JP6547593B2 - Control device of automatic transmission for vehicle - Google Patents

Description

  The present invention relates to control of a vehicle having an automatic transmission for a vehicle, and to control of an engagement device of the automatic transmission for a vehicle at restart after automatic stop of the engine.

  In a vehicle with a function to stop the engine while the vehicle is idle, for example, while stopping at an intersection, for the purpose of improving the fuel efficiency of the vehicle, the automatic transmission has a hydraulic engagement device when the engine is stopped In this case, the oil pressure is not supplied from the oil pump that generates the oil pressure by the driving force of the engine, and the oil pressure for controlling the automatic transmission is lowered. When the engine is restarted, oil pressure is supplied from the oil pump by rotation of the engine, and engagement of the engagement element is performed when sufficient oil pressure is obtained. However, the engine was already at a high speed and was producing a shock when the engagement elements were fully engaged. On the other hand, according to Patent Document 1, even if the engine is stopped and the oil pump is not supplied with the oil pressure, the oil pressure of the hydraulic unit of the automatic transmission is maintained by the check valve and the accumulator. A technique is disclosed that reduces the shock by engaging the engagement elements of the automatic transmission prior to start up.

Japanese Patent Application Laid-Open No. 08-014076

  By the way, in patent document 1, since the engagement element of the automatic transmission is engaged before the start of the engine, it will be compared with the case where the engagement element is engaged when the engine reaches a high rotational speed. , Can reduce shock. However, since there is variation in torque characteristics at the time of initial explosion of the engine for each individual engine, for example, when the difference between torque at the time of initial explosion of the engine and at the time of complete explosion is large, a shock may occur at engine restart. there were.

  The present invention has been made against the background described above, and the object of the present invention is to stop the engine while stopping and to place the automatic transmission in a neutral state for the purpose of improving the fuel efficiency of the vehicle. It is an object of the present invention to provide a control device of an automatic transmission for a vehicle capable of suppressing a shock generated in engine restart after an engine is stopped in a vehicle.

The subject matter of the present invention is that, in a vehicle including an engine , a torque converter, and an automatic transmission, the engine is automatically stopped when a predetermined condition is satisfied, and the engagement element of the automatic transmission is opened. the pre SL automatic transmission to a neutral state, a control device for a vehicular automatic transmission to engage the engaging element performs restarting of the engine when a predetermined restart condition is satisfied, the At the time of restart of the engine, in the first explosion section of the engine from the restart of the engine to the start of slip of the engagement element, the vehicle has a standby torque capacity that exceeds the engine torque at the time of first explosion by a predetermined value the engaging elements of use automatic transmission is engaged, the torque converter while maintaining a slip of the engagement element from the slip is initiated the engaging elements Of the engaging element to the turbine speed falls to a predetermined turbine speed so as to suppress the shock at the time of engagement of the engaging element after the slip engagement pressure was elevated to the engine After completion of the complete explosion, the engagement pressure is further increased to end the slip state.

In this way, the engagement element of the automatic transmission for the vehicle is in the slip state while the engine shifts from the first explosion to the complete explosion. While the engine is transitioning from the first explosion to the complete explosion, the rotational speed of the torque converter's turbine is pre-controlled so that the shock at the time of engagement of the engagement element after the slip is suppressed while the engagement element remains slipped. by Rukoto increases the engagement pressure of the engagement element so that a defined turbine rotational speed, shock transmitted from the engine that occurs on the basis of increasing the engine torque can be effectively suppressed, complete combustion is completed The shock transmitted from the engine can be suppressed by further raising the engagement pressure to complete the engagement later.

It is a skeleton figure explaining the composition of the automatic transmission for vehicles with which the present invention was equipped with the vehicles equipped. It is an operation table | surface explaining the combination of the action | operation of the engagement element at the time of establishing the several gear stage of the automatic transmission for vehicles of FIG. It is a block diagram explaining the principal part of the electrical control system provided in the vehicle, in order to control the automatic transmission for vehicles of FIG. 1, etc. FIG. 4 is a circuit diagram related to a linear solenoid valve that controls the operation of each hydraulic actuator of a clutch and a brake in the hydraulic control circuit of FIG. 3. It is a functional block diagram explaining the principal part of the control function of the electronic control unit of FIG. It is a time chart explaining the principal part of operation of an engine, a torque converter, and an engagement element when an engagement device of Drawing 1 switches from a half engagement state to full engagement with restart of an engine. It is a flowchart explaining the principal part of operation of an engine, a torque converter, and an engagement element when an engagement device of Drawing 1 switches from a half engagement state to full engagement with restart of an engine.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton view illustrating a schematic configuration of a vehicular automatic transmission 12 (hereinafter, omitted for a vehicle) provided in a vehicle 10 to which the present invention is applied. FIG. 2 is an operation table for explaining combinations of a plurality of hydraulic friction engagement devices when establishing a plurality of gear stages of the automatic transmission 12. As shown in FIG. The automatic transmission 12 is suitably used in an FF vehicle, and includes a single pinion type first planetary gear set 16 in a transaxle case 14 (hereinafter referred to as the case 14) as a non-rotational member attached to a vehicle body. The second transmission section 24 mainly composed of the first transmission section 18 mainly composed of the second planetary gear apparatus 20 of the double pinion type and the third planetary gear apparatus 22 of the single pinion type as the Ravigneaux type. , And the rotation of the input shaft 26 is shifted from the output gear 28 functioning as an output member. The input shaft 26 corresponds to an input rotary member of the automatic transmission 12, and in the present embodiment, a turbine of a torque converter 32 as a fluid power transmission device rotationally driven by an engine 30 which is a driving power source for traveling. It is configured integrally with the shaft. Also, the output gear 28 corresponds to the output rotating member of the automatic transmission 12, and in this embodiment, meshes with the differential ring gear 36 to transmit power to the differential gear device 34 shown in FIG. 3, for example. And a counter driven gear coaxially arranged with the differential drive pinion constituting the final gear pair and functioning as a counter drive gear constituting the counter gear pair. Then, as shown in FIG. 3, the output of the engine 30 is driven left and right sequentially through the vehicle power transmission device 11 including the torque converter 32, the automatic transmission 12, the differential gear device 34, and a pair of axles 38 and the like. It is transmitted to the wheel 40. The automatic transmission 12 and the torque converter 32 are configured substantially symmetrically with respect to a center line (axial center) C, and the lower half of the axial center C is omitted in the skeleton view of FIG. 1.

  The torque converter 32 includes a lockup clutch 42 that directly transmits the power of the engine 30 to the input shaft 26 without fluid intervention. The lockup clutch 42 is a hydraulic friction clutch that is frictionally engaged by the differential pressure ΔP between the hydraulic pressure in the engagement side oil chamber 44 and the hydraulic pressure in the release side oil chamber 46, and it is completely engaged (locked The power of the engine 30 is directly transmitted to the input shaft 26 by being turned on. Further, the differential pressure ΔP, that is, the torque transfer capacity is feedback-controlled so as to engage in a predetermined slip state as required.

  Automatic transmission 12 is selected depending on the combination of any one of the rotating elements (sun gears S1 to S3, carriers CA1 to CA3 and ring gears R1 to R3) of first transmission unit 18 and second transmission unit 24. Six forward gears (forward gear) of first gear "1st" to sixth gear "6th" are established, and a reverse gear (reverse gear) of reverse gear "R" is established. Be As shown in FIG. 2, for example, in the forward gear, the first gear (1st) is engaged with the clutch C1 and the brake B2, and the second gear (2nd) is engaged with the clutch C1 and the brake B1. 3rd gear (3rd) by engagement of the clutch C1 and the brake B3, engagement of the fourth gear (4th) by the engagement of the clutch C1 and the clutch C2, and engagement of the clutch C2 with the brake B3. As a result, the fifth speed (5th) gear is established, and the sixth speed (6th) gear is established by engagement of the clutch C2 and the brake B1. In addition, the reverse gear (R) is established by the engagement of the brake B2 and the brake B3, and the neutral state (N) is established by releasing all of the clutches C1 and C2 and the brakes B1 to B3. Is configured. In the case 14, there is provided a mechanical oil pump 48 which generates hydraulic pressure serving as an original pressure for operating the clutches C1 and C2 and the brakes B1 to B3 by being rotationally driven by the engine 30. It is equipped. In the present embodiment, the clutch C1 is generally called a start clutch and corresponds to an engagement element.

  The operation table of FIG. 2 summarizes the relationship between the respective gear stages GS and the operating states of the respective engaging elements, that is, the clutches C1 to C2 and the brakes B1 to B3. "O" represents engagement, “X” indicates release. The clutches C1 and C2 and the brakes B1 to B3 (hereinafter referred to simply as the clutch C and the brake B unless otherwise specified) are engaged and controlled by a hydraulic actuator such as a multi-disc clutch or brake, for example. The hydraulic friction engagement device transmits the power of the drive wheel 40 to the drive wheel 40 side. Then, the engagement and release states of the respective clutches C and brakes B are switched by excitation, non-excitation and current control of the linear solenoid valves SL1 to SL5 (see FIGS. 3 and 4) in the hydraulic control circuit 100, and , The transient hydraulic pressure at the time of release, etc. are controlled. Further, the accumulation of the hydraulic pressure in the accumulator ACM and the supply of the hydraulic pressure from the accumulator ACM to the respective hydraulic friction engagement devices are switched by excitation and non-excitation of the on / off solenoid valve SV1 and current control.

  FIG. 3 is a block diagram for explaining an essential part of an electrical control system provided in the vehicle 10 to control the engine 30, the automatic transmission 12, and the like. In FIG. 3, the vehicle 10 is provided with an electronic control device 120 including a hydraulic control device related to, for example, an engine stop while the automatic transmission 12 is stopped and an engine restart control. The electronic control unit 120 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface and the like, and the CPU is a program stored in advance in the ROM while utilizing a temporary storage function of the RAM. The output control of the engine 30, the shift control of the automatic transmission 12, and the like are executed by performing signal processing according to the above, and if necessary, the engine control device for engine control or the linear in the hydraulic control circuit 100. It is divided into a hydraulic control device for transmission control that controls the solenoid valves SL1 to SL5, SLT, and the on / off solenoid valve SV1, and the like.

  In the electronic control unit 120, for example, a signal indicating the hydraulic oil temperature TOIL (° C.) which is the temperature of the hydraulic oil (for example, known ATF) in the hydraulic pressure control circuit 100 detected by the hydraulic oil temperature sensor 50 52 is a signal representing an accelerator opening degree Acc (%) which is an operation amount of the accelerator pedal 54 as a request amount (driver request amount) for the vehicle 10 by the driver detected by the engine 30, the engine 30 detected by the engine rotational speed sensor 56 A signal representing the engine rotational speed NE (rpm) which is the rotational speed of the engine 30, a signal representing the cooling water temperature TW (.degree. C.) of the engine 30 detected by the cooling water temperature sensor 58, intake of the engine 30 detected by the intake air amount sensor 60 A signal representing the air amount Q / N, a throttle which is the opening degree of the electronic throttle valve detected by the throttle valve opening degree sensor 62. A signal representing the opening degree θ TH (%) of the valve, a signal representing an output rotational speed NOUT (rpm) which is the rotational speed of the output gear 28 corresponding to the vehicle speed V (km / h) detected by the vehicle speed sensor 64 A signal representing the operation (ON) of the foot brake pedal 68 indicating that the foot brake is in operation (stepping-in operation), which is a regular brake detected by 66, a signal indicating BON, the lever position of the shift lever 72 detected by the lever position sensor 70 Operating position, shift position) A signal representing PSH, turbine rotational speed NT (rpm) which is the rotational speed of the turbine of the torque converter 32 detected by the turbine rotational speed sensor 74 (ie input rotational speed which is the rotational speed of the input shaft 26) A signal representing NIN) is supplied, respectively.

  Further, from the electronic control unit 120, an engine output control command signal SE for output control of the engine 30, for example, a drive signal to the throttle actuator for controlling the opening and closing of the electronic throttle valve according to the accelerator opening Acc An injection signal for controlling the fuel injection amount injected from the injection device, an ignition timing signal for controlling the ignition timing of the engine 30 by the igniter, and the like are output. Further, hydraulic control command signals SA, SP (SP1, SP2, SP3, SP4, SP5) for shift control of the automatic transmission 12, for example, in the hydraulic control circuit 100 for switching the gear stage GS of the automatic transmission 12. Linear solenoid valve SLT for adjusting and controlling the valve command signal (hydraulic command value, drive signal) for controlling the excitation and non-excitation of the linear solenoid valves SL1 to SL5 and the on / off solenoid valve SV1, etc. Drive signals and the like are output.

  Further, the shift lever 72 is disposed, for example, in the vicinity of the driver's seat, and as shown in FIG. 4, the five operating positions "P", "R", "N", "D" or "S" are manually operated. It is supposed to be operated.

  The "P" position (range) is in a neutral state (neutral state) in which power transmission in the automatic transmission 12 is interrupted because none of the gear stages in the automatic transmission 12 are established and the mechanical parking lock mechanism mechanically It is a parking position (position) for blocking (locking) the rotation of the output gear 28. The “R” position is a reverse travel position (position) for establishing a reverse gear that reversely rotates the direction of rotation of the output gear 28 of the automatic transmission 12. Further, the “N” position is a neutral position (position) for establishing a neutral state in which power transmission in the automatic transmission 12 is interrupted. Also, the “D” position is a shift range (D range) that allows the shift of the automatic transmission 12 to automatically shift using all forward gear stages of the first gear “1st” to the sixth gear “6th”. It is a forward travel position (position) for performing control. Also, the "S" position is an engine brake position (position) where manual shifting can be performed by switching between multiple types of shift ranges that limit the change range of the gear, that is, multiple types of shift ranges at different high gear speeds. is there.

  FIG. 4 shows the linear solenoid valves SL1 to SL5 for controlling the operation of the hydraulic actuators (hydraulic cylinders) ACT1 to ACT5 of the clutches C1 and C2 and the brakes B1 to B3 in the hydraulic control circuit 100 and the engine 30 at rest. FIG. 6 is a diagram showing a main part of a hydraulic pressure control circuit 100 related to an on / off solenoid valve SV1 that controls the operation of an accumulator ACM that functions as a hydraulic pressure source.

  In FIG. 4, the hydraulic pressure supply device 102 is mechanically operated based on an operation of a shift valve 72 or a regulator valve that regulates line hydraulic pressure using an oil pressure generated by a mechanical oil pump 48 rotationally driven by the engine 30 as an original pressure. Alternatively, it is equipped with a manual valve or the like that can electrically switch the oil passage. For example, when the shift lever 72 is operated to the “D” position or the “S” position, this manual valve outputs the line hydraulic pressure PL (MPa) input to the manual valve as the drive hydraulic pressure PD (MPa), and the shift lever When the 72 is operated to the “R” position, the input line oil pressure PL is output as a reverse oil pressure PR (MPa), and when the shift lever 72 is operated to the “P” position or the “N” position, Shut off the output (lead the drive hydraulic pressure PD and the reverse hydraulic pressure PR to the discharge side). Thus, the hydraulic pressure supply device 102 outputs the line hydraulic pressure PL, the drive hydraulic pressure PD, and the reverse hydraulic pressure PR.

  Further, in the hydraulic control circuit 100, linear solenoid valves SL1 to SL5 (hereinafter referred to as linear solenoid valves SL unless otherwise specified) corresponding to the hydraulic actuators ACT1 to ACT5 and the accumulator ACM, and on / off solenoid valves SV1 is provided respectively. The hydraulic pressure actuators ACT1, ACT2, ACT3 and ACT5 and the accumulator ACM are supplied with drive hydraulic pressure PD supplied from the hydraulic pressure supply device 102 by the corresponding linear solenoid valves SL1, SL2, SL3 and SL5 and the on / off solenoid valve SV1, respectively. The hydraulic pressure is adjusted to the hydraulic pressure PC1, PC2, PB1, PB3, PACM (MPa) according to the hydraulic control command signals SA, SP (SP1, SP2, SP3, SP4, SP5) from the electronic control unit 120, respectively directly Supplied. In the hydraulic actuator ACT4, the line hydraulic pressure PL supplied from the hydraulic pressure supply device 102 is adjusted to the hydraulic pressure PB2 according to the command signal from the electronic control device 120 by the corresponding linear solenoid valve SL4 to directly Supplied. The hydraulic actuator ACT5 of the brake B3 is supplied with either the hydraulic pressure PB3 adjusted by the linear solenoid valve SL5 or the reverse hydraulic pressure PR via the shuttle valve 112.

  The linear solenoid valves SL1 to SL5 basically have the same configuration, and the on / off solenoid valve SV1 is a solenoid valve which is on / off driven, and the electronic control unit 120 independently performs excitation / de-energization or current control. Control the hydraulic pressure supplied to the hydraulic actuators ACT1 to ACT5 and the accumulator ACM that functions as a hydraulic pressure source when the engine 30 is stopped independently, and operate the clutches C1 and C2, the brakes B1 to B3, and the accumulator ACM The hydraulic pressure PC1, PC2, PB1, PB2, PB3, and PACM are controlled. Then, in the automatic transmission 12, for example, each gear stage GS is established by engagement of any two predetermined friction engagement devices as shown in the operation table of FIG. Further, in the shift control of the automatic transmission 12, for example, a so-called clutch-to-clutch shift is executed by regripping the disengagement side frictional engagement device of the clutch C or the brake B involved in the shift and the engagement side frictional engagement device. Ru. In this clutch-to-clutch shift, the release transient oil pressure of the release side friction engagement device and the engagement of the engagement side friction engagement device so that the shift is performed as quickly as possible while suppressing a shift shock. Transient hydraulic pressure is properly controlled. For example, the hydraulic control command signal SP1 is a signal for driving a linear solenoid valve SL1 that controls the engagement pressure of the clutch C1. The hydraulic control command signal SP4 is a signal for driving a solenoid valve SL4 that controls the engagement pressure of the brake B2.

  In the vehicle 10 of this embodiment, for example, in order to reduce fuel consumption while the vehicle is traveling, the engine 30 is automatically stopped while the vehicle is stopped, and the engine 30 is automatically restarted. Control called “and stop” is executed. FIG. 5 is a functional block diagram for explaining the main parts of the control function of the electronic control device 120 of FIG. 3, and among the control functions, the main part related to control of restart of the engine 30 while the vehicle is stopped is It is shown.

  Although the S & S control unit 130 does not describe the details in the present embodiment, when a predetermined start condition is satisfied, it is determined that the engine 30 of the vehicle being stopped or coasting is automatically stopped. In order to make the machine 12 neutral, release of the hydraulic friction engagement device such as the clutch C1 is performed. Also, while the vehicle is stopped, S & S control is restored based on a signal representing, for example, the release of the brake pedal 68 from the brake switch 66 and the accelerator opening Acc from the accelerator opening sensor 52, and the engine 30 is restarted. Decide if you should.

  The engine output control unit 122 opens / closes the electronic throttle valve so that the required output corresponding to the accelerator opening Acc from the accelerator opening sensor 52 can be obtained based on the restart instruction of the engine 30 from the S & S control unit 130. Control signals for controlling the throttle actuator, injection signals for controlling the fuel injection amount injected from the fuel injection device, and ignition timing signals for controlling the ignition timing of the engine 30 by the igniter, etc. The engine output control signal SE is output.

  The shift control unit 124 makes a shift determination based on the actual vehicle speed and the throttle opening degree from the shift diagram stored in advance so that the automatic transmission 12 can establish the gear stage for which the shift determination has been made. Any two of the clutches C1 and C2 brakes B1, B2 and B3 shown in FIG. Further, the shift control unit 124 controls the engagement state of the clutch C1 at the time of engine restart in accordance with a command from the S & S control unit 130.

  The C1 slip determination unit 126 determines the slip start of the clutch C1 based on the fact that the turbine speed NT (rpm) after restart of the engine 30 exceeds the slip start determination value SD1 (rpm) set in advance. . Further, the C1 slip determination unit 126 determines the slip end of the clutch C1 as the turbine rotational speed NT becomes equal to or less than a predetermined slip end determination value SD2 (rpm) after determining the slip start of the clutch C1. A period from when the S & S control unit 130 instructs the engine output control unit 122 to restart the engine 30 until the C1 slip determination unit 126 determines that the clutch C1 starts to slip is referred to as a first explosion period. It is.

  The clutch engagement control unit 128 receives the engagement pressure of the clutch C1 by a predetermined value which is relatively smaller than the engine torque at the time of the first explosion of the engine, in response to the S & S return determination from the S & S control unit 130 or the restart determination of the engine 30. The hydraulic pressure control command signal SP1 is output to the hydraulic pressure control circuit 100 so as to obtain a pressure at which the torque capacity at standby time can be obtained. Further, the clutch engagement control unit 128 sets the difference between the target turbine rotational speed NTt stored in advance and the actual turbine rotational speed NT to zero after the slip start determination by the C1 slip determination unit 126. The engagement pressure of the clutch C1 is feedback controlled. This target turbine rotational speed NTt is similar to the turbine rotational speed NT shown at t3 to t6 in FIG. 6, and is experimentally determined as a change in the desired turbine rotational speed to suppress a shock when the clutch C1 is engaged. Time function. The clutch C1 is slipped so that the engine rotational speed NE rapidly reaches the complete explosion rotational speed, and after reaching the complete explosion rotational speed, the differential rotation of the clutch C1 is set in advance so as to converge to zero.

  FIG. 6 is a time chart illustrating the operation of the engagement element including the engine 30, the torque converter 32, and the clutch C1 when the engine 30 is automatically restarted and the clutch C1 switches from the half engagement state to the full engagement. Is shown.

  When a predetermined S & S control return condition is satisfied in the vehicle 10 at a stop, the S & S control unit 130 outputs a command signal (engine restart instruction), and the engine output control unit 122 starts the engine 30. At the same time, an instruction signal is output from the S & S control unit 130 to the shift control unit 124 and the clutch engagement control unit 128, and based on this instruction signal, the hydraulic control instruction signals SP1 and SP4 from the shift control unit 124 are hydraulic circuits. It is output to 100. The solenoid valve SL1 of the clutch C1 outputs a hydraulic pressure command value P2 set as a hydraulic pressure command value higher than the hydraulic pressure command value P1 at initial detonation for the purpose of improving the response speed of the clutch C1. A control hydraulic pressure command value P3 for supplying a maximum engagement hydraulic pressure which is the line hydraulic pressure PL is output to the valve SL4. (Time point t0 in FIG. 6). The hydraulic pressure command value P2 output to the solenoid valve SL1 of the clutch C1 is lowered to the hydraulic pressure command value for initial explosion P1 after the lapse of a preset time. The hydraulic pressure command value P1 for initial detonation is preset so that the clutch C1 does not slip during initial detonation of the engine 30, that is, the torque capacity of the clutch C1 exceeds the torque capacity of the initial detonation of the engine 30 by a predetermined value. (Time t1 in FIG. 6). The engine 30 starts the transition from the first explosion to the complete explosion (time t2 in FIG. 6), and the engine speed NE starts to gradually increase from the number of revolutions r1 (rpm) at the first explosion. Further, the turbine rotational speed NT of the torque converter 32 also increases similarly, and reaches the slip start determination value SD1, that is, the rotational speed r4 (rpm). After the C1 slip determination unit 126 determines that the turbine rotational speed NT has exceeded the slip start determination value SD1, the target turbine rotational speed NTt and the actual turbine rotational speed NT, which are stored in advance in the clutch engagement control unit 128, Feedback control is started to make the rotational speed difference of 0 zero. Therefore, after that, the engagement hydraulic pressure of the clutch C1 changes successively based on the command signal of the shift control unit 124 (time t3 in FIG. 6). The target turbine rotational speed NTt stored in advance is a time function experimentally obtained as a change in the desired turbine rotational speed to suppress a shock when the clutch C1 is engaged, and the complete explosion of the engine 30 starts The maximum value turbine rotational speed r5 (rpm) is previously set beforehand (t4 in FIG. 6), and the maximum value is maintained until immediately after the start of the complete explosion (t5 in FIG. 6). ). After completion of the complete explosion of engine 30, target turbine speed NTt is set to gradually decrease. If it is determined in clutch engagement control unit 128 that turbine rotational speed NT has become slip end determination value SD2, ie, rotational speed r3 (rpm) or less, the gear change control unit based on the command signal from C1 slip determination unit 126 The hydraulic pressure command value to the solenoid valve SL1 of the clutch C1 is set to the same hydraulic pressure command value P3 as the hydraulic pressure command value P3 given to the solenoid valve SL4 that controls the brake B2 by the command signal output to the hydraulic pressure control circuit 100 by 124. Ascending and the slip state is terminated (t6 in FIG. 6).

  Note that FIG. 6 shows the engine torque TE (Nm) and an output shaft torque TOUT (Nm) of an output shaft corresponding to the output gear in FIG. 1 and not shown. The engine torque TE (Nm) and the output shaft torque TOUT (Nm) are obtained experimentally, respectively, and the engine rotational speed NE, turbine rotational speed NT, C1 clutch hydraulic pressure (MPa), B2 of FIG. The torque generated by the operation of the clutch hydraulic pressure (MPa) is shown. The solid lines of the engine torque TE (Nm) and the output shaft torque TOUT (Nm) indicate the torque that is generated when the above control is performed to reduce the shock of engine restart in the vehicle at rest. On the other hand, the broken line of the output shaft torque (Nm) shows the torque generated when the above control for reducing the shock is not carried out, and the torque largely changes up and down and the torque generated on the output shaft Change, or shock, is growing.

  FIG. 7 shows an essential part of the control function of the electronic control device shown in FIGS. 3 and 5, that is, the engine and torque when the engagement device restarts the engine and switches from the half engagement state to the full engagement state. It is a flowchart explaining the principal part of operation of a converter and an engagement element, and is repeatedly performed.

  In FIG. 7, first, in step S1 corresponding to the operation of the S & S control unit 130 (hereinafter, the step is omitted) S1, for example, it is determined whether the engine 30 is restarted by determining whether the engine restart condition is satisfied. It is determined whether or not. If the S1 determination is negative, the present routine is ended. If the determination is affirmative, for example, an engine restart instruction is sent to the engine output control unit 122 in S2 corresponding to the operation of the S & S control unit 130. It is output and restart of the vehicle 10 is started. Further, an instruction signal is output from the S & S control unit 130 to the shift control unit 124 and the C1 slip determination unit 126, and in S3 corresponding to the operation of the shift control unit 124, the solenoid valve SL1 of the clutch C1 The hydraulic pressure command value P2 set higher than the command value P1 is output, and the hydraulic pressure command value P3 is output in parallel to the solenoid valves SL2 to SL5 of the other engaging elements C2, B1 and B3 including B2. It is output and B2 control oil pressure is supplied. The hydraulic pressure command value P2 to the solenoid valve SL1 of the clutch C1 is set to be higher than the hydraulic pressure command value P1 at the time of initial detonation, in order to accelerate the rise of the hydraulic pressure supplied to the clutch C1. Subsequently, after a predetermined time, in S4 corresponding to the operation of the shift control unit 124, the first explosion hydraulic pressure command value P1 is output to the solenoid valve SL1 of the clutch C1, and the C1 initial explosion hydraulic pressure is supplied. In S5 corresponding to the C1 slip determination unit 126, the C1 slip determination unit 126 determines whether or not the slip of the clutch C1 exceeds a predetermined slip start determination value SD1 to determine the start of C1 clutch control. . If the S5 determination is negative, the C1 initial detonation hydraulic pressure supply and the determination as to whether or not the slip start determination value SD1 of the clutch C1 is exceeded are continued, and if the S5 determination is affirmed, shift control In S6 corresponding to the operation of unit 124, control for setting the difference between the turbine rotational speed map stored in advance in C1 slip determination unit 126 and the actual turbine rotational speed NT to zero, that is, C1 clutch control starts Be done. After the complete explosion of the engine 30, completion of C1 engagement is determined in S7 corresponding to the C1 slip determination unit 126. If the S7 determination is negative, the C1 clutch control is continued, and if the S7 determination is affirmed, the hydraulic pressure command value P3 is output to the solenoid valve SL1 of the clutch C1, and the C1 control hydraulic pressure is output to the clutch C1. The supply slip condition is terminated.

  In this way, the clutch C1 of the automatic transmission 12, which engages with the engine 30 during the transition from the first explosion to the complete explosion, is in a slip state. During the transition from the first explosion to the complete explosion in which the engine torque increases, the clutch C1 slips, thereby suppressing the shock transmitted from the engine 30 which is generated by the increase in the engine torque.

  Further, after the C1 slip determination unit 126 determines that the turbine rotation speed NT of the torque converter 32 exceeds the slip start determination value SD1, the C1 slip determination unit 126 approaches the turbine rotation speed map stored in advance. Thus, the hydraulic pressure to the clutch C1 is controlled. The previously stored turbine rotational speed map is a map experimentally obtained as a change in the desired turbine rotational speed to suppress the shock when the clutch C1 is engaged. The hydraulic pressure is feedback controlled. Thereby, the shock can be further effectively suppressed.

  Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable in other aspects.

  For example, in the above-described embodiment, in the first explosion section from the restart instruction of the engine 30 to the C1 slip start, the clutch is set to have a standby torque capacity that exceeds the engine torque at the first explosion by a predetermined value. It is assumed that the engagement pressure of C1 is increased. However, this condition takes into consideration variations in engine characteristics, and in the initial detonation period, if the slip of the clutch C1 does not exceed the predetermined slip start determination value, the engagement pressure of the clutch C1 is initially detonated. It can be equal to or lower than the engine torque at the time of first explosion.

  Also, although the hydraulic pressure command value P2 output to the solenoid valve SL1 of the clutch C1 at the time of restarting the engine 30 is set higher than the hydraulic pressure command value P1 at initial detonation to improve the hydraulic pressure rise, it is supplied to the clutch C1. There is no need to set the hydraulic pressure command value higher than the hydraulic pressure command value P1 at the time of the first explosion, in particular, if the rising speed of the hydraulic pressure to be used does not matter. Although switching from the hydraulic pressure command value P2 to the initial explosion hydraulic pressure command value P2 is performed after a preset time has elapsed, for example, the hydraulic pressure may be directly measured to determine switching.

  Also, although the engagement hydraulic pressure of the clutch C1 is controlled so as to approach the turbine rotational speed set in advance in the first detonation section before the start of C1 slip from the restart instruction of the engine 30, for example, The generated torque may be measured, and the hydraulic pressure to the clutch C1 may be controlled so that the torque approaches a temporal change (map) of the torque stored in advance.

  In addition, although not illustrated one by one, the present invention is implemented even if various changes are added within the range which does not deviate from the meaning.

10: Vehicle 12: Automatic transmission for vehicle 30: Engine 100: Hydraulic control circuit (control device)
C1, C2: clutch (engagement element)
B1, B2, B3: Brake (engagement element)

Claims (1)

Engine, torque converter, and a vehicle equipped with automatic transmission, the neutral state before SL automatic transmission to release the engagement elements of the automatic transmission and performs automatic stop of the engine when a predetermined condition is satisfied A control device for an automatic transmission for a vehicle, which restarts the engine and engages the engagement element when a predetermined restart condition is satisfied.
At the time of restart of the engine, in the first explosion zone of the engine from the restart of the engine to the start of the slip of the engagement element, the standby torque capacity exceeds the engine torque at the time of first explosion by a predetermined value. The engagement element of the automatic transmission for a vehicle is engaged, and after the slip of the engagement element is started , the turbine rotational speed of the torque converter is engaged after the slip while maintaining the slip of the engagement element The engagement pressure of the engagement element is increased to a predetermined turbine rotational speed so as to suppress a shock when the element is engaged, and the engagement pressure is further increased after completion of complete explosion of the engine. And a control device for an automatic transmission for a vehicle, which ends a slip state.

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