invention is not limited to these.

  With reference to FIGS. 6 and 7, a control structure of a program executed in ECT_ECU 1020 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter, step is abbreviated as S) 100, ECT_ECU 1020 determines return control from neutral control. If it is determined that return control from neutral control is to be performed (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, ECT_ECU 1020 reads the engine speed at the start of return from neutral control. This process is performed based on an engine speed signal input from engine ECU 1010 to ECT_ECU 1020.

  In S104, ECT_ECU 1020 calculates an initial control pressure. In S106, ECT_ECU 1020 determines whether or not the initial control phase has ended. For example, this determination is made based on a timer or the like. When the initial control phase ends (YES in S106), the process proceeds to S108. If not (NO in S106), the process returns to S106.

  In S108, ECT_ECU 1020 calculates a constant pressure standby pressure base value (a) that is a basis of the constant pressure standby pressure. At this time, the constant pressure standby pressure base value (a) is calculated based on the engine speed at the start of the return control from the neutral control, using the map shown in FIG. In S110, ECT_ECU 1020 calculates an oil temperature correction value (b). In S112, ECT_ECU 1020 reads the learning value (c).

  In S114, ECT_ECU 1020 calculates an accelerator-on correction value (d) due to accelerator-on. In S116, ECT_ECU 1020 calculates a gradient correction value (e) based on the gradient. Thereafter, the process proceeds to S118 in FIG.

  At S118, ECT_ECU 1020 reads the current engine speed. At this time, similar to the process in S102 described above, the process is performed based on the engine speed signal input from engine ECU 1010 to ECT_ECU 1020.

  At S120, ECT_ECU 1020 calculates a deviation (h) in engine speed from the start of return control from neutral control. At S122, ECT_ECU 1020 calculates an engine speed fluctuation correction value (f). In the process at S112, the engine speed fluctuation correction value (f) is calculated from the deviation (h) based on the map shown in FIG.

  In S124, ECT_ECU 1020 reads the hydraulic pressure learning value when the target speed ratio is reached. In S126, ECT_ECU 1020 reads the hydraulic pressure value immediately before the return control from the neutral control. The oil pressure learning value and the oil pressure value in S124 and S126 are oil pressure command values for the input clutch C1.

  In S128, ECT_ECU 1020 calculates a deviation (i) between the hydraulic pressure learned value read in S124 and the hydraulic pressure value read in S126. In S130, ECT_ECU 1020 calculates a deviation correction value (g) from the hydraulic pressure at the target speed ratio. In the processing in S130, a deviation correction value (g) with respect to the hydraulic pressure from the deviation (i) to the target speed ratio is calculated using the map shown in FIG.

  In S132, ECT_ECU 1020 calculates a constant pressure standby pressure. At this time, the constant pressure standby pressure is the constant pressure standby pressure base value (a) + oil temperature correction value (b) + learning value (c) + accelerator on correction value (d) + gradient correction value (e) + engine speed fluctuation. Calculated as a correction value (g) + a deviation correction value (g) from the hydraulic pressure at the target speed ratio. The constant pressure standby pressure base value (a), the oil temperature correction value (b), the learning value (c), the accelerator on correction value (d), the gradient correction value (e), the engine speed fluctuation correction value (f), There is a negative value in the deviation correction value (g) with respect to the hydraulic pressure at the target speed ratio.

After the process of S132, the process returns to S108 of FIG.
A return operation from neutral control in a vehicle equipped with ECT_ECU 1020, which is a control device according to the present embodiment, based on the above-described structure and flowchart will be described.

  FIG. 8 shows the time change of the clutch command value (command pressure) of the input clutch (C1) 310 when returning from the neutral control. In the neutral control mode, the engagement pressure of the input clutch (C1) 310 is feedback-controlled so that the target speed ratio is obtained. When shifting from the neutral control mode to the normal mode through the neutral control return mode, first, the input clutch (C1) 310 is initially engaged with the engagement pressure of the input clutch (C1) 310 that is subjected to feedback control of the target speed ratio. To the initial control pressure at once. When the initial control ends, the constant pressure standby pressure calculation period starts. At this time, the constant pressure standby pressure is calculated based on the flowchart described with reference to FIGS.

  As shown in FIG. 6, during the constant pressure standby pressure calculation period, the constant pressure standby pressure base value (a) is calculated (S108), the hydraulic pressure correction value (b) is calculated (S110), and the learning value (c) is read. (S112). Further, an accelerator on correction value (d) is calculated (S114), and a gradient correction value (e) is calculated (S116). In the constant pressure standby pressure calculation period, the current engine speed is read (S118), and a deviation (h) from the engine speed at the start of the return control is calculated (S120). Based on the deviation (h), the engine speed fluctuation correction value (f) is calculated from the map shown in FIG. 4 (S122).

  The hydraulic pressure learning value when the target speed ratio is reached is read (S124), the hydraulic pressure value just before the return control from the neutral control is read (S126), and the deviation (i) is calculated (S128). Based on this deviation (i) and the map shown in FIG. 5, a deviation correction value (g) for the hydraulic pressure at the target speed ratio is calculated (S130).

  As a constant pressure standby pressure, a constant pressure standby pressure base value (a) + oil temperature correction value (b) + learning value (c) + accelerator on correction value (d) + gradient correction value (e) + engine speed fluctuation correction value ( The constant pressure standby pressure is calculated from the deviation correction value (g) from the hydraulic pressure at f) + target speed ratio (S132). The engagement hydraulic pressure of the input clutch (C1) 310 in the neutral control return mode is controlled using the constant pressure standby pressure shown in FIG.

  Note that in the period of the neutral control return mode, the sweep correction pressure and the feedback correction pressure are added to calculate the engagement pressure of the input clutch (C1) 310. When the neutral control return mode is finished, the mode is changed to the normal mode, and the input clutch (C1) 310 is completely engaged.

  As described above, according to the ECT_ECU that is the control device according to the present embodiment, in the return control from the neutral control, in the constant pressure standby pressure calculation period, the current engine speed and the engine speed at the start of the return control. Based on the deviation, the engine speed fluctuation correction value (f) is repeatedly calculated. In the constant pressure standby pressure calculation period, a deviation correction value (g) for the hydraulic pressure at the target speed ratio is calculated based on the deviation (i) between the hydraulic pressure learned value when the target speed ratio is reached and the hydraulic pressure value just before the return. Is done. The constant pressure standby pressure is repeatedly calculated in consideration of the engine speed fluctuation correction value (f) and the deviation correction value (g) from the hydraulic pressure at the target speed ratio. As a result, when returning from the neutral control, it is possible to accurately return from the neutral control according to the engine speed and the speed ratio of the torque converter, and it is possible to avoid the occurrence of the engagement shock of the input clutch.

<Second Embodiment>
Hereinafter, a control device according to a second embodiment of the present invention will be described. The control block diagram of the vehicle including the control device according to the present embodiment is the same as the control block diagram according to the first embodiment described above. Therefore, detailed description thereof (FIGS. 1 and 2) will not be repeated here.

  With reference to FIG. 9, a control structure of a program executed by ECT_ECU 1020 which is the control apparatus according to the present embodiment will be described. The flowchart shown in FIG. 9 is a flowchart for determining whether or not to execute the hydraulic pressure learning control when returning from the neutral control.

  At S200, ECT_ECU 1020 calculates a deviation (h) between the engine speed at the start of the return and the engine speed during the return. In S202, ECT_ECU 1020 determines whether or not deviation (h) is maintained within a predetermined range. At this time, for example, a constant s and a constant t larger than the constant s are determined in advance, and it is determined whether or not s <deviation (h) <t is satisfied. If deviation (h) is maintained within a predetermined range (YES in S202), the process proceeds to S204. If not (NO in S202), the process proceeds to S210.

  In S204, ECT_ECU 1020 calculates deviation (i) between the target speed ratio and the speed ratio immediately before the return from the neutral control. In S206, ECT_ECU 1020 determines whether or not deviation (i) is within a predetermined range. For example, a constant u and a constant v larger than the constant u are determined in advance, and it is determined whether u <deviation (i) <v is satisfied. If deviation (i) is within a predetermined range (YES in S206), the process proceeds to S208. If not (NO in S206), the process proceeds to S210.

  In S208, ECT_ECU 1020 updates the oil pressure learning value when returning from the neutral control. The update of the oil pressure learning value is learned from the time change amount (time change rate) of the turbine speed NT, and the oil pressure value is learned so as to have a predetermined time change rate.

  In S210, ECT_ECU 1020 prohibits the update process of the hydraulic pressure learning value when returning from the neutral control.

  A return operation from neutral control in a vehicle equipped with ECT_ECU 1020, which is a control device according to the present embodiment, based on the above-described structure and flowchart will be described.

  If the return condition from the neutral control is satisfied during the neutral control, the return control from the neutral control is executed. At that time, a deviation (h) between the engine speed at the start of return and the engine speed during return is calculated (S200), and this deviation (h) is within a predetermined range (YES in S202). ) Further, a deviation (i) between the target speed ratio and the speed ratio immediately before return is calculated (S204), and if this deviation (i) is within a predetermined range (YES in S206), The hydraulic pressure learning value is updated (S208).

  On the other hand, when deviation (h) is not within the predetermined range (NO at S202) or deviation (i) is not within the predetermined range (NO at S206), the engine speed Since the engine speed or the speed ratio varies, it is not considered that the turbine rotational speed has changed accurately. Therefore, the update process of the hydraulic pressure learning value at the time of return is prohibited (S210).

  As described above, according to the ECT_ECU that is the control device according to the present embodiment, the hydraulic pressure learning control at the time of return is executed based on the amount of change in the turbine speed at the time of return from the neutral control. However, if the deviation of the engine speed during return is large or if the deviation between the target speed ratio and the speed ratio immediately before return is large, it is determined that the behavior of the turbine speed is not normal. Modified to change the oil pressure learning value when returning. As a result, the learning control can be accurately executed when returning from the neutral control.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the automatic transmission according to the first embodiment of the present invention. It is an operation | movement table | surface of the automatic transmission shown in FIG. FIG. 3 is a diagram (part 1) illustrating a map stored in a memory of an ECU in FIG. 1. FIG. 3 is a diagram (No. 2) showing a map stored in a memory of the ECU of FIG. 1. FIG. 4 is a diagram (No. 3) showing a map stored in a memory of the ECU in FIG. 1. It is a flowchart (the 1) which shows the control structure of the program performed with ECU which concerns on the 1st Embodiment of this invention. It is a flowchart (the 2) which shows the control structure of the program performed with ECU which concerns on the 1st Embodiment of this invention. It is a timing chart which shows operation | movement of the vehicle carrying the automatic transmission which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed with ECU which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  100 engine, 200 torque converter, 210 lock-up clutch, 220 pump impeller, 230 turbine impeller, 240 stator, 250 one-way clutch, 300 automatic transmission, 310 input clutch, 400 engine speed sensor, 410 turbine speed sensor, 420 Output shaft rotational speed sensor, 1000 ECU, 1010 Engine ECU, 1020 ECT_ECU, 1030 VSC_ECU.

Claims (3)

A start control device for a vehicle equipped with an automatic transmission having an engagement element that is engaged when the vehicle starts, wherein the vehicle stops at a forward travel position satisfying a predetermined condition of the vehicle. In this case, neutral control for releasing the engagement element is executed, and when a separately defined condition is satisfied, return control from the neutral control is executed,
Learning control means for learning a hydraulic pressure command value of the engagement element based on an input rotation speed to the automatic transmission during the return control;
Means for detecting the engine speed ,
The learning control means updates the learned value of the hydraulic pressure command value when the deviation between the engine speed during the return control and the engine speed at the start of the return control is within a predetermined range, Prohibiting the updating of the learning value if the deviation is not within the predetermined range;
The predetermined range is a start control device in which the behavior of the input rotational speed is determined to be normal . A start control device for a vehicle equipped with an automatic transmission having an engagement element that is engaged when the vehicle starts, wherein the vehicle stops at a forward travel position satisfying a predetermined condition of the vehicle. In this case, neutral control for releasing the engagement element is executed, and when a separately defined condition is satisfied, return control from the neutral control is executed,
Learning control means for learning a hydraulic pressure command value of the engagement element based on an input rotation speed to the automatic transmission during the return control;
Means for detecting a hydraulic pressure command value to the engagement element immediately before the start of the return control;
For detecting a hydraulic pressure command value to the engagement element when a speed ratio of a fluid coupling provided between an engine mounted on the vehicle and the automatic transmission becomes a predetermined target speed ratio. Means ,
The learning control means updates the learned value of the hydraulic pressure command value when a deviation between the hydraulic pressure command value immediately before the start of the return control and the hydraulic pressure command value at the target speed ratio is within a predetermined range. And prohibiting updating of the learning value when the deviation is not within the predetermined range,
The predetermined range is a start control device in which the behavior of the input rotational speed is determined to be normal .   The start control device according to claim 1 or 2, wherein the learning control means includes means for learning a hydraulic pressure command value of the engagement element based on a time change rate of the input rotation speed.

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