JP6794011B2 - Control device for automatic transmission - Google Patents

Description

The present invention relates to a control device for an automatic transmission.

In recent years, so-called idling stop control has been widely adopted in vehicles using an engine as a drive source for the purpose of improving fuel efficiency. In idling stop control, for example, when the brake pedal is stepped on by the driver's foot, the brake is activated, and the vehicle speed drops below a predetermined idling stop implementation vehicle speed (for example, about 10 km / h), the engine is automatically stopped. Then, the idling stop state is set. After the engine automatically stops, for example, when the brake pedal is released and the brake is released, the engine is automatically restarted.

Some vehicles that employ idling stop control are equipped with a stepped automatic transmission (AT) as a transmission. The automatic transmission is provided with a P range (parking range), an R range (reverse range), an N range (neutral range), and a D range (forward range). These ranges are selected by operating a shift lever arranged in the vehicle interior (shift operation), and the clutch (brake) provided in the automatic transmission is engaged / released according to the selected range. Will be done. Specifically, in the P range and the N range, all clutches are released. In the R range, a particular clutch is engaged. In the D range, the clutch engaged in the R range is released, and a plurality of shift stages are selectively configured by the combination of engagement and disengagement of the other clutches. The clutch is hydraulically engaged / disengaged.

FIG. 5 is a diagram showing an example of time changes in the oil pressure (target oil pressure, actual oil pressure) and the rotation speed (engine rotation speed, turbine rotation speed) when returning from the idling stop.

When the R range is composed of the engagement of two clutches A and B, the shift lever is shifted to the R position during idling stop, and when the brake is released, the engine returns from idling stop and the engine is clutched. At the same time as being ranked, the control for engaging the clutches A and B is started (time T51).

When the engine is started (completely exploded) by sparking the spark plug of the engine while the engine is cranked, the cranking ends (time T52). When the engine is started, the engine speed increases, and as the engine speed increases, the rotation speed of the turbine runner of the torque converter (turbine speed) increases.

On the other hand, in the control for engaging the clutches A and B, first, the target oil pressure, which is the target value of the oil pressure supplied to the clutches A and B, is raised to a predetermined filling pressure higher than the initial pressure. The target flood pressures of the clutches A and B are held at the filling pressures (filling control) until the engine starts and, for example, the engine speed and the turbine speed start to increase. By this filling control, the clutches A and B can be filled with oil, and the responsiveness of the clutches A and B can be improved. Next, the target flood pressures of the clutches A and B are lowered to the initial pressures (time T52).

During engine cranking, the engine speed is low, so the flow rate of oil discharged by the oil pump driven by the engine is small. Therefore, due to the characteristics of the hydraulic circuit, the actual oil pressure supplied to the clutch A rises before the actual oil pressure supplied to the clutch B. For the clutch A, the filling of oil is usually completed during the filling control. For the clutch B, after the filling control is completed, the filling of the oil is completed while the target oil pressure is held at the initial pressure (time T53).

When the filling of the oil into the clutch B is completed, the clutch B starts to engage while sliding, the torque transmission capacity of the clutch B increases, and the turbine speed starts to decrease.

Japanese Unexamined Patent Publication No. 2015-117738

When the filling of oil to both clutches A and B is completed (when the piston comes into contact with the clutch plate) during the filling control in which the target oil pressures of the clutches A and B are held at the filling pressures, the clutch B is engaged. A shock occurs. In order to prevent the occurrence of this engagement shock, since there are individual differences in the stroke amount (end play) of the piston of the clutch B, the execution time and / or filling of the filling control is adjusted according to the individual having the shortest piston stroke amount. The pressure must be determined.

Therefore, for example, when the responsiveness of both the clutches A and B (the ability to follow the change in the actual oil pressure with respect to the change in the target oil pressure) is low, from the start to the end of the control for engaging the clutches A and B (clutch A). , B takes a long time to complete the engagement.

An object of the present invention is to provide a control device for an automatic transmission capable of shortening the time required for engagement control of a first engagement element and a second engagement element while suppressing the occurrence of an engagement shock. ..

In order to achieve the above object, the control device of the automatic transmission according to the present invention includes a hydraulic circuit and a plurality of engaging elements that are engaged by hydraulic pressure supplied from the hydraulic circuit, and powers from a drive source. A control device for an automatic transmission that shifts gears by a combination of engagement and disengagement of engagement elements, and controls a hydraulic circuit to control a first engagement element and a second engagement element in an released state among a plurality of engagement elements. In the engagement control for engaging the engaging elements, after holding the target oil pressure of the oil supply supplied to the first engaging element at the first filling pressure for a predetermined time, the target oil pressure is continuously held at the first filling pressure. Alternatively, the first filling control for reducing the first filling pressure to the first initial pressure is executed, and after the end of the first filling control, the target oil pressure of the flood control supplied to the second engaging element is set to the second filling pressure. After holding for a predetermined time, the second filling control for reducing the target oil pressure from the second filling pressure to the second initial pressure is executed.

According to this configuration, in the engagement control of the first engaging element and the second engaging element, the first filling control for filling the first engaging element with oil and the second engaging element are filled with oil. The second filling control for the purpose is not executed in parallel, the first filling control is executed first, and the second filling control is executed after the completion of the first filling control.

Since the first filling control is executed independently, even when the engagement control is executed in a state where the oil supply to the hydraulic circuit is low, the actual oil pressure supplied to the first engaging element can be satisfactorily executed. Can be launched.

At the time when the second filling control is started, the filling of the first engaging element with oil is usually completed. Therefore, even if the responsiveness of the first engaging element is low, in the second filling control, it is suppressed that the first engaging element deprives the oil pressure, and the actual oil pressure supplied to the second engaging element is good. Can be launched into. As a result, the second engaging element can be filled with oil in a short time, and the time during which the execution of the second filling control is continued can be shortened.

Further, since the second filling control is started after the end of the first filling control, the filling of oil to both the first engaging element and the second engaging element is not completed during the first filling control. Further, by setting the time during which the second filling control is continued to be short, it is possible to prevent the filling of both the first engaging element and the second engaging element with oil from being completed during the second filling control. it can. Therefore, it is possible to suppress the occurrence of an engagement shock due to the completion of filling of both the first engaging element and the second engaging element with oil during the first filling control and the second filling control.

Therefore, it is possible to shorten the time required for the engagement control of the first engagement element and the second engagement element while suppressing the occurrence of the engagement shock.

The automatic transmission does not include an electric oil pump, and the hydraulic circuit may be supplied with the generated oil pressure of the oil pump driven by the engine.

In this case, the above-mentioned control by the control device may be executed when the engine is started through cranking. As a result, it is possible to shorten the time required for the engagement control of the first engagement element and the second engagement element while suppressing the occurrence of the engagement shock when returning from the idling stop.

According to the present invention, it is possible to shorten the time required for the engagement control of the first engagement element and the second engagement element while suppressing the occurrence of the engagement shock.

It is a figure which shows the structure of the main part of the vehicle which mounted the control device which concerns on one Embodiment of this invention. It is a skeleton diagram which shows the structure of the drive system of a vehicle. , P range, R range, N range and D range are the states of each engaging element. It is a figure which shows an example of the time change of the electric pressure (target oil pressure, actual oil pressure) and the rotation speed (engine rotation speed, turbine rotation speed) at the time of returning from idling stop. It is a figure which shows an example of the time change of the electric pressure (target oil pressure, actual oil pressure) and the rotation speed (engine rotation speed, turbine rotation speed) in the conventional control.

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

<Main part composition of the vehicle>
FIG. 1 is a diagram showing a configuration of a main part of a vehicle 1 equipped with a control device according to an embodiment of the present invention.

The vehicle 1 is an automobile whose drive source is the engine 2.

The output of the engine 2 is transmitted to the drive wheels (for example, the left and right front wheels) of the vehicle 1 via the torque converter 3 and the automatic transmission 4. The engine 2 is provided with an electronic throttle valve for adjusting the amount of intake air into the combustion chamber of the engine 2, an injector (fuel injection device) for injecting fuel into the intake air, and a spark plug for generating electric discharge in the combustion chamber. Has been done. Further, the engine 2 is provided with a starter for starting the engine 2. The automatic transmission 4 is a stepped automatic transmission.

The vehicle 1 is provided with a plurality of ECUs (Electronic Control Units) having a configuration including a CPU, a ROM, a RAM, and the like. The ECU includes an engine ECU 11, an ATECU 12, a brake ECU 13, and an IDS (idling stop) ECU 14. The plurality of ECUs are connected so that bidirectional communication can be performed by a CAN (Controller Area Network) communication protocol.

An accelerator sensor 21, an engine speed sensor 22, and the like are connected to the engine ECU 11.

The accelerator sensor 21 outputs a detection signal according to the amount of operation of the accelerator pedal (not shown) operated by the driver. Based on the signal input from the accelerator sensor 21, the engine ECU 11 sets the ratio of the operation amount to the maximum operation amount of the accelerator pedal, that is, 0% when the accelerator pedal is not depressed, and the accelerator pedal is depressed to the maximum. Calculate the accelerator opening, which is a percentage with time as 100%.

The engine speed sensor 22 outputs a pulse signal synchronized with the rotation of the engine 2 (rotation of the crankshaft) as a detection signal. The engine ECU 11 converts the frequency of the pulse signal input from the engine rotation speed sensor 22 into the rotation speed (engine rotation speed) of the engine 2.

The engine ECU 11 is provided with electrons in the engine 2 for starting, stopping, and adjusting the output of the engine 2 based on information acquired from detection signals of various sensors and / or various information input from other ECUs. Controls throttle valves, injectors, spark plugs, etc.

A shift position sensor 23, a turbine speed sensor 24, and the like are connected to the ATECU 12.

The shift position sensor 23 outputs a detection signal according to the position of the shift lever (select lever). As the position of the shift lever, for example, a P position, an R position, an N position and a D position are provided. The P position, R position, N position and D position correspond to the P range (parking range), R range (reverse range), N range (neutral range) and D range (forward range) of the shift range, respectively. The shift lever can perform a shift operation between the P position, the R position, the N position and the D position, and the shift operation can instruct the switching of the shift range.

The turbine rotation speed sensor 24 outputs a pulse signal synchronized with the rotation of the turbine runner of the torque converter 3 as a detection signal. The ATECU 12 converts the frequency of the pulse signal input from the turbine rotation speed sensor 24 into the turbine rotation speed, which is the rotation speed of the turbine runner.

The ATEC C12 is based on the information acquired from the detection signals of various sensors and / or various information input from other ECUs, and the traveling state of the vehicle (speed change, throttle opening, vehicle speed, turbine rotation speed, shift position). In order to set the target shift stage according to (etc.) and change the shift stage of the automatic transmission 4 to the target shift stage, the valve included in the hydraulic circuit 25 for supplying flood control to each part of the automatic transmission 4 is controlled. To do.

The valves include a C1 solenoid valve 71 for controlling the oil supply to the clutch C1 (see FIG. 2), a B2 solenoid valve 72 for controlling the oil supply to the brake B2 (see FIG. 2), and the like. Is done. For the C1 solenoid valve 71 and the B2 solenoid valve 72, a valve whose output oil pressure can be controlled by a current value, for example, a linear solenoid valve is used.

A brake sensor 26, a vehicle speed sensor 27, and the like are connected to the brake ECU 13.

The brake sensor 26 outputs a detection signal according to the amount of operation of the brake pedal arranged in the vehicle interior.

The vehicle speed sensor 27 includes, for example, a rotor made of a magnetic material that rotates as the vehicle 1 travels, and an electromagnetic pickup provided in non-contact with the rotor. Every time the rotor rotates by a certain angle, a pulse signal is output as a detection signal from the electromagnetic pickup. Since the frequency of the pulse signal corresponds to the vehicle speed, the brake ECU 13 converts the frequency of the pulse signal input from the vehicle speed sensor 27 into the vehicle speed.

The brake ECU 13 controls the brake actuator 28 and the like based on information acquired from detection signals of various sensors (operation amount of the brake pedal, vehicle speed of the vehicle 1) and / or various information input from other ECUs. , The braking force applied to the wheels by each brake is controlled so that the vehicle 1 is braked while the posture of the vehicle 1 is kept stable.

The vehicle 1 is equipped with an idling stop function. The IDSECU 14 executes idling stop control, which is a control for the idling stop function. As information necessary for the idling stop control, information such as the vehicle speed and the operation amount of the brake pedal is input from the brake ECU 13 to the IDSE ECU 14.

In the idling stop control, when the brake pedal is operated (depressed) while the vehicle 1 is running, the IDSECU 14 repeatedly determines whether or not a predetermined engine stop condition is satisfied. The engine stop condition is, for example, a condition that the vehicle speed is equal to or less than a predetermined idling stop implementation vehicle speed (for example, 10 km / h), and the brake pedal is operated for a certain period of time or longer. When the engine stop condition is satisfied, the IDS ECU 14 outputs an IDS request to the engine ECU 11, and the engine ECU 11 automatically stops the engine 2.

During the automatic stop of the engine 2 by the idling stop control, it is repeatedly determined whether or not the predetermined engine restart condition is satisfied. The engine restart condition is, for example, a condition that the operation of the brake pedal is released (the driver's foot is released from the brake pedal) while the engine 2 is automatically stopped. When the restart condition is satisfied, the IDSE ECU 14 outputs a restart request to the engine ECU 11. In response to this restart request, the engine ECU 11 restarts the engine 2 (return from idling stop).

<Driving system configuration>
FIG. 2 is a skeleton diagram showing the configuration of the drive system of the vehicle 1.

The torque converter 3 includes a pump impeller 31, a turbine runner 32, and a lockup clutch 33. The output shaft (E / G output shaft) of the engine 2 is connected to the pump impeller 31, and the pump impeller 31 is provided so as to be integrally rotatable around the same rotation axis as the E / G output shaft. ing. The turbine runner 32 is rotatably provided about the same rotation axis as the pump impeller 31. The lockup clutch 33 is provided to directly connect / separate the pump impeller 31 and the turbine runner 32. When the lockup clutch 33 is engaged, the pump impeller 31 and the turbine runner 32 are directly connected, and when the lockup clutch 33 is released, the pump impeller 31 and the turbine runner 32 are separated.

When the E / G output shaft is rotated while the lockup clutch 33 is released, the pump impeller 31 rotates. When the pump impeller 31 rotates, an oil flow from the pump impeller 31 to the turbine runner 32 is generated. This flow of oil is received by the turbine runner 32, and the turbine runner 32 rotates. At this time, the amplification action of the torque converter 3 occurs, and the turbine runner 32 generates a power larger than the power (torque) of the E / G output shaft.

In the state where the lockup clutch 33 is engaged, when the E / G output shaft is rotated, the E / G output shaft, the pump impeller 31 and the turbine runner 32 are integrally rotated.

An oil pump 5 is provided between the torque converter 3 and the automatic transmission 4. The pump shaft of the oil pump 5 is provided so as to be rotatable integrally with the pump impeller 31. As a result, when the pump impeller 31 is rotated by the power of the engine 2, the pump shaft of the oil pump 5 is rotated, and the oil pump 5 generates flood pressure. The generated oil pressure of the oil pump 5 is supplied to the hydraulic circuit 25.

The automatic transmission 4 is a 4-speed AT having four forward speeds and one reverse speed. The automatic transmission 4 includes an input shaft 41, an output shaft 42, a center shaft 43, and a labinyo-type planetary gear mechanism 44.

The input shaft 41 is connected to the turbine runner 32 of the torque converter 3 and is provided so as to be integrally rotatable around the same rotation axis as the turbine runner 32.

The output shaft 42 is provided parallel to the input shaft 41.

The center shaft 43 is provided on the same rotation axis as the input shaft 41, separated from the input shaft 41 on the side opposite to the engine 2 side.

The planetary gear mechanism 44 includes a front sun gear 51, a rear sun gear 52, a carrier 53, a ring gear 54, a long pinion gear 55, and a short pinion gear 56. The front sun gear 51 is externally fitted to the center shaft 43 so as to be relatively rotatable. The rear sun gear 52 is provided on the side opposite to the engine 2 side with respect to the front sun gear 51, and is externally fitted to the center shaft 43 so as to be relatively rotatable. A center shaft 43 is connected to the carrier 53, and the carrier 53 is provided so as to be rotatable integrally with the center shaft 43. The carrier 53 rotatably supports the long pinion gear 55 and the short pinion gear 56. The ring gear 54 has an annular shape surrounding the carrier 53 on the outside in the radial direction of rotation of the rear sun gear 52, and meshes with the long pinion gear 55. The long pinion gear 55 has a shaft length longer than the shaft length of the short pinion gear 56, and meshes with the front sun gear 51. The short pinion gear 56 meshes with the rear sun gear 52 and the long pinion gear 55.

The ring gear 54 holds the first output gear 61 so as to have a common rotation axis. The first output gear 61 is meshed with a second output gear 62 supported by the output shaft 42 so as not to rotate relative to the output shaft 42. Further, a third output gear 63 is supported on the output shaft 42 so as not to rotate relative to each other, and the third output gear 63 meshes with a ring gear 64 provided in the differential gear 6. As a result, the rotation of the ring gear 54 is transmitted to the differential gear 6 via the first output gear 61, the second output gear 62, the output shaft 42, and the third output gear 63.

Further, the automatic transmission 4 includes three clutches C1 to C3, two brakes B1 and B2, and a one-way clutch F.

The clutch C1 is switched between an engaged state (on) in which the input shaft 41 and the front sun gear 51 are connected and an released state (off) in which the connection is released.

The clutch C2 is switched between an engaged state (on) in which the input shaft 41 and the rear sun gear 52 are connected and an released state (off) in which the connection is released.

The clutch C3 is switched between an engaged state (on) in which the input shaft 41 and the center shaft 43 (carrier 53) are connected and an released state (off) in which the connection is released.

The brake B1 is switched between an engaged state (on) for braking the front sun gear 51 and an released state (off) for allowing the front sun gear 51 to rotate.

The brake B2 is switched between an engaged state (on) for braking the carrier 53 and an released state (off) for allowing the carrier 53 to rotate.

The one-way clutch F allows only normal rotation of the carrier 53 (rotation in the same direction as the output shaft of the engine).

FIG. 3 is a diagram showing states of clutches C1 to C3, brakes B1 and B2, and one-way clutch F in the P range, R range, N range, and D range.

In FIG. 3, “◯” indicates that the clutches C1 to C3 and the brakes B1 and B2 are in the engaged state. It also shows that the one-way clutch F is in an engaged state that prevents the carrier 53 from reversing.

In the P range and N range, the clutches C1 to C3 and the brakes B1 and B2 are released.

In the R range (reverse), the clutch C1 and the brake B2 are engaged, and the clutches C2 and C3 and the brake B1 are released.

In the first speed stage of the D range, the clutch C2 is engaged, and the clutches C1 and C3 and the brakes B1 and B2 are released.

In the second speed stage of the D range, the clutch C2 and the brake B1 are engaged, and the clutches C1 and C3 and the brake B2 are released.

In the 3rd speed stage of the D range, the clutches C2 and C3 are engaged, and the clutch C1 and the brakes B1 and B2 are released.

In the 4th speed stage of the D range, the clutch C3 and the brake B1 are engaged, and the clutches C1 and C2 and the brake B2 are released.

<Engage control>
FIG. 4 is a diagram showing an example of time changes in the oil pressure (target oil pressure, actual oil pressure) and the rotation speed when returning from the idling stop (when the engine 2 is restarted).

After the engine 2 is automatically stopped by the idling stop control, the vehicle 1 is stopped, and if the shift lever is shifted from the D position to the R position while the vehicle is stopped, when the restart condition is satisfied, the vehicle 1 returns from the idling stop. Then, the engine 2 is cranked (time T1). Further, with the return from the idling stop, the ATECU 12 starts the engagement control for engaging the clutch C1 and the brake B2 (time T1).

In the engagement control, first, the first filling control for filling the clutch C1 with oil is executed. In the first filling control, the target oil pressure, which is the target value of the flood pressure supplied to the clutch C1, is raised to the first filling pressure. The target oil pressure of the clutch C1 corresponds to the current value input to the C1 solenoid valve 71 (see FIG. 1) for controlling the oil pressure supplied to the clutch C1. The current value supplied to the C1 solenoid valve 71 is controlled to the current value corresponding to the first filling pressure, so that the clutch C1 is supplied with oil pressure.

On the other hand, the spark plug of the engine 2 is sparked while the engine 2 is cranked. When the engine 2 starts (completely explodes), the cranking ends (time T2). When the engine 2 is started, the engine speed increases, and as the engine speed increases, the turbine speed increases.

In response to the end of cranking of the engine 2 (increased turbine speed), the target oil pressure of the clutch C1 is lowered to the first initial pressure lower than the first filling pressure (time T2). As a result, the first filling control is completed. After that, the target oil pressure of the clutch C1 is held at the first initial pressure. For the clutch C1, the filling of oil is usually completed during the execution of the first filling control.

At the same time as the end of the first filling control, the second filling control for filling the brake B2 with oil is executed (time T2). In the second filling control, the target oil pressure of the brake B2 is raised to the second filling pressure. The target oil pressure of the brake B2 corresponds to the current value input to the B2 solenoid valve 72 (see FIG. 1) for controlling the oil pressure supplied to the brake B2. By controlling the current value supplied to the B2 solenoid valve 72 to the current value corresponding to the second filling pressure, the oil pressure is supplied to the brake B2.

After the target oil pressure of the brake B2 is held at the second filling pressure for a predetermined time, the target oil pressure of the brake B2 is lowered to the second initial pressure lower than the second filling pressure (time T3). As a result, the second filling control is completed. After that, the target oil pressure of the brake B2 is held at the second initial pressure. For the brake B2, after the end of the second filling control, the filling of the oil is completed while the target oil pressure is held at the second initial pressure (time T4).

When the filling of the brake B2 with oil is completed, the brake B2 starts to slide and engage with the brake B2, the torque transmission capacity of the brake B2 increases, and the turbine speed starts to decrease.

<Effect>
As described above, in the engagement control of the clutch C1 and the brake B2, the first filling control for filling the clutch C1 with oil and the second filling control for filling the brake B2 with oil are executed in parallel. Instead, the first filling control is executed first, and the second filling control is executed after the end of the first filling control.

Since the first filling control is executed independently, it is supplied to the clutch C1 even when the engagement control is executed in a state where the oil supply to the hydraulic circuit 25 is low, such as when returning from the idling stop. The actual flood control can be started up well.

When the second filling control is started, the filling of the clutch C1 with oil is usually completed. Therefore, even if the responsiveness of the clutch C1 is low, in the second filling control, it is possible to suppress the deprivation of the oil pressure by the clutch C1 and to satisfactorily raise the actual oil pressure supplied to the brake B2. As a result, the brake B2 can be filled with oil in a short time, and the time during which the execution of the second filling control is continued can be shortened.

Further, since the second filling control is started after the completion of the first filling control, the filling of oil to both the clutch C1 and the brake B2 is not completed during the first filling control. Further, by setting the duration of the second filling control to a short time during which the filling of oil to the brake B2 cannot be completed during the second filling control, both the clutch C1 and the brake B2 are set during the second filling control. It is possible to prevent the filling of the oil from being completed. Therefore, it is possible to suppress the occurrence of an engagement shock due to the completion of filling of both the clutch C1 and the brake B2 with oil during the first filling control and the second filling control.

Therefore, it is possible to shorten the time required for the engagement control of the clutch C1 and the brake B2 while suppressing the occurrence of the engagement shock.

The first filling control for filling the clutch C1 with oil is executed prior to the second filling control for filling the brake B2 with oil when the brake B2 is released. This is because the power from the engine is not transmitted to the ring gear 54 even if the clutch C1 is engaged. As a result, the occurrence of engagement shock in the clutch C1 can be effectively suppressed.

<Modification example>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other embodiments.

For example, in the above-mentioned control, the target oil pressure of the clutch C1 is lowered to the first initial pressure lower than the first filling pressure in response to the end of the cranking of the engine 2. However, the target oil pressure of the clutch C1 may not be lowered from the first filling pressure to the first initial pressure, and may be maintained at the first filling pressure even after the end of the first filling control.

Further, the above-mentioned control is a case where the engine 2 is automatically stopped by the idling stop control and then the shift lever remains in the D position and returns from the idling stop, and the second speed stage is temporarily configured. It may be executed when so-called squart control, which later constitutes the first speed stage, is performed. In this case, the engagement control of the clutch C2 and the brake B1 is executed at the same time as the cranking of the engine 2 is started. Then, in the engagement control, the first filling control for filling the brake B1 with oil is executed first, and after the end of the first filling control, the second filling control for filling the clutch C2 with oil is performed. It is preferred to be performed. This is because when the clutch C2 is released, power is not transmitted to the front sun gear 51 which is braked by the brake B1.

Further, the above-mentioned control may be executed not only when returning from the idling stop but also when the shift lever is shifted from the N position to the R position or the D position during the operation of the engine 2.

Each of the above-mentioned sensors merely exemplifies a sensor related to the present invention, and other sensors may be connected to the engine ECU 11, ATECU12, brake ECU13, and IDSECU14.

Further, some or all of the functions of the engine ECU 11, the ATECU 12, the brake ECU 13, and the IDS ECU 14 may be integrated into one ECU.

In addition, various design changes can be made to the above-mentioned configuration within the scope of the matters described in the claims.

2 Engine (drive source)
4 Automatic transmission 12 ATECU (control device)
25 Hydraulic circuit B1 brake (first engaging element)
B2 brake (second engaging element)
C1 clutch (first engaging element)
C2 clutch (second engaging element)

Claims (1)

Control of an automatic transmission including a hydraulic circuit and a plurality of engaging elements that are engaged by hydraulic pressure supplied from the hydraulic circuit, and shifting power from a drive source by a combination of engaging and disengaging of the plurality of engaging elements. It ’s a device,
The automatic transmission does not have an electric oil pump.
The oil pump generated by the engine is supplied to the hydraulic circuit.
When the engine is started through cranking, the hydraulic circuit is controlled to engage the first engaging element and the second engaging element in the released state among the plurality of engaging elements. In combined control
After holding the target oil pressure of the oil supply to the first engaging element at the first filling pressure for a predetermined time, which is started during the cranking of the engine, the target oil pressure is continuously held at the first filling pressure. Alternatively, the first filling control for reducing the first filling pressure to the first initial pressure is executed.
After the end of the cranking and after the end of the first filling control, the target oil pressure of the oil supply supplied to the second engaging element is held at the second filling pressure for a predetermined time, and then the target oil pressure is set. A control device that executes a second filling control for reducing the second filling pressure to a second initial pressure.

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