JPH09112673A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance the durability of a car brake for hill hold, with which there is no risk of impairing the effect of improvement of the rate of fuel consumption with the neutral control when the car is in bus traffic. SOLUTION: A control device for automatic transmission is equipped with a one-way clutch F2 which is locked in engagement and establishes the 1st forward range and a brake to lock the one-way clutch F2 in the direction of hindering the car from reversing and establish the 2nd forward range in engagement along with the clutch engagement. A control device is equipped with a road busy judging means 101 to judge whether or not the car is in busy traffic, a stop condition sensing means 102 to sense the car being in stopped condition, a clutch disengaging means 103 to put the clutch in disengaged condition substantially when the car stopped condition is being sensed, a brake engaging means 104 which puts the brake in engagement when the clutch is in disengaged condition substantially, and a brake holding means 105 which holds the brake in engaged condition when the car is running on a road with busy traffic.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, rotation generated by an engine is transmitted to a transmission via a fluid transmission device such as a torque converter, and the transmission performs a shift. A first clutch (input clutch) is provided between the fluid transmission and the transmission, and by engaging and disengaging the first clutch, the neutral range (hereinafter referred to as "N range") and forward traveling. The range and the range can be switched.

Further, in the automatic transmission, when the forward drive range is selected, the accelerator pedal is released, the brake pedal is depressed, and the vehicle speed is substantially zero, the engaging force of the first clutch is applied. By reducing the, the neutral control is performed, the load applied to the engine side is reduced, and the fuel consumption is improved.
It is designed to prevent vibrations in the vehicle.

[0004] Then, the hill hold brake is engaged to perform the hill hold control so that the vehicle does not retreat significantly during the neutral control.

[0005]

However, in the above conventional automatic transmission control device, if the vehicle is stopped and started repeatedly at a low vehicle speed when traveling on a congested road or the like, the vehicle is stopped. Each time the neutral control and the hill hold control are performed, the neutral control and the hill hold control are performed. as a result,
Each time the hill hold brake is engaged and disengaged, the durability of the brake is reduced.

Therefore, it may be considered not to perform neutral control when traveling on a congested road.
The effect of improving the fuel efficiency by the neutral control is reduced accordingly. The present invention solves the problems of the conventional control device for an automatic transmission, such as during a traffic jam,
An object of the present invention is to provide a control device for an automatic transmission that can improve the durability of a hill hold brake without deteriorating the effect of improving fuel efficiency by the neutral control.

[0007]

To this end, in a control device for an automatic transmission according to the present invention, a fluid transmission connected to an engine is engaged with the fluid when the forward drive range is selected. A clutch that transmits the rotation from the transmission to the speed change mechanism of the transmission, a one-way clutch that locks by the engagement of the clutch and achieves the first forward speed, and the second forward speed that is engaged when the clutch is engaged. And a brake that locks the one-way clutch in a direction that prevents the vehicle from moving backward in the engaged state.

Then, the control device includes a traffic jam road judging means for judging whether the vehicle is traveling on a traffic jam road,
Stop state detection means for detecting a vehicle stop state in which the forward travel range is selected, the accelerator pedal is released, the brake pedal is depressed, and the vehicle speed is substantially zero; and the clutch when the vehicle stop state is detected. Is released by a clutch release means, a brake engagement means that engages the brake when the clutch is released by the clutch release means, and a vehicle is determined by the congested road traveling determination means. When it is determined that the vehicle is traveling on a congested road, there is provided brake holding means for holding the brake in an engaged state at least when the accelerator pedal is depressed and the vehicle speed is low.

In another control device for an automatic transmission according to the present invention, the control device further comprises a congestion degree discriminating means for discriminating the congestion degree. When the vehicle is not traveling on a congested road by the congested road traveling determination means, the clutch releasing means starts releasing the clutch when a vehicle stop state is detected, and the traveling on the congested road is started. When it is determined by the determination means that the vehicle is traveling on a congested road, the clutch is disengaged after a longer set time has elapsed as the degree of congestion increases.

In still another automatic transmission control device of the present invention, a parameter including at least the vehicle speed and representing the traveling state of the vehicle is detected. In addition, for each of the multiple vehicle speed ranges divided by the set interval, a positive value is taken in the low vehicle speed range set corresponding to the traffic jam driving, and the high value set corresponding to the non-traffic road driving is taken. A negative value is adopted in the vehicle speed range, and a vehicle speed variable that emphasizes a difference in actual vehicle speed between the vehicle speed ranges is set for a vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range.

The congested road running determination means determines which of the vehicle speed ranges the detected vehicle speed corresponds to, and adds the vehicle speed variable set for each vehicle speed range to add the vehicle speed condition value. It is determined whether or not the vehicle is traveling on a congested road based on the vehicle speed situation value obtained by the increasing / decreasing means. In still another automatic transmission control device of the present invention, the parameter further includes a throttle opening.

When the vehicle speed condition value is larger than the first set value and the throttle opening is smaller than the throttle opening set value, the traffic jam road judging means determines that
A traffic jam situation value indicating a traffic jam situation is increased, and the traffic jam situation value is reduced when the vehicle speed situation value is larger than a first set value and the throttle opening is equal to or more than a throttle opening set value. A traffic jam condition value changing unit is provided, and it is determined whether the vehicle is traveling on a traffic jam road based on the traffic jam condition value changed by the traffic jam condition value changing unit.

In still another control device for an automatic transmission according to the present invention, the congested road traveling determination means further includes a second vehicle speed condition value set to be smaller than the first set value.
When the vehicle speed situation value is larger than the third set value which is set to be larger than the second set value, the non-congestion situation value which is larger than the second set value is increased. A non-congestion situation value changing means for reducing the situation value is provided, and when the congestion situation value becomes larger than the non-congestion situation value, it is determined that the vehicle is traveling on a congested road.

In still another automatic transmission control device of the present invention, the traffic jam condition value changing means does not change the traffic jam condition value when the vehicle speed situation value is equal to or less than a first set value. The non-congestion situation value changing means does not change the non-congestion situation value when the vehicle speed situation value is greater than or equal to the second set value and less than or equal to the third set value.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a functional block diagram of a control device for an automatic transmission according to an embodiment of the present invention. In the figure, 10 is an engine, 12 is a torque converter as a fluid transmission device that transmits the rotation of the engine 10 to a transmission device 16, and C1 is engaged when the forward travel range is selected, Is a first clutch as a clutch for transmitting the rotation of the above to the transmission mechanism of the transmission 16.

Further, F2 is a one-way clutch which is locked by the engagement of the first clutch C1 to achieve the first forward speed, and B1 is engaged with the engagement of the first clutch C1 to achieve the second forward speed. At the same time, the first brake B1 serves as a brake that locks the one-way clutch F2 in a direction that prevents the vehicle from moving backward in the engaged state.

Reference numeral 41 denotes an automatic transmission control device serving as a control device, and the automatic transmission control device 41 includes a congested road running determination means 101 for determining whether the vehicle is traveling on a congested road, and The forward traveling range is selected, an accelerator pedal (not shown) is released, a brake pedal (not shown) is stepped on, and a vehicle stop state is detected, and a vehicle stop state is detected. The first clutch C1
And a brake engagement means 104 for engaging the first brake B1 when the first clutch C1 is substantially released by the clutch release means 103, A brake for holding the first brake B1 in the engaged state at least when the accelerator pedal is depressed and the vehicle speed is low, when the congested road traveling determination means 101 determines that the vehicle is traveling on a congested road. Holding means 105.

FIG. 2 is a schematic view of the automatic transmission according to the embodiment of the present invention, and FIG. 3 is a view showing the operation of the automatic transmission according to the embodiment of the present invention. As shown in the figure, the rotation generated by the engine 10 is transmitted to a torque converter 12 via an output shaft 11. The torque converter 12 transmits the rotation of the engine 10 to the output shaft 14 via a fluid (hydraulic oil). When the vehicle speed becomes equal to or higher than a set value, the lock-up clutch L / C is engaged, and the output shaft 14 Can be directly communicated to.

The output shaft 14 is connected to a transmission device 16 for performing four forward gears and one reverse gear. Transmission 16
Is composed of a main transmission 18 for performing three forward speeds and one reverse speed and an auxiliary transmission 19 for underdrive. The rotation of the main transmission 18 is transmitted to the sub-transmission 19 via the counter drive gear 21 and the counter driven gear 22, and the rotation of the output shaft 23 of the sub-transmission 19 is controlled by the output gear 2.
4 and to a differential device 26 via the ring gear 25.

In the differential device 26, the rotation transmitted through the output gear 24 and the ring gear 25 is differential, and the differential rotation is transmitted to the drive wheels (not shown) via the left and right drive shafts 27 and 28. Transmitted. The main transmission 18 includes a first planetary gear unit 31.
And a second planetary gear unit 32, and in order to selectively transmit torque between the respective elements of the first planetary gear unit 31 and the second planetary gear unit 32, the first clutch C1 and the second clutch C1 are provided.
Clutch C2, first brake B1, second brake B2,
Third brake B3 and one-way clutches F1, F2
Having.

The first planetary gear unit 31
Is a ring gear R ₁ connected to the drive device case 34 via a third brake B3 and a one-way clutch F2 disposed in parallel with each other, and is externally fitted to the output shaft 14.
And a rotatable sun gear shaft 36
The sun gear S ₁ formed on, the counter drive gear 21 carrier CR ₁ connected with, and together are engaged bite (teeth) between said ring gear R ₁ and the sun gear S _1, rotatably by the carrier CR ₁ Consists of pinions P _1A and P _1B supported by

The sun gear shaft 36 is connected to the second gear.
The output shaft 14 is connected via the latch C2. Also,
The transmission gear shaft 36 is connected to the driving device cable via the first brake B1.
And connected in series with one another
The drive unit is connected via the first clutch F1 and the second brake B2.
It is connected to the storage case 34. On the other hand, the second planetar
The gear unit 32 is connected via the first clutch C1.
Ring gear R connected to output shaft 14_Two, The sun gear
Sun gear S on shaft 36 ₁Sun gear formed integrally with
S_Two, The carrier CR₁Carrier C linked to
R_Two, And the ring gear R_TwoAnd Sun Gear S_TwoBetween
At the carrier CR_TwoFreely rotatable by
Supported by the pinion P_1BFormed integrally with
Pinion P_TwoConsists of

The counter drive gear 21
Is a counter driven gear 2 disposed in the subtransmission 19.
The transmission is rotated by the main transmission 18 and transmitted to the auxiliary transmission 19. The auxiliary transmission 19 is provided with a third
And a third clutch C3 for selectively transmitting torque between the respective elements of the third planetary gear unit 38.
It has a fourth brake B4 and a one-way clutch F3.

The third planetary gear unit 38
Is a ring gear R ₃ connected to the counter driven gear 22, a sun gear S ₃ formed on a sun gear shaft 39 rotatably fitted on the output shaft 23, a carrier CR ₃ fixed to the output shaft 23, and the The pinion P ₃ is engaged with the ring gear R ₃ and the sun gear S ₃ and is rotatably supported by the carrier CR ₃ .

Next, the operation of the automatic transmission configured as described above will be described. In FIG. 3, S1 is a first solenoid valve, S2 is a second solenoid valve, S3 is a third solenoid valve, C1 is a first clutch, C2 is a second clutch,
C3 is the third clutch, B1 is the first brake, B2 is the second
Brake, B3 is third brake, B4 is fourth brake,
F1 to F3 are one-way clutches. R is the reverse drive range, N is the N range, D is the D range, 1
ST is the first gear, 2ND is the second gear, and 3R
D indicates the third speed, and 4TH indicates the fourth speed.

◯ indicates the first solenoid valve S1,
2nd solenoid valve S2 and 3rd solenoid valve S
3, the first solenoid signal S ₁ for opening and closing each of
The state in which the second solenoid signal S ₂ and the third solenoid signal S ₃ are on is changed to the first clutch C1, the second clutch C2,
Third clutch C3, first brake B1, second brake B
2. A state where the third brake B3 and the fourth brake B4 are engaged indicates a state where the one-way clutches F1 to F3 are locked. X indicates the first solenoid valve S
1, a first solenoid signal S ₁ for opening and closing the second solenoid valve S2 and the third solenoid valve S3;
The state of the solenoid signal S ₂ and the third solenoid signal ₃ is turned off, the first clutch C1, second clutch C2, third clutch C3, first brake B1, second brake B2, third brake B3 and the fourth brake B4 Are released, and the one-way clutches F1 to F3 are free.

In addition, Δ indicates a state of being turned on / off during neutral control, and (◯) indicates a state of engaging the third brake B3 during engine braking. At the first speed in the D range, the first clutch C1 and the fourth brake B4 are engaged, and the one-way clutches F2 and F3 are engaged.
Is locked. The rotation of the output shaft 14 is the first
Is transmitted to the ring gear R ₂ via the clutch C1, the ring gear R ₁ by the one-way clutch F2 in this state
, The rotation of the carrier CR ₂ is greatly reduced and transmitted to the counter drive gear 21 while idling the sun gear S ₂ .

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
Is transmitted to the sun gear S by the fourth brake B4.
_Since the rotation of carrier ₃ is prevented, the rotation of carrier CR ₃ is further decelerated and transmitted to output shaft 23. Also,
At the second speed in the D range, the first clutch C1 and the first
Brake B1, second brake B2, and fourth brake B4
Are engaged, and the one-way clutches F1, F3 are locked. The rotation of the output shaft 14 is transmitted to the ring gear R ₂ via the first clutch C1, and the second
Since the rotation of the sun gear S ₂ is prevented by the brake B 2 and the one-way clutch F 1, the ring gear R ₂
The rotation is transmitted is then decelerated to the carrier CR _2, rotation of the carrier CR ₂ is transmitted to the counter drive gear 21 while idly rotating the ring gear R _1.

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
Is transmitted to the sun gear S by the fourth brake B4.
_Since the rotation of carrier ₃ is prevented, the rotation of carrier CR ₃ is reduced and transmitted to output shaft 23. Next, at the third speed in the D range, the first clutch C1, the third clutch C3, the first brake B1 and the second brake B2 are engaged, and the one-way clutch F1 is locked. The rotation of the output shaft 14 via the first clutch C1 is transmitted to the ring gear R _2, and the sun gear S ₂ by the second brake B2 and the one-way clutch F1
The rotation of the is blocked, the rotation of the ring gear R ₂ is transmitted is then decelerated to the carrier CR _2, rotation of the carrier CR ₂ is transmitted to the counter drive gear 21 while idly rotating the ring gear R _1.

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is applied to the ring gear R _3.
To the carrier C by the third clutch C3.
Since the relative rotation of R ₃ and sun gear S ₃ is prevented, the third planetary gear unit 38 is directly connected. Therefore, the rotation of the counter driven gear 22 is transmitted to the output shaft 23 as it is.

Next, in the 4th speed of the D range, the first
The clutch C1, the second clutch C2, the third clutch C3, and the second brake B2 are engaged. The rotation of the output shaft 14 is transmitted to the ring gear R via the first clutch C1.
While being transferred to _2, is transmitted to the sun gear S ₂ via the second clutch C2, the first planetary gear unit 31 and the second planetary gear unit 32 is directly coupled. Therefore, the rotation of the output shaft 11 is transmitted to the counter drive gear 21 as it is.

The rotation transmitted from the counter drive gear 21 to the counter driven gear 22 is the ring gear R ₃
To the carrier C by the third clutch C3.
Since the relative rotation of R ₃ and sun gear S ₃ is prevented, the third planetary gear unit 38 is directly connected. Therefore, the rotation of the counter driven gear 22 is transmitted to the output shaft 23 as it is.

By the way, the automatic transmission has a first clutch C1, a second clutch C2, a third clutch C3 and a first clutch C1.
A hydraulic control device 40 is provided to engage and disengage the brake B1, the second brake B2, the third brake B3, and the fourth brake B4 to achieve each shift speed. Also, the engine 10
Is provided with an engine control device 43, and the engine 10 can be controlled by the engine control device 43.

The hydraulic control device 40 and the engine control device 43 are connected to an automatic transmission control device (ECU) 41 and operated according to a control program of the automatic transmission control device 41. The automatic transmission control device 41 includes a neutral start switch 45, an oil temperature sensor 46, a rotation speed sensor 47, a brake switch 4
8, the engine speed sensor 49, the throttle opening sensor 50, and the vehicle speed sensor 51 are connected respectively.

The shift position of the shift lever (not shown), that is, the selected range, is set by the oil temperature sensor 46 by the neutral start switch 45.
And the rotation speed sensor 47 detects the input side of the first clutch C1, that is, the rotation speed of the output shaft 14 (hereinafter referred to as “clutch input side rotation speed”) N _C1 . Can be. The clutch input side rotation speed N _C1 is detected as an output rotation speed of the torque converter 12.

Whether the brake pedal (not shown) is depressed by the brake switch 48
The engine speed N _E by the engine speed sensor 49
, The throttle opening θ can be detected by the throttle opening sensor 50, and the vehicle speed can be detected by the vehicle speed sensor 51. The engine speed _NE is detected as an input speed of the torque converter 12.

Next, the hydraulic control device 40 will be described. FIG. 4 is a first diagram illustrating the hydraulic control device according to the embodiment of the present invention, and FIG. 5 is a second diagram illustrating the hydraulic control device according to the embodiment of the present invention. In the figure, the primary valve 59 adjusts the hydraulic pressure from a hydraulic source (not shown) and outputs it as a line pressure to the oil passage L-21. And
The manual valve 55 has ports 1, 2, 3, D, P _L ,
R from the primary valve 59 to the oil passage L-21.
By operating a shift lever (not shown), the line pressure supplied to the port P _L via the oil passage L-4 and the line pressure supplied to the ports 1, 2, 3, D,
It is generated as range pressure, 3 range pressure, D range pressure and R range pressure.

When the shift lever is placed in the D range position, the oil of the D range pressure generated in the port D is
The oil passage L-3 is connected to the second solenoid valve S2 via the oil passage L-1, the 1-2 shift valve 57 via the oil passage L-2, and the oil passage L-3.
, And supplied to the B-1 sequence valve 56. Further, the line pressure from the primary valve 59 is supplied to a third solenoid valve S3 via an oil passage L-21.

The line pressure from the oil passage L-21 is
Solenoid modulator valve 58 via oil passage L-4
And the first solenoid valve S1 via an oil passage L-5.
And 2-3 shift valve 60. The first software
The solenoid valve S1, the second solenoid valve S2 and the
1st solenoid for opening and closing 3 solenoid valve S3
Signal S₁, The second solenoid signal S _TwoAnd 3rd Solenoi
Signal S_ThreeFrom the automatic transmission control device 41 (FIG. 2)
The first solenoid is turned on / off in response to the switching signal.
The id valve S1 is a 1-2 shift valve via an oil passage L-8.
Supply signal hydraulic pressure to the valve 57 and the 3-4 shift valve 62
The second solenoid valve S2 is connected to the second solenoid valve S2 via an oil passage L-9.
-3 The signal hydraulic pressure is supplied to the shift valve 60, and the third solenoid
The id valve S3 is neutralized via the oil passage L-10.
The switching signal oil pressure is supplied to the Ray valve 64.

The 1-2 shift valve 57 adopts the upper half position (upper position of the spool) in the first speed, and the lower half position (lower position of the spool) in the second to fourth speeds. 60 is the lower half position at the 1st and 2nd speeds, and the upper half position at the 3rd and 4th speeds. The 3-4 shift valve 62 is the upper half position at the 1st and 4th speeds, and the 2nd and 3rd speeds. The lower half position is adopted, and the neutral relay valve 64 adopts the upper half position during the neutral control and the lower half position during the first to fourth speeds.

The solenoid modulator valve 58
Is connected to the linear solenoid valve 66 via the oil passage L-12.
And the linear solenoid valve 66 is connected to the oil passage L-.
13 is connected to the C-1 control valve 67. Further, the linear solenoid valve 66 further includes an oil passage L
Connected to the primary valve 59 via -22. The linear solenoid valve 66 is controlled by receiving a control signal from the automatic transmission control device 41, and the oil passage L-
The throttle pressure P _TH is supplied as a control signal oil pressure to the C-1 control valve 67 via the control valve 13. The C-1 control valve 67 has oil passages L-3, L-
The C-1 control valve 67 supplies the D range pressure to the control hydraulic pressure of the hydraulic servo C-1 corresponding to the throttle pressure P _TH from the linear solenoid valve 66 (hereinafter referred to as C-control pressure). referred to as "C1 oil pressure".) pressure P _C1 two tone supplied to the oil passage L-15.

In the B-1 sequence valve 56, a spring is arranged at the left end in the figure, a control oil chamber is formed at the right end in the figure, and the spring applies a spring load to the spool. In addition, B-1 sequence valve 5
No. 6 takes the lower half position by receiving the D range pressure in the control oil chamber via the oil passage L-3 at the first speed, and takes the lower half position at the second speed, and the hydraulic pressure is supplied to the hydraulic servo B-2 and the hydraulic pressure rises Then, the spool pressure is received from the hydraulic servo B-2, and the spool is pushed rightward by the sequence pressure and the spring load to take the upper half position.

As a result, the hydraulic pressure from the 1-2 shift valve 57 is supplied to the 3-4 shift valve 62 via the B-1 sequence valve 56, and the 3-4 shift valve 62 is supplied.
Is further supplied to the hydraulic servo B-1 via the oil passage L-24 and the B-1 control valve 70. Thus, the hydraulic pressure is supplied to the hydraulic servo B-1 in response to the rise of the hydraulic pressure in the hydraulic servo B-2.

Incidentally, the neutral relay valve 64 takes the upper half position during the neutral control. Therefore, the neutral control, C1 oil pressure P _C1 that is allowed to occur in the oil passage L-15 is supplied to the hydraulic servo C1 through the oil passage L-16, the neutral relay valve 64 and the oil passage L-17 You. The hydraulic pressure supplied to the 3-4 shift valve 62 via the B-1 sequence valve 56 is also supplied to the 1-2 shift valve 57, and further from the 1-2 shift valve 57, the oil passage L-25. , Is supplied to the B-1 control valve 70 as a signal hydraulic pressure via the neutral relay valve 64 and the oil passage L-23.

Then, the neutral relay valve 64 takes the lower half position in the first speed to the fourth speed. Therefore, 1
During the first to fourth speeds, the oil at the D range pressure is supplied to the hydraulic servo C-1 via the oil passage L-3, the neutral relay valve 64, and the oil passage L-17. Further, the neutral relay valve 64 is switched to the upper half position during the neutral control to connect the oil passage L-16 and the oil passage L-17.

Numeral 68 is a damper valve disposed in the oil passage L-17 for smoothing the discharge of oil from the hydraulic servo C-1, and B-4 is a hydraulic servo for the fourth brake B4. Next, the operation of the automatic transmission control device having the above configuration will be described. FIG. 6 is a flowchart showing an operation of the control device for the automatic transmission according to the embodiment of the present invention. In step S1, neutral control processing is performed. Step S2: Congested road control processing is performed.

Next, the subroutine of the neutral control process of step S1 will be described. FIG. 7 is a flowchart of the neutral control process according to the embodiment of the present invention, and FIG. 8 is a time chart of the automatic transmission control device according to the embodiment of the present invention. Note that FIG. 8 is incorporated in the description of each subroutine described later. Step S1-1: First clutch release control processing is performed.
In this case, zero vehicle speed estimation is performed, second speed shift output is generated at a set timing, engagement of the second brake B2 (FIG. 2) and the first brake B1 is started, and hill hold control is performed to set. C-1 hydraulic pressure P _C1
Sweep down.

Therefore, the engine corresponding to the input torque is
Rotation speed N_EAnd the engine speed N_ECorresponding to
C-1 oil pressure P_C1Output, the C-1 oil pressure P_C1Gradually
To lower. The input torque is the engine speed.
N_EIn addition to the engine air intake amount, fuel injection amount, etc.
It can also be detected indirectly. In addition,
The input torque of the transmission 16 is directly detected by the lux sensor.
Can also be issued. In this case, the torque converter
The torque sensor is attached to the output shaft 14 of the motor 12.
You. Step S1-2 Perform in-neutral control processing,
Create a neutral control state. In this case the engine
Revolution N_EAnd clutch input side rotation speed N_C1Is stable
And wait for both to stabilize, and then respond to both by C-1
Hydraulic pressure P_C1Is increased or decreased by the set pressure. Step S1-3 The first clutch engagement control process is performed.
In this case, C-1 oil pressure P _C1The throttle opening θ, engine
Rotation speed N_EHigher by the set pressure set based on
To the piston stroke of the hydraulic servo C-1 (Fig. 5).
End the movement of the piston in. And the hydraulic pressure
Of the piston in the piston stroke of the servo C-1
After the movement is completed, C-1 hydraulic pressure P_C1Set pressure higher by
This prevents an engagement shock from occurring.

Next, the subroutine of the first clutch release control processing in step S1-1 of FIG. 7 will be described with reference to FIG.
1 to 12, and 14 and 15. FIG. 9 is a first flowchart of the first clutch release control process in the embodiment of the invention, FIG. 10 is a second flowchart of the first clutch release control process in the embodiment of the invention, and FIG. 11 is the invention. FIG. 12 is a diagram showing a set time map in the embodiment, FIG. 12 is a relational diagram of the engine speed and input torque and throttle pressure in the embodiment of the present invention, and FIG. 14 is a comparison showing the disengagement start timing of the first clutch. FIG. 15 is a time chart showing the disengagement start timing of the first clutch in the embodiment of the present invention. In FIG. 12, the horizontal axis represents the engine speed N _E and the vertical axis represents the input torque T _T (=
t · C · N _E ² ) and C-1 oil pressure P _C1 . Step S1-1-1 Zero vehicle speed estimation processing is performed based on the amount of change in the clutch input side rotation speed N _C1 . Step S1-1-2 The stopped state detecting means 102 (FIG. 1) waits until the neutral control start condition is satisfied, and if the start condition is satisfied, step S1-1-3.
Proceed to. At the same time, timing of a first timer (not shown) is started.

In this case, the clutch input side rotational speed N _C1
Is almost 0, the accelerator pedal (not shown) is released and the throttle opening θ is equal to or less than a set value, and the oil temperature detected by the oil temperature sensor 46 (FIG. 2) is equal to or more than the set value. That is, when all of the conditions that the brake pedal (not shown) is depressed and the brake switch 48 is on, it is determined that the start condition is satisfied. It should be noted that whether or not the clutch input side rotation speed N _C1 has become substantially zero is determined by whether or not the detection limit of the rotation speed sensor 47 has been detected. In the present embodiment, the actual vehicle speed is equal to the set value (2 [km / h]).
When it becomes, it is determined that the detection limit of the rotation speed sensor 47 is detected. Step S1-1-3 The stopped state detecting means 102
, Said first waits for the time T ₁ by counting of the timer expires, if the time has elapsed T ₁ step S1-1
Go to -4. Here, the time T ₁ is calculated by the vehicle speed zero estimation process, and it is estimated that the vehicle speed becomes zero when the time T ₁ has elapsed. Step S1-1-4 The congestion degree determination means (not shown) of the automatic transmission control device 41 refers to the map shown in FIG. 11, and based on the congestion degree value TRF-NTRF obtained in the congestion road control processing of step S2. Determine the degree of congestion. Then, in correspondence with the congestion degree value TRF-NTRF reads the setting time T _nStart which is set, is set to the clutch release timer (not shown), starts measuring the clutch release timer at the timing t _a vehicle stop state is detected Let

By the way, when the vehicle travels on a congested road, stop and start are repeated at a low vehicle speed, so neutral control hunting occurs and the first clutch C1 is frequently disengaged. Therefore, it is conceivable that neutral control is performed after a sufficiently long time has elapsed after the vehicle stop state is detected to prevent hunting from occurring.

However, when the neutral control is performed by such a method, it is effective when the degree of traffic congestion is relatively large, but when the degree of traffic congestion is small, the frequency of stopping and starting the vehicle is low, and the neutral control hunting is performed. However, if the neutral control is performed after a sufficiently long time has elapsed after the vehicle stop state is detected, the effect of improving the fuel efficiency by the neutral control is deteriorated.

Therefore, in traveling on a congested road, the time from the detection of the vehicle stop state to the start of the neutral control is set according to the degree of the traffic congestion, thereby preventing the neutral control hunting from occurring. The effect of improving fuel efficiency by the neutral control can be enhanced. Therefore, the smaller the congestion degree value TRF-NTRF, the set time T _NS
The set time T _{NSTA RT} is set longer as the _TART becomes shorter and the congestion degree value TRF-NTRF becomes larger.

Therefore, as shown in FIG. 15, the timing t _{b at} which the C-1 oil pressure P _C1 is lowered to start the disengagement of the first clutch C1 is different with the change of the set time T _NSTART . In the conventional automatic transmission control device, as shown in FIG. 14, the time T _SN from when the vehicle stop state is detected to when the neutral control is started is fixed, and the disengagement of the first clutch C1 is started. The timing t _b does not change. Step S1-1-5 clutch release unit 103 waits for the set time T _nStart timed by the clutch release timer expires, if the set time T _nStart has elapsed,
At timing t _b , the process proceeds to step S1-1-6. Step S1-1-6: It is determined whether or not the traffic jam road flag is on. If the traffic jam road flag is on, the process proceeds to step S1-1-8, and if not, the process proceeds to step S1-1-7. When the vehicle is traveling on a congested road, even if the vehicle stop state is detected by the vehicle stop state detecting unit 102, the first speed shift output is not generated. Therefore, since it is not necessary to generate the second speed shift output,
Step S1-1-7 is passed. Step S1-1-7 The brake engagement means 104 generates the second speed shift output to start the hill hold control, and the first solenoid signal S ₁ for opening and closing the first solenoid valve S1 (FIG. 4). Turn on the hydraulic servo B
-2 to supply hydraulic pressure to engage the second brake B2.
Further, as the hydraulic pressure in the hydraulic servo B-2 rises, the sequence pressure in the hydraulic servo B-2 is supplied to the B-1 sequence valve 56 (FIG. 5), and the hydraulic servo B-2 is supplied with the sequence pressure.
The hydraulic pressure is supplied to -1, and the first brake B1 is engaged.

In this way, the hill hold control is performed, the second speed is achieved in the transmission 16, and the first clutch C1, the first brake B1, and the second brake B2 are achieved.
And the fourth brake B4 is engaged, and the one-way clutches F1, F3 are locked. By the way, in the state where the first brake B1 is engaged, the one-way clutch F2 is locked in a direction that prevents the vehicle from moving backward.

Therefore, the hill hold control is performed.
In this state, if the vehicle tries to move backward on an uphill road,
The reverse rotation is transmitted to the output shaft 23 of the transmission 19,
Gear R₁Try to rotate the
Since the one-way clutch F2 blocks this rotation, the vehicle
Will not retreat significantly. Step S1-1-8 Third solenoid signal S_ThreeOn
And switch the neutral relay valve 64 to the upper half position.
Change, C-1 oil pressure P_C1To a controllable state. Step S1-1-9 As shown in FIG.
K T_TEngine speed N corresponding to_EDetected and referenced
Engine rotation speed N_EmThe engine speed N_ESet the value of
You. Step S1-1-10: The first clutch C1 is released.
C-1 hydraulic pressure P immediately before starting_C1Engine speed N_ETo
Generate and output. Step S1-1-11 Input torque T_TCorresponding to
Engine rotation speed N_EIs detected again. Step S1-1-12 Engine speed N_ESee d
Engine rotation speed N_EmTo see if it has changed
Refuse. Engine speed N_EIs the reference engine speed N_Em
If it has changed compared with the step S1-1-13
If not, go to step S1-1-14.
No. In Step S1-1-13 Step S1-1-12
Engine speed N_EIs the reference engine speed N_EmAnd ratio
Engine speed N when it is determined that the engine speed has changed_E
Refer to the value of engine speed N_EmSet to a new reference
Engine speed N _EmCorresponding to C-1 hydraulic pressure P_C1Occurs
And output. Step S1-1-14 The clutch release means 103
As shown in the following equation, the set time T_DOWNEvery time
C-1 oil pressure P_C1Set pressure P_THDOWNEach lower (sweep
To do).

P _TH = P _TH −P _THDOWN Step S1-1-15 After the disengaged state of the first clutch C1 is formed, the speed ratio e (= N _C1 / N _E ) is a constant e ₁
The pressure reduction in step S1-1-14 is continued until it becomes larger, and when the speed ratio e becomes larger than the constant e ₁ , the pressure reduction in step S1-1-14 is stopped and terminated, and the speed ratio e becomes larger than the constant e ₁ . If it does not increase, step S1-
Return to 1-11. The constant e ₁ is set to, for example, 0.75 in consideration of the delay in the change of the clutch input side rotation speed N _C1 with respect to the operation of the hydraulic pressure when the first clutch C1 is released. In place of the speed ratio e, the clutch input side rotation speed N _C1
May be used.

By the way, has the difference (hereinafter referred to as "differential rotation")? N between the engine speed N _E which is the input speed of the torque converter 12 and the clutch input side speed N _C1 which is the output speed changed? If it is attempted to detect the engagement state of the first clutch C1 by determining whether or not the first clutch C1 is completely engaged or released, the differential rotation ΔN does not change, for example. . Therefore, it becomes difficult to distinguish between the completely engaged state and the released state of the first clutch C1.

Therefore, the speed ratio e is a constant e.₁Bigger
Waiting for the first clutch C1
Can be brought to a state immediately before the engagement of the vehicle starts. Next
And zero vehicle speed estimation in step S1-1-1 of FIG.
The processing subroutine will be described. FIG. 13 shows the present invention.
Of zero vehicle speed estimation processing in the embodiment
It is. Step S1-1-1-1 Current clutch input side rotation
Number N_{C1 (i)}From the clutch input side before the time Δt
N_{C1 (i-1)}Is subtracted to obtain the rotational speed difference ΔN _{C1 (i)}
Is calculated. In this case, the time Δt is determined by the automatic transmission
Set by the clock in controller 41 (FIG. 2),
The clutch input side rotation speed N for each time Δt_C1Is detected
It has become. Step S1-1-1-2 Rotational speed difference ΔN_{C1 (i)}The time
Calculate the deceleration A of the vehicle by dividing by Δt
You. Step S1-1-1-3 Current clutch input side rotation
Number N_{C1 (i)}By stopping the vehicle by deceleration A
Time to reach state T₁Is calculated.

Next, the relationship between the engaged / disengaged state of the first clutch C1 and the differential rotation ΔN will be described with reference to FIGS. 16 to 18. FIG. 16 is a state explanatory view of the first clutch in the embodiment of the present invention, FIG. 17 is a time chart when the first clutch is in the drag region in the embodiment of the present invention, and FIG. 18 is the embodiment of the present invention. First in
It is a time chart when a clutch is in a slip region. In addition, in FIG. 16, the horizontal axis represents the C-1 oil pressure P.
_C1 is plotted on the ordinate with the differential rotation ΔN and the torque Tq.

In FIG. 16, Tq is the torque transmitted from the engine 10 (FIG. 2) to the transmission 16 via the first clutch C1, and ΔN is the differential rotation. C-1 oil pressure P
_{When C1} is gradually increased, the torque Tq increases,
As the torque Tq increases, the torque converter 12
, And the differential rotation ΔN increases accordingly.

Therefore, in determining the differential rotation ΔN
Therefore, the disengaged state of the first clutch C1, that is, the torque
You can know the transmission status. By the way, the first crack
Start engagement from the state where C1 is completely released and C-
1 oil pressure P_C1If you increase the, the piston of the hydraulic servo C-1
The position where the stroke disappears (hereinafter "stroke end position"
"Oki". ) To reach. Next, C-1 oil pressure P _C1Change
If it is set to a high value, the first clutch C1 will be in the completely engaged state.
You. Therefore, the state where the first clutch C1 is completely released
Until the piston reaches the stroke end position
The area is set as the drag area (non-operation area), and the piston
After reaching the trooke end position, the first clutch C1
Slip area (operating area) until fully engaged
And

In the drag region, the friction materials of the first clutch C1 are not in contact with each other. However, a slight torque Tq is transmitted via the first clutch C1 due to the viscosity characteristics of the oil existing between the friction materials. The torque Tq gradually increases as the piston stroke increases and the gap (clearance) between the friction materials decreases. Therefore, even in the drag region, the differential rotation ΔN occurs with the transmission of the torque Tq, and the differential rotation Δ increases as the torque Tq increases.
N also gradually increases.

On the other hand, in the slip region, since the friction materials are brought into contact with each other, a frictional force is generated and the torque Tq rapidly increases. In addition, since the piston has already reached the stroke end position, there is no oil flow in the hydraulic servo C-1, and the C-1 oil pressure _PC1 sharply increases. As a result, the frictional force increases accordingly, and the torque Tq further increases. Then, as a result of the sudden increase in the torque Tq, the differential rotation ΔN also rapidly increases.

Next, the change in the engagement / disengagement state of the first clutch C1.
(Hereinafter referred to as “change amount”) in which the differential rotation ΔN changes
U. ) And the change per unit time of the differential rotation ΔN (hereinafter
Below, it is called "rate of change". ) The relationship with ρ will be described.
Note that the sampling time T _SAMWhen the timing of
The reference differential rotation ΔN_mAnd the change
The amount δ is determined by the differential rotation ΔN at any time and the reference differential rotation ΔN_mWhen
Can be expressed as

C-1 supplied to the hydraulic servo C-1
When the oil pressure P _C1 is increased, as described above, the differential rotation ΔN gradually changes in the drag region and abruptly changes in the slip region. Therefore, the differential rotation Δ
The change amount δ of N is small in the drag region and large in the slip region. Also, the change rate ρ of the differential rotation ΔN is small in the drag region and large in the slip region.

Therefore, paying attention to the fact that the change rate ρ is different between the drag region and the slip region, the standard changes in the drag region and the slip region when the C-1 oil pressure P _C1 is increased by the set pressure ΔP _UP. The rates ρ ₁ and ρ ₂ are obtained, a value between both rate of change ρ ₁ and ρ ₂ is appropriately selected, and the value is set as the reference rate of change ρ _REF . The reference change rate ρ
_{When REF} is set in this way, the change rate ρ while the first clutch C1 is in the drag area is always smaller than the reference change rate ρ _{REF, and the} change rate ρ while the first clutch C1 is in the slip area is the reference change. _Will always be greater than the rate ρ _REF

Therefore, by comparing the change rate ρ with the reference change rate ρ _REF , it is possible to easily determine whether the first clutch C1 is in the drag region or the slip region. That is, when the change rate ρ is smaller than the reference change rate ρ _REF , the first clutch C1 is in the drag region, and the change rate ρ is the reference change rate ρ _{RE F.}
When it is larger, it can be determined that the first clutch C1 is in the slip region.

Further, based on the judgment, the first clutch C1 can be maintained in the state immediately before shifting from the drag region to the slip region. Therefore, when the in-neutral control is started, at least the hydraulic servo C-
The C-1 oil pressure P _C1 is lowered until the first piston starts to move backward, and the first clutch C1 is moved from the slip region to the drag region.

Subsequently, the C-1 oil pressure P _C1 is controlled so that the change rate ρ of the differential rotation ΔN does not exceed the reference change rate ρ _REF . Here, in the present embodiment, when comparing the change rate ρ and the reference change rate ρ _REF , instead of directly comparing the two, the change amount δ of the differential rotation ΔN per set time and the reference The threshold value corresponding to the change rate ρ _REF is compared with the threshold value.

Then, as shown in FIGS.
Sampling time T_SAMBesides the sampling time
T_SAMT obtained by dividing the time into three_S1, T
_S2Is the set time. In this case, the first clutch C1
After the engagement of _S1, T_S2And sampling
Time T_SAMThe time when has elapsed, respectively, t1
When t3, the threshold ΔN at each of the timings t1 to t3_Ri
(I = A, B, C) is ΔN_RA= Ρ_REF・ T_S1 ΔN_RB= Ρ_REF・ T_S2 ΔN_RC= Ρ_REF・ T_SAM become.

By the way, since the change rate ρ is small in the drag region, as can be seen from FIG. 17, even if the change amount δ of the differential rotation ΔN increases as time elapses, each of the timings t1 to t3 respectively. Threshold ΔN
Never exceed _Ri . Therefore, the sampling time T
Every time _SAM elapses, the C-1 oil pressure P _C1 is increased by the set pressure ΔP _UP , and the disengaged state of the first clutch C1 is shifted to the slip region side. In this way, the piston of the hydraulic servo C-1 is brought closer to the stroke end position every time the sampling time T _SAM elapses.

Then, the piston is at the stroke end.
Position and the first clutch C1 shifts to the slip range.
Then, the change rate ρ of the differential rotation ΔN becomes the reference change rate ρ_REFThan
growing. For example, as shown in FIG.
After the engagement of switch C1 is started, time T _S1Before the expiration of
At the time t4, the change amount δ of the differential rotation ΔN is equal to the threshold value N._RA
Exceeds. Therefore, timing t4 (actually the automatic transmission
By the control program of the control device 41, the change amount δ
Threshold N_RAThe first class
When the switch C1 shifts from the drag region to the slip region
Judge, C-1 hydraulic pressure P _C1Set pressure ΔP_DOWNLower
You. Then, sampling is performed at the timing t4.
Time T_SAMReset. In this case, as well as Thailand
Time t from ming t4_S1, T_S2, And sampling ties
Mu T_SAMIs the timing at which t5 to t7
Then, at each timing t5 to t7, the threshold value ΔN
_RiAre set respectively.

In this way, when the first clutch C1 shifts from the drag region to the slip region, the C-1 oil pressure P _C1
Is reduced, the first clutch C1 is always maintained in the state immediately before shifting from the drag region to the slip region. Therefore, the friction materials of the first clutch C1 are almost never brought into contact with each other, and the torque Tq transmitted from the engine 10 to the transmission 16 is extremely small. As a result, not only can the fuel efficiency be improved, but also the occurrence of idle vibration in the vehicle can be prevented. Further, it is possible to prevent the friction materials of the first clutch C1 from generating heat and the durability from being lowered.

Moreover, the piston of the hydraulic servo C-1 is
Since the piston is maintained just before the stroke end position, the loss stroke of the piston can be reduced. Therefore, it is possible to prevent the engagement delay due to the loss stroke of the piston. As a result, the engine 10
It is possible to prevent the air blow and the engagement shock from occurring.

By the way, in the drag region,
The change amount δ of the differential rotation ΔN is the threshold ΔN_RiNever exceed
Sampling time T_SAMC-1 every time
Hydraulic pressure P _C1Set pressure ΔP_UPOnly the first clutch C1
The engagement / disengagement state of the
You. However, C-1 hydraulic pressure P_C1Set pressure ΔP_UPOnly higher
The hydraulic servo C-
Actual C-1 oil pressure P within 1_C1Is delayed in rising
You.

Therefore, when the C-1 oil pressure P _C1 is increased by the set pressure ΔP _UP in the previous determination, and there is a delay in the increase of the C-1 oil pressure P _C1 when the sampling time T _SAM elapses, In reality, the variation δ is the threshold ΔN
Despite exceeding _Ri , it may be apparently determined that the change amount δ does not exceed the threshold value ΔN _Ri . In that case, the C-1 oil pressure P _C1 becomes faster than the set pressure ΔP
Since the pressure is increased by _UP, the delay in the rise of the C-1 oil pressure P _C1 is accumulated, and an overshoot occurs when shifting from the drag region to the slip region.

If the sampling time T _SAM is longer than necessary, the piston will be retracted more than necessary. Therefore, in order to increase the C-1 oil pressure P _C1 at appropriate time points, it is necessary to complete the actual change of the C-1 oil pressure P _C1 when the set pressure ΔP _{UP is} increased. According to the time, the sampling time T
_SAM is set.

Therefore, since the set pressure ΔP _UP is increased after the delay in the rise of the C-1 oil pressure P _C1 is eliminated, the delay is not accumulated, and the first clutch C1 moves from the drag region to the slip region. It is possible to prevent overshoot from occurring when the process shifts to.
Further, it is possible to prevent the piston of the hydraulic servo C-1 from retreating more than necessary.

Next, the subroutine of the in-neutral control processing in step S1-2 of FIG.
It will be described based on 9 and 20. FIG. 19 is a first flowchart of the in-neutral control processing according to the embodiment of the present invention, and FIG. 20 is a second flowchart of the in-neutral control processing according to the embodiment of the present invention. Step S1-2-1 The initial values of the hydraulic control flag F, the count value C of the counter (not shown), and the reference difference rotation ΔN _m are set as follows to perform the initial setting.

F ← OFF C ← 0 ΔN_m← Differential rotation ΔN (= N_E-N_C1)
Value of step S1-2-2, S1-2-3 C-1 hydraulic pressure P_C1
At the final value in the first clutch release control process.
You. The first clutch C1 has been released to a predetermined state.
Whether the differential rotation ΔN has changed immediately after the
Is started, the first clutch release control process is started.
Due to the reduced pressure, the differential rotation ΔN may change, resulting in an incorrect judgment.
There is a potential. Therefore, a second timer (not shown)
Time, time T _TwoWaits for the
-1 oil pressure P_C1Holds the value of As a result, the differential rotation ΔN
Is delayed, the first clutch C is delayed.
C-1 hydraulic pressure in an unstable state immediately after 1 is released
P_C1Can be prevented from being controlled. Time T_Two
If has passed, the process proceeds to step S1-2-4. Step S1-2-4 Engine speed N_EFrom
J Input side speed N_C1By subtracting
Is calculated. Step S1-2-5 The preset sampler
Time T_SAMHas passed, for example, 1.0
Whether [sec] or 0.5 [sec] has passed
to decide. Sampling time T_SAMIf has passed
If the time has not elapsed, go to step S1-2-6.
Proceed to S1-2-11. Step S1-2-6 Differential rotation ΔN and reference differential rotation ΔN_m
, The absolute value of the change amount δ is equal to the threshold value ΔN_RCLess than
To determine if. The absolute value of the change amount δ is equal to the threshold value Δ
N_RCIf it is less than or equal to step S1-2-7,
The absolute value of δ is the threshold ΔN_RCIf larger, step S1
Go to -2-9. Step S1-2-7 Count value C is set value C_RThan
Determine if it is small. Count value C is set value C_R
If it is smaller, the set value C is set in step S1-2-8._R
When it is above, it progresses to step S1-2-16. Step S1-2-8 Sampling time T_SAMIs
Even if the absolute value of the change amount δ is equal to the threshold value ΔN_RCIs the following
Then, it is determined that the first clutch C1 is in the drag region,
Sampling time T_SAMC-1 oil
Pressure P_C1Set pressure ΔP _UPJust increase (increase) pressure.

P _C1 ← P _C1 + ΔP _UP Further, the reference rotation difference ΔN _m is set to the differential rotation ΔN, and the hydraulic control flag F is turned on. ΔN _m ← ΔN F ← ON Step S1-2-9 Since it can be determined that the first clutch C1 is shifting from the drag region to the slip region, the C-1 oil pressure P at the time when the sampling time T _SAM elapses. Decrease (decrease) _C1 by the set pressure ΔP _DOWN .

P _C1 ← P _C1 -ΔP _DOWN Further, the reference rotation difference ΔN _m is set to the differential rotation ΔN, the hydraulic control flag F is turned off, and the value “1” is subtracted from the count value C of the counter. ΔN _m ← ΔN F ← OFF C ← C-1 (However, if C <0, C = 0.) In step S1-1-15 of the first clutch release process, the speed ratio e is a constant. When it is determined that the value is larger than e ₁ , it is confirmed that the first clutch C1 is released to some extent. As a result, the first clutch release process is ended, but the first clutch C1 is not released to the extent that the piston of the hydraulic servo C-1 starts to retract. Therefore, it is necessary to reduce the C-1 oil pressure P _C1 until the first clutch C1 shifts from the slip region to the drag region. Then, until the first clutch C1 shifts from the slip region to the drag region, step S1-2-9
Is repeated.

The first clutch C1 is once
1) When shifting from the slip area to the drag area,
The clutch C1 shifts from the drag region to the slip region.
Since the state immediately before is maintained, step S1-2-9
Will no longer be processed. Thus, the amount of change δ is the threshold
ΔN_RCIf the pressure exceeds P, the C-1 oil pressure P _C1Set
Constant pressure ΔP_DOWNBy repeating the process of lowering
The piston of the hydraulic servo C-1 surely starts retreating.
Until the first clutch C1 is released. Step S1-2-10 Step S1-2-9 Smell
C-1 oil pressure P before pressure reduction_C1See C-1 hydraulic pressure P
_C1mAs well as a storage device (not shown).
Store.

P _C1m ← P _C1 before pressure reduction Step S1-2-11 The threshold ΔN _Ri is updated. Step S1-2-12 Whether the hydraulic control flag F is on, that is, the previous sampling time T
It is determined whether or not the C-1 oil pressure P _C1 has been increased at the time when the _SAM has elapsed. If the hydraulic control flag F is on, the process proceeds to step S1-2-13, and if not, the process proceeds to step S1-2-16. Step S1-2-13 Previous sampling time T
At the time when the _SAM has elapsed, the C-1 oil pressure P _C1 becomes equal to the set pressure Δ.
Since the pressure is increased by P _UP (the hydraulic control flag F is turned on), it is determined whether or not the amount of change δ obtained by subtracting the reference differential rotation ΔN _m from the differential rotation ΔN is equal to or smaller than the threshold ΔN _Ri . If the change amount δ is less than or equal to the threshold value ΔN _Ri , step S1-2.
If the change amount δ is larger than the threshold value ΔN _Ri , the process proceeds to step S1-2-16. Step S1-2-14 Previous sampling time T
At the time when the _SAM has elapsed, the C-1 oil pressure P _C1 becomes equal to the set pressure Δ.
As a result of the increase by P _UP , the difference rotation ΔN has changed greatly. Therefore, it is determined that the first clutch C1 has shifted from the drag region to the slip region, and the C-1 oil pressure P _C1 is lowered (reduced) by the set pressure ΔP _DOWN at the time of step S1-2-16 described later.

P _C1 ← P _C1 -ΔP _DOWN Further, the sampling time T _SAM is reset, the hydraulic pressure control flag F is turned off, and the value "1" is added to the count value C of the counter. F ← off C ← C + 1 In this case, when the C-1 oil pressure P _C1 is lowered by the set pressure ΔP _DOWN , the first clutch C1 is in a state immediately before shifting from the drag region to the slip region, so that the set pressure ΔP
C-1 oil pressure P _C1 changed by lowering by _DOWN
Wants to increase the C-1 oil pressure P _C1 again by the set pressure ΔP _{UP when the} pressure becomes stable. Therefore, the C-1 oil pressure P _C1 becomes equal to the set pressure ΔP
It is detected that the value has been lowered by _DOWN , the sampling time T _SAM is reset at the time of detection, and the timing is restarted.

In this way, since the C-1 oil pressure P _C1 can be lowered by the set pressure ΔP _DOWN and then quickly raised by the set pressure ΔP _UP , the first clutch C1 is always moved from the drag region to the slip region. It can be maintained in the state immediately before the transition. By the way, the sampling time T _SAM
Is reset, the change amount δ becomes equal to the threshold value ΔN _RC
When the pressure _decrease of the C-1 oil pressure P _C1 is detected when the pressure exceeds
The process of step S1-2-9 is performed, and the C-1 oil pressure P _C1
Will be lowered.

Therefore, the C-1 oil pressure P _C1 is equal to the set pressure ΔP _DOWN.
, The reference difference rotation ΔN _m is not set. In this case, the change amount δ is the difference between the differential rotation ΔN and the immediately preceding reference differential rotation ΔN _m, and basically becomes almost zero. Thus, after lowering the C1 oil pressure P _C1 by the set pressure [Delta] P _DOWN, it can be raised by the set pressure [Delta] P _UP. As a result, the process of step S1-2-9 is hardly executed. Step S1-2-15 Refer to C-1 oil pressure P _C1 before pressure reduction in step S1-2-14 C-1 oil pressure P
_It is set as _C1m and stored in a storage device (not shown).

P _C1m ← P _C1 before depressurization Step S1-2-16 It is determined whether or not a condition for ending the in-neutral control of the first clutch C1 is satisfied. If the end condition is satisfied, the in-neutral control process is ended, and if the end condition is not satisfied, the process returns to step S1-2-4 to repeat the process.

Next, with respect to the subroutine for updating the threshold value ΔN _Ri in step S1-2-11 of FIG.
It will be described with reference to FIG. FIG. 21 is a flowchart of the threshold update processing according to the embodiment of the present invention. In the present embodiment, the threshold ΔN _RA is 15 [rpm],
The threshold ΔN _RB is 20 [rpm] and the threshold ΔN _RC is 30 [r
pm]. Step S1-2-11-1 Sampling time T
_It is determined whether or not the time elapsed since the start of _SAM timing (hereinafter referred to as “elapsed time”) T _sam is shorter than the time T _S1 . If the elapsed time T _sam is shorter than the time T _S1 , the elapsed time T _sam is the time T _{S1 in} step S1-2-11-2.
When it is above, it progresses to step S1-2-11-3. Step S1-2-11-2 ΔN _RA as the threshold ΔN _Ri
Is set. Step S1-2-11-3 Elapsed time T _sam is time T
Determine if it is shorter than _S2 . If the elapsed time T _sam is shorter than the time T _S2 , the step S1-2-11-4 is performed. If the elapsed time T _sam is the time T _S2 or more, the step S1 is performed.
Proceed to -2-11-5. Step S1-2-11-4 ΔN _RB as the threshold ΔN _Ri
Is set. Step S1-2-11-5 ΔN _RC as the threshold ΔN _Ri
Is set.

Next, the subroutine of the first clutch engagement control processing in step S1-3 of FIG. 7 will be described with reference to FIG.
2 to 24 will be described. FIG. 22 is a first flowchart of the first clutch engagement control process in the embodiment of the present invention, and FIG. 23 is the first flowchart in the embodiment of the present invention.
Second flowchart of clutch engagement control processing, FIG.
FIG. 4 is a relationship diagram between a throttle opening and a set value according to the embodiment of the present invention. In FIG. 24, the horizontal axis represents the throttle opening θ and the vertical axis represents the constant P _C1S . Step S1-3-1: The clutch input side speed N _C1 at the time when the ending condition of the in-neutral control is satisfied is set to the value N.
_It is set to ₍₁₎ and stored in a memory (not shown) in the automatic transmission control device 41 (FIG. 2). At the same time, the timer of the third timer is started. Step S1-3-2 Steps S1-2-10, S1
Referring C1 oil pressure P _C1m as the set base pressure in -2-15, and adding a constant P _C1S as shelf pressure, it sets the value after the addition as the C1 oil pressure P _C1. The constant P _C1S is set to a value that can surely move the piston (not shown) of the hydraulic servo C-1 (FIG. 5) and that can reduce the engagement shock generated by the engagement. .

Therefore, the driver performs a start operation,
When the transition from the stop state of the vehicle to the start state is detected,
The constant P _C1S reference C1 oil pressure P _C1m is higher hydraulic pressure supplied to the hydraulic servo C1 is added, the first clutch C1 is in the half-engaged state. Then, the hydraulic servo C
-1, the hydraulic pressure supplied to the first clutch C
1 is fully engaged. Step S1-3-3 Wait until the clutch input side rotation speed N _C1 becomes smaller than the value obtained by subtracting the constant DSN from the value N ₍₁₎ , and the clutch input side rotation speed N _C1 is changed from the value N ₍₁₎ to the constant DSN. When it becomes smaller than the value obtained by subtracting
It is determined that the engagement of No. 1 has started, and step S1-3-4
Proceed to. Step S1-3-4: It is judged whether or not the shift speed is the first speed. If it is the first speed, go to step S1-3-7.
If it is not the first speed, the process proceeds to step S1-3-5. Step S1-3-5: It is judged whether or not the traffic jam road flag is on. If the traffic jam road flag is on, the process proceeds to step S1-3-7, and if not, the process proceeds to step S1-3-6. When the vehicle is traveling on a congested road, the 1st speed shift output is not generated even if the vehicle stop state is detected by the stop state detection means 102 (FIG. 1). Therefore, it is not necessary to generate the first-speed shift output, and thus the step S1-3-6 is passed. Step S1-3-6: Generate a first speed shift output. Step S1-3-7 Linear solenoid valve 66
The throttle pressure P _TH from (FIG. 4) is changed to set the C-1 oil pressure P _C1 to the pressure P _B (FIG. 8), and then the sweep up is performed. After that, each time the time Δt _B elapses, the set pressure ΔP _B
The C-1 oil pressure P _C1 is increased each time, and the engagement of the first clutch C1 is continued. Step S1-3-8 Time T measured by the third timer
Determine if ₃ has elapsed. To step S1-3-11 If the time T ₃ has elapsed, if it is not passed, the process proceeds to step S1-3-9. Step S1-3-9: It is judged whether or not the clutch input speed N _C1 is smaller than the constant DEN. If the clutch input speed N _C1 is smaller than the constant DEN, step S1-
3-10, clutch input speed N _C1 is constant DEN
When it is above, it returns to step S1-3-3. In addition,
When it is determined that the clutch input speed N _C1 is smaller than the constant DEN, the fourth timer starts time counting. Step S1-3-10 fourth time T ₄ timed by the timer to determine whether the elapsed. If the T ₄ has elapsed time the procedure proceeds to step S1-3-11, if it is not passed back to the step S1-3-3.

In this case, the set values of the constant P _C1S , the pressure P _B , the set pressure ΔP _{B and the} like are set based on variables corresponding to the input torque T _T such as the throttle opening θ. Turn off Step S1-3-11 third solenoid signal S _3. Next, the sub-routine of the congested road control process of step S2 in FIG. 6 will be described.

FIG. 25 is a flowchart showing a subroutine of a traffic jam road control process in the embodiment of the present invention, FIG.
6 is a time chart for comparison showing the traveling state of the vehicle on the congested road, FIG. 27 is a time chart showing the traveling state of the vehicle on the congested road in the embodiment of the present invention, FIG.
8 is a diagram showing a shift pattern map for traveling on a non-congested road according to the embodiment of the present invention, and FIG. 29 is a diagram showing a map of a shift pattern for traveling on a congested road according to the embodiment of the present invention. 28 and 29, the horizontal axis represents the vehicle speed v, and the vertical axis represents the throttle opening θ.

26 and 27, v is the vehicle speed and v
_1/2 is the threshold value for 1-2 shift, v _2/1 is 2-1
The shift threshold, v _3/2, is the 3-2 shift threshold. In the conventional automatic transmission control device, when the vehicle is traveling on a congested road and the vehicle speed v becomes low and reaches the threshold value v _2/1 , the 1st speed shift output is generated and the 2-1 shift is performed. When the vehicle speed v is increased and reaches the threshold value v _1/2 , the second speed shift output is generated, the 1-2 speed shift is performed, and hunting occurs as shown in FIG. 26.

Therefore, in the present embodiment, the vehicle speed v
Becomes lower than the threshold value v _3/2 , the 2nd speed shift output is generated and the 3-2 speed shift is performed. No shift output is generated and 2-1 shift is prohibited. Therefore, the neutral control is started in the second speed state and is maintained in the second speed state thereafter.

For this purpose, first, based on the input from each sensor, the congested road running judging means 101 (FIG. 1) performs a congested road running judgment process to determine whether the vehicle is running on a congested road. to decide. When it is determined that the vehicle is traveling on a congested road, the map of the shift pattern for traveling on the congested road is selected, and the shift control is performed in correspondence with the map of the shift pattern for traveling on the congested road.

On the other hand, when it is determined that the vehicle is not traveling on a congested road, the map of the shift pattern for traveling on a non-congested road is selected, and the shift control is performed in correspondence with the map of the shift pattern for traveling on a non-congested road. Is done. In this case, when the map of the shift pattern for traveling on a congested road is selected, the brake holding means 105 causes the brake opening means θ, that is, when the vehicle speed v is low when the accelerator pedal (not shown) is depressed to a low speed. The second speed shift output is generated without generating the speed change output.

Therefore, it is possible to prevent the occurrence of hunting as shown in FIG. 26, so that the traveling feeling can be improved. In addition, the first brake B1 is not engaged and disengaged, and is maintained in the engaged state.
It is possible to improve the durability of the brake B1 and further to engage the second brake B1 with the engagement of the first brake B1.
The durability of the brake B2 can also be improved. In this case, although the shift speed is maintained at the second speed, there is no problem in traveling because a large acceleration force is not required for traveling on a congested road.

When the vehicle is stopped and started repeatedly at a low vehicle speed when traveling on a congested road or the like, neutral control and hill hold control are performed every time the vehicle is stopped. Since the brake B1 is not engaged and disengaged and is maintained in the engaged state, the first clutch C1
The first brake B1 is not disengaged with the engagement and disengagement of the first brake B1. Therefore, the first brake B1 and the second brake B
The durability of No. 2 can be further improved. Step S2-1: Input signals from each sensor (not shown). Step S2-2 The congested road traveling determination means 101 performs a congested road traveling determination process. In step S2-3, it is determined whether or not the traffic jam road flag is on. If the traffic jam road flag is on, step S2-5. If not, step S2-.
Proceed to 4. Step S2-4 The map of the shift pattern for traveling on a non-congested road shown in FIG. 28 is selected. Step S2-5 The map of the shift pattern for traveling on a congested road shown in FIG. 29 is selected. Step S2-6 The shift control processing is performed in correspondence with the map of the shift pattern for traveling on a non-congested road or the map of the shift pattern for traveling on a congested road. By the way, as shown in FIGS. 28 and 29, in the region where the throttle opening θ is large, the same gear is selected for the vehicle speed v, but in the region where the throttle opening θ is small, it is for traveling on a non-congested road. The map of the shift pattern for traveling on a congested road is set to be wider than the map of the shift pattern of No. 2 such that the selection range of the second speed shift stage with respect to the vehicle speed becomes wider.

Therefore, when the map of the shift pattern for traveling on the congested road is selected in step S2-5, the shift output of the first speed is not generated when the throttle opening θ is small and the vehicle speed v is low. A second gear shift output is generated. Next, a subroutine of the congested road traveling determination process of step S2-2 in FIG. 25 will be described.

FIG. 30 is a first flow chart showing a subroutine of a traffic jam road judgment processing in the embodiment of the present invention, and FIG. 31 is a second flow chart showing a subroutine of a traffic jam road judgment processing in the embodiment of the present invention. Is. First, in order to determine whether or not the vehicle is traveling on a congested road, the vehicle speed v and the throttle opening θ are detected as parameters indicating the traveling state of the vehicle, and the detected vehicle speed v and the throttle opening θ are read. . Next, the vehicle speed situation value SPF is updated in correspondence with the read vehicle speed v.

By the way, a traffic jam condition value TRF is set as an index for running on a traffic jam road, and the traffic jam condition value changing means (not shown) of the automatic transmission control unit 41 (FIG. 1) sets the vehicle speed situation value SPF and the throttle opening θ. Based on this, the value of the traffic jam condition value TRF is updated. Then, the vehicle speed situation value SP
When F is larger than the first set value α and the throttle opening θ is smaller than the throttle opening set value γ, it is determined that the vehicle is traveling on a congested road, and the value of the congestion condition value TRF is increased. When the throttle opening θ is equal to or larger than the throttle opening set value γ, the value of the traffic jam condition value TRF is reduced.

[0104] In this case, the traffic jam condition value TRF is the lower limit value TRF _MIN is 0, the upper limit value TRF _{MA X} is set to 200, so as not to exceed the lower limit value TRF _MIN and an upper limit TRF _MAX. Further, the non-congestion status value NTRF is set as an index for driving on a non-congested road, and the automatic transmission control unit 4
The non-congestion situation value changing means of 1 is the vehicle speed situation value SP
The value of the non-congestion status value NTRF is updated based on F. When the vehicle speed situation value SPF is smaller than the second set value β1 which is set smaller than the first set value α, it is determined that the vehicle is traveling on a non-congested road, and the non-congested situation value NTRF is determined. Is increased and the vehicle speed situation value SPF is larger than the third set value β2 which is set to be larger than the second set value β1, it is determined that the vehicle is traveling on a congested road, and the non-congested state is determined. Decrease the value of the value NTRF.

In this case, the non-congestion situation value NTRF has a lower limit value NTRF _MIN of 80 and an upper limit value NTRF _MAX of 180.
Set to the lower limit value NTRF _MIN and the upper limit value NTRF
_It does not exceed _MAX . Then, the congested road running determination means 101 of the automatic transmission control device 41 determines whether or not the vehicle is traveling on a congested road based on the congested condition value TRF and the non-congested condition value NTRF.
In this case, the congestion status value TRF is the non-congestion status value NTR.
If it is larger than F, it is determined that the vehicle is traveling on a congested road, the congested road running flag is turned on, and the congested state value T
If RF is equal to or less than the non-congestion status value NTRF, it is determined that the vehicle is traveling on a non-congested road, and the congested road running flag is turned off. A hysteresis is set to determine whether the non-traffic congestion status value NTRF is larger than the traffic congestion status value TRF. In this embodiment, the hysteresis value DLT is set to 30. In this way, it is possible to prevent hunting from occurring when switching between traveling on a congested road and traveling on a non-congested road.

As described above, the traffic jam condition value TRF is increased / decreased according to the throttle opening θ, and it is determined whether the vehicle is traveling on a traffic jam road based on the traffic jam condition value TRF. The operation of an accelerator pedal (not shown) is reflected. Therefore, it is possible to accurately determine whether the vehicle is traveling on a congested road.

Also, for example, if the vehicle is not traveling on a congested road but is stopped at each signal and the stopping time is long, the congestion status value TRF becomes large but the non-congestion status value NT.
Since the RF also becomes relatively large, it becomes difficult to determine that the vehicle is traveling on a congested road. The traffic jam condition value changing means does not change the traffic jam condition value TRF when the vehicle speed situation value SPF is equal to or less than the first set value α, and the non-congestion situation value changing means does not change the vehicle speed situation. The value SPF is greater than or equal to the second set value β1 and the third set value β
When it is 2 or less, the non-congestion status value NTRF is not changed.

Therefore, when it is not clear whether the vehicle is traveling on a congested road or on a non-congested road, it is possible to prohibit changing the congested status value TRF and the non-congested status value NTRF. And non-congestion status value NTR
F can be set to a value according to the original purpose. As a result, it is possible to more accurately determine whether the vehicle is traveling on a congested road. Step S2-2-1: Read vehicle speed v and throttle opening θ. Step S2-2-2 The vehicle speed situation value SPF is updated. Step S2-2-3: It is judged whether the vehicle speed situation value SPF is larger than the first set value α. Vehicle speed status value SPF
Is larger than the first set value α, step S2-2-
If the vehicle speed situation value SPF is less than or equal to the first set value α, the process proceeds to step S2-2-7. Step S2-2-4: It is judged whether the throttle opening θ is smaller than the throttle opening set value γ. If the throttle opening θ is smaller than the throttle opening set value γ, the process proceeds to step S2-2-6, and if the throttle opening θ is not less than the throttle opening set value γ, the process proceeds to step S2-2-5. Step S2-2-5 The value obtained by subtracting 1 from the traffic jam condition value TRF is set as the traffic jam condition value TRF. Step S2-2-6 The value obtained by adding 1 to the traffic jam condition value TRF is set as the traffic jam condition value TRF. Step S2-2-7 Traffic jam condition value TRF is lower limit value TR
Determine if it is less than F _MIN . Traffic jam value TR
If F is smaller than the lower limit value TRF _MIN, step S2-
If the traffic jam condition value TRF is equal to or more than the lower limit value TRF _{MIN in} 2-10, the process proceeds to step S2-2-8. Step S2-2-8 Traffic jam condition value TRF is the upper limit value TR
Determine if it is greater than F _MAX . Traffic jam value TR
If F is larger than the upper limit value TRF _MAX, step S2-
In 2-9, if the traffic jam condition value TRF is less than or equal to the upper limit value TRF _MAX , the process proceeds to step S2-2-11. In step S2-2-9, the upper limit value TRF _MAX is set as the traffic jam condition value TRF. In step S2-2-10, the lower limit value TRF _MIN is set as the traffic jam condition value TRF. Step S2-2-11: It is judged whether the vehicle speed situation value SPF is smaller than the second set value β1. Vehicle speed status value S
If PF is smaller than the second set value β1, step S2
-2-14, if the vehicle speed situation value SPF is greater than or equal to the second set value β1, the process proceeds to step S2-2-12. Step S2-2-12: It is judged whether the vehicle speed situation value SPF is larger than the third set value β2. Vehicle speed status value S
If PF is larger than the third set value β2, step S2
-2-13, if the vehicle speed situation value SPF is less than or equal to the third set value β2, the process proceeds to step S2-2-15. Step S2-2-13 1 from non-congestion status value NTRF
The value obtained by subtracting is the non-congestion status value NTRF. Step S2-2-14 The value obtained by adding 1 to the non-congestion status value NTRF is set as the non-congestion status value NTRF. Step S2-2-15: It is judged whether or not the non-congestion situation value NTRF is smaller than the lower limit value NTRF _MIN . If the non-congestion status value NTRF is smaller than the lower limit value NTRF _{MIN, the} step S2-2-18 is performed. If the non-congestion status value NTRF is greater than or equal to the lower limit value NTRF _MIN , the step S2-2- is performed.
Proceed to 16. Step S2-2-16: It is judged whether or not the non-congestion situation value NTRF is larger than the upper limit value NTRF _MAX . If the non-congestion status value NTRF is larger than the upper limit value NTRF _{MAX, the} step S2-2-17 is performed. If the non-congestion status value NTRF is the upper limit value NTRF _MAX or less, the step S2-2- is performed.
Proceed to 19. In step S2-2-17, the upper limit value NTRF _{MAX is set} to the non-congestion status value NTRF. Step S2-2-18: The lower limit value NTRF _{MIN is set} to the non-congestion status value NTRF. Step S2-2-19: It is judged whether or not the traffic jam traveling flag is off. If the traffic jam traveling flag is off, the process proceeds to step S2-2-22, and if not, the process proceeds to step S2-2-20. Step S2-2-20: It is judged whether or not the traffic jam condition value TRF is less than or equal to the value obtained by subtracting the hysteresis value DLT from the non-traffic jam condition value NTRF. Congestion status value TRF
Is less than or equal to the value obtained by subtracting the hysteresis value DLT from the non-congestion situation value NTRF, the flow proceeds to step S2-2-21, and the congestion situation value TRF is larger than the value obtained by subtracting the hysteresis value DLT from the non-congestion situation value NTRF. If it returns. Step S2-2-21 Turn off the traffic jam running flag,
It returns to step S2-2-1. Step S2-2-22: It is determined whether or not the traffic jam condition value TRF is larger than the non-traffic jam condition value NTRF. If the congestion status value TRF is larger than the non-congestion status value NTRF, the process proceeds to step S2-2-23, and if the congestion status value TRF is less than or equal to the non-congestion status value NTRF, step S2-2-1.
Return to Step S2-2-23 Turn on the traffic jam running flag,
It returns to step S2-2-1.

By the way, the vehicle speed v is a representative parameter for determining whether or not the vehicle is traveling on a congested road. That is, in general, if the vehicle speed v is low, the possibility of traveling on a congested road is high, and if the vehicle speed v is high, the possibility of traveling on a congested road is low. However, if the traveling condition temporarily deviates from the traveling condition on the congested road, it is not possible to accurately determine whether the vehicle is traveling on the congested road.

Therefore, instead of simply detecting the vehicle speed v at each timing, the average value of the vehicle speed v for a fixed time is obtained,
It is conceivable that the average value is used as a condition for determining whether the vehicle is traveling on a congested road. However, a certain waiting time is required to calculate the average value, which causes a delay in the determination. Further, if the measurement time for obtaining the average value is shortened so that the determination is not delayed, it is no different from the case where the vehicle speed v is simply detected.

Therefore, in the present embodiment, the vehicle speed status value SPF is set as an index for determining whether the vehicle is traveling on a congested road.
Next, the subroutine of the vehicle speed situation value update processing of step S2-2-2 in FIG. 30 will be described. FIG. 32 is a flowchart showing a subroutine of vehicle speed status value update processing in the embodiment of the present invention.

In this case, the vehicle speed v is divided into the set vehicle speed range of, for example, 10 [km / h], and 20
Driving below [km / h] is considered a full-scale traffic jam. Then, the not-shown increasing / decreasing means of the automatic transmission control device 41 (FIG. 2) determines which vehicle speed range the detected vehicle speed v corresponds to, and sets the vehicle speed variable set for each vehicle speed range to the vehicle speed condition. Add to the value SPF.

Further, the boundary between the congested road traveling and the non-congested road traveling is placed at a place where the vehicle speed v is slightly lower than 30 [km / h], and the vehicle speed variable in the vehicle speed range including the boundary vehicle speed v itself. Is set to +1. Further, in a vehicle speed range in which the vehicle speed variable is +5 in a vehicle speed range 10 [km / h] higher than the vehicle speed range including the boundary vehicle speed v itself, and 10 [km / h] lower than the vehicle speed range in which the boundary vehicle speed v itself is included. 2 from the vehicle speed range where the vehicle speed variable is -3 and the boundary vehicle speed v itself is included.
The vehicle speed variable in the 0 [km / h] high vehicle speed range is +7,
From the vehicle speed range including the boundary vehicle speed v itself, 20 [km /
h] A vehicle speed variable in a low vehicle speed range is -5, and a vehicle speed variable in a vehicle speed range 30 [km / h] lower than the vehicle speed range including the boundary vehicle speed v itself is -6 and a vehicle speed including the boundary vehicle speed v itself. The vehicle speed variable in the vehicle speed range 40 [km / h] lower than the range is set to -7.

As described above, the vehicle speed variable takes a positive value in the low vehicle speed range set corresponding to the congested road running, and is a negative value in the high vehicle speed range set corresponding to the non-congested road running. Is set, and further, the closer the vehicle speed range is to the boundary between the low vehicle speed range and the high vehicle speed range, the more the actual vehicle speed difference between the vehicle speed ranges is set to be emphasized. Therefore, the vehicle speed situation value SP
Since F increases in a short time, it is possible to determine whether the vehicle is traveling on a congested road in a shorter time than when the average value of the vehicle speed v is obtained.

Further, even when the traveling condition temporarily deviates from the traveling condition on the congested road, it is possible to accurately determine whether or not the vehicle is traveling on the congested road. Regarding the vehicle speed situation value SPF, the lower limit value SPF _MIN is 0 and the upper limit value SPF _MIN is 0.
F _MAX is set to 5000 so that the lower limit value SPF _MIN and the upper limit value SPF _MAX are not exceeded. Step S2-2-2-1 Vehicle speed v is 10 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 10 [km /
h] or more, step S2-2-2-3 is performed. If the vehicle speed v is lower than 10 [km / h], step S2- is performed.
Go to 2-2-2. Step S2-2-2-2 The value obtained by adding 7 to the vehicle speed situation value SPF is defined as the vehicle speed situation value SPF. Step S2-2-2-3 Vehicle speed v is 20 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 20 [km /
h] or more, step S2-2-2-5 is performed. If the vehicle speed v is lower than 20 [km / h], step S2- is performed.
Go to 2-2-4. Step S2-2-2-4 A value obtained by adding 5 to the vehicle speed situation value SPF is set as the vehicle speed situation value SPF. Step S2-2-2-5 Vehicle speed v is 30 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 30 [km /
h] or more, the process proceeds to step S2-2-2-7, and if the vehicle speed v is lower than 30 [km / h], step S2-.
Proceed to 2-2-6. Step S2-2-2-6 A value obtained by adding 1 to the vehicle speed situation value SPF is set as the vehicle speed situation value SPF. Step S2-2-2-7 Vehicle speed v is 40 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 40 [km /
h] or more, the process proceeds to step S2-2-2-9, and if the vehicle speed v is lower than 40 [km / h], step S2-.
Proceed to 2-2-8. Step S2-2-2-8 A value obtained by subtracting 3 from the vehicle speed situation value SPF is defined as the vehicle speed situation value SPF. Step S2-2-2-9 Vehicle speed v is 50 [km / h]
It is determined whether or not this is the case. Vehicle speed v is 50 [km /
h] or more, go to step S2-2-2-11,
If the vehicle speed v is lower than 50 [km / h], step S2
-2-2-10. Step S2-2-2-10 From vehicle speed situation value SPF 5
The value obtained by subtracting is the vehicle speed situation value SPF. Step S2-2-2-11 The vehicle speed v is 60 [km /
h] or more is determined. Vehicle speed v is 60 [k
m / h] or more, step S2-2-2-13
If the vehicle speed v is lower than 60 [km / h], the process proceeds to step S2-2-2-12. Step S2-2-2-12 From the vehicle speed situation value SPF 6
The value obtained by subtracting is the vehicle speed situation value SPF. Step S2-2-2-13 From the vehicle speed situation value SPF 7
The value obtained by subtracting is the vehicle speed situation value SPF. Step S2-2-2-14: It is determined whether the vehicle speed situation value SPF is smaller than the lower limit value SPF _MIN . When the vehicle speed situation value SPF is smaller than the lower limit value SPF _MIN , the vehicle speed situation value SPF is the lower limit value SP in step S2-2-2-17.
If it is greater than or equal to F _MIN , the process proceeds to step S2-2-2-15. Step S2-2-2-15: It is judged whether the vehicle speed situation value SPF is larger than the upper limit value SPF _MAX . When the vehicle speed situation value SPF is larger than the upper limit value SPF _MAX , the vehicle speed situation value SPF is set to the upper limit value SP in step S2-2-2-16.
If it is less than F _MAX , it returns. Step S2-2-2-16: Set the upper limit value SPF _MAX to the vehicle speed condition value SPF and return. In step S2-2-2-17, the lower limit value SPF _MIN is set as the vehicle speed situation value SPF, and the process returns.

FIG. 33 is a time chart of the control device for the automatic transmission during actual traveling in the present embodiment. In addition,
In the figure, the horizontal axis represents time and the vertical axis represents the non-congestion status value NTR.
F, traffic jam condition value TRF, vehicle speed condition value SPF, vehicle speed v, and throttle opening θ are taken. As shown in the figure, when the vehicle is driven at a vehicle speed v of around 10 [km / h], the vehicle speed situation value SPF increases each time the congested road traveling determination means 101 (FIG. 1) makes a determination. When the vehicle speed situation value SPF becomes larger than the first set value α, the throttle opening θ becomes smaller than the third set value β2, so that the traffic jam situation value TRF starts to increase.

When the vehicle speed situation value SPF increases and becomes larger than the third set value β2, the non-congestion situation value NTR.
F starts to decrease. Then, the vehicle continues to run in the low vehicle speed range, and when the traffic jam condition value TRF becomes larger than the non-traffic jam situation value NTRF, it is determined that the vehicle is traveling on a traffic jam road, and the shift pattern map is switched to that for traffic jam travel. To be

After that, the vehicle speed v becomes high and 40 [km / km
h] If the vehicle continues traveling before and after, the vehicle speed situation value SPF decreases and the traffic jam situation value TRF also decreases while repeating increase and decrease. When the vehicle speed situation value SPF becomes smaller than the second set value β1, the non-congestion situation value NTRF starts to increase. When this state continues and the traffic congestion value TRF becomes equal to or less than the non-traffic congestion status value NTRF, it is determined that the vehicle is traveling on a non-congested road, and the shift pattern map is switched to that for traveling on a non-congested road.

The present invention is not limited to the above-mentioned embodiments, but can be variously modified within the scope of the present invention, and these are not excluded from the scope of the present invention.

[0120]

According to the present invention, as described above, in the automatic transmission control device, the fluid transmission connected to the engine is engaged with the fluid when the forward drive range is selected. A clutch that transmits the rotation from the transmission to the speed change mechanism of the transmission, a one-way clutch that locks by the engagement of the clutch and achieves the first forward speed, and the second forward speed that is engaged when the clutch is engaged. And a controller that achieves the above and locks the one-way clutch in a direction that prevents the vehicle from moving backward in the engaged state.

Then, the control device comprises a congested road traveling judging means for judging whether or not the vehicle is traveling on a congested road.
Stop state detection means for detecting a vehicle stop state in which the forward travel range is selected, the accelerator pedal is released, the brake pedal is depressed, and the vehicle speed is substantially zero; and the clutch when the vehicle stop state is detected. Is released by a clutch release means, a brake engagement means that engages the brake when the clutch is released by the clutch release means, and a vehicle is determined by the congested road traveling determination means. When it is determined that the vehicle is traveling on a congested road, there is provided brake holding means for holding the brake in an engaged state at least when the accelerator pedal is depressed and the vehicle speed is low.

In this case, the vehicle is traveling on a congested road,
The brake is held in the engaged state at least when the accelerator pedal is slightly depressed and the vehicle speed is low, so that when the vehicle is stopped, the brake is already engaged. Therefore, even if the clutch is disengaged, the brake is not disengaged, and thus the durability of the brake can be improved.

As a result, it is possible to improve the durability of the hill hold brake without deteriorating the effect of improving the fuel consumption by the neutral control.
Also, when the vehicle stops and starts repeatedly,
Since the speed does not switch frequently, the traveling feeling can be improved. In another automatic transmission control device of the present invention, the control device further includes a congestion degree determination means for determining a congestion degree.

If the vehicle is not traveling on a congested road, the clutch releasing means starts releasing the clutch when a vehicle stop condition is detected, if the vehicle is not traveling on a congested road. When it is determined that the vehicle is traveling on a congested road by the congested road traveling determination means, the clutch release is started after a longer set time has elapsed as the congested degree increases.

In this case, when traveling on a congested road, the time from the detection of the vehicle stop state to the start of the neutral control is set according to the degree of congestion, so that when the degree of congestion is relatively large. Can perform neutral control after a long time has elapsed since the vehicle stop state was detected. Therefore, it is possible to prevent neutral control hunting from occurring.

When the degree of traffic congestion is relatively small,
Neutral control can be performed in a short time after the vehicle stop state is detected. Therefore, the effect of improving the fuel efficiency by the neutral control can be enhanced. In yet another automatic transmission control device of the present invention, a parameter including at least the vehicle speed and representing the traveling state of the vehicle is detected. In addition, for each of the multiple vehicle speed ranges divided by the set interval, a positive value is taken in the low vehicle speed range set corresponding to the traffic jam driving, and the high value set corresponding to the non-traffic road driving is taken. A negative value is adopted in the vehicle speed range, and a vehicle speed variable that emphasizes a difference in actual vehicle speed between the vehicle speed ranges is set for a vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range.

The congested road running determination means determines which of the vehicle speed ranges the detected vehicle speed corresponds to, and adds the vehicle speed variables set for each vehicle speed range to add the vehicle speed condition value. It is determined whether or not the vehicle is traveling on a congested road, based on the vehicle speed situation value obtained by the increasing / decreasing means. In this case, the vehicle speed variable takes a positive value in the low vehicle speed range set corresponding to the traffic jam driving, and takes a negative value in the high vehicle speed range set corresponding to the non-traffic road driving. Moreover, the vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range is set to emphasize the difference in actual vehicle speed between the vehicle speed ranges.

Therefore, since the vehicle speed condition value increases in a short time, it is possible to determine whether or not the vehicle is traveling on a congested road in a shorter time than when obtaining the average value of the vehicle speed. Further, even when the traveling condition temporarily deviates from the traveling condition on the congested road, it is possible to accurately determine whether or not the vehicle is traveling on the congested road. In still another automatic transmission control device of the present invention, the parameter further includes a throttle opening.

When the vehicle speed condition value is larger than the first set value and the throttle opening is smaller than the throttle opening set value, the traffic jam road judging means determines that
A traffic jam situation value indicating a traffic jam situation is increased, and the traffic jam situation value is reduced when the vehicle speed situation value is larger than a first set value and the throttle opening is equal to or more than a throttle opening set value. A traffic jam condition value changing unit is provided, and it is determined whether the vehicle is traveling on a traffic jam road based on the traffic jam condition value changed by the traffic jam condition value changing unit.

In this case, it is possible to increase or decrease the traffic jam condition value according to the throttle opening and to judge whether the vehicle is traveling on a traffic jam road based on the traffic jam condition value.
The operation of the accelerator pedal by the driver is reflected. Therefore, it is possible to accurately determine whether the vehicle is traveling on a congested road.

In still another automatic transmission control device according to the present invention, the congested road traveling determination means may further include a second vehicle speed condition value set to be smaller than the first set value.
When the vehicle speed situation value is larger than the third set value which is set to be larger than the second set value, the non-congestion situation value which is larger than the second set value is increased. A non-congestion situation value changing means for reducing the situation value is provided, and when the congestion situation value becomes larger than the non-congestion situation value, it is determined that the vehicle is traveling on a congested road.

In this case, the non-congestion situation value representing the state in which the vehicle is traveling at high speed is obtained, and whether the vehicle is traveling on the congested road is determined by comparing the non-congestion situation value with the congestion situation value. Since the determination is made, the determination will not be biased to one of the congested road running side and the non-congested road running side. Therefore, it is possible to accurately determine whether the vehicle is traveling on a congested road.

In still another automatic transmission control device of the present invention, the traffic jam condition value changing means does not change the traffic jam condition value when the vehicle speed condition value is equal to or less than the first set value. The non-congestion situation value changing means does not change the non-congestion situation value when the vehicle speed situation value is greater than or equal to the second set value and less than or equal to the third set value.

In this case, when it is not clear whether the vehicle is traveling on a congested road or on a non-congested road, it is possible to prohibit changing the congestion status value and the non-congestion status value. The value can be a value according to the original purpose. As a result, it is possible to more accurately determine whether the vehicle is traveling on a congested road.

[Brief description of the drawings]

FIG. 1 is a functional block diagram of a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a schematic diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 3 is a diagram showing an operation of the automatic transmission according to the embodiment of the present invention.

FIG. 4 is a first diagram showing a hydraulic control device according to the embodiment of the present invention.

FIG. 5 is a second diagram showing the hydraulic control device according to the embodiment of the present invention.

FIG. 6 is a flowchart showing an operation of the control device for the automatic transmission according to the embodiment of the present invention.

FIG. 7 is a flowchart of a neutral control process according to the embodiment of the present invention.

FIG. 8 is a time chart of the automatic transmission control device in the embodiment of the present invention.

FIG. 9 is a first flowchart of a first clutch release control process in the embodiment of the present invention.

FIG. 10 is a second flowchart of a first clutch release control process in the embodiment of the present invention.

FIG. 11 is a diagram showing a set time map in the embodiment of the present invention.

FIG. 12 is a relationship diagram of engine speed, input torque, and throttle pressure in the embodiment of the present invention.

FIG. 13 is a flowchart of vehicle speed zero estimation processing according to the embodiment of the present invention.

FIG. 14 is a comparative time chart showing the disengagement start timing of the first clutch.

FIG. 15 is a time chart showing the disengagement start timing of the first clutch in the embodiment of the present invention.

FIG. 16 is a state explanatory view of the first clutch in the embodiment of the present invention.

FIG. 17 is a time chart when the first clutch is in the drag region in the embodiment of the present invention.

FIG. 18 is a time chart when the first clutch in the embodiment of the present invention is in a slip region.

FIG. 19 is a first flowchart of in-neutral control processing according to the embodiment of the present invention.

FIG. 20 is a second flowchart of in-neutral control processing according to the embodiment of the present invention.

FIG. 21 is a flowchart of threshold update processing according to the embodiment of the present invention.

FIG. 22 is a first flowchart of a first clutch engagement control process in the embodiment of the present invention.

FIG. 23 is a second flowchart of first clutch engagement control processing in the embodiment of the present invention.

FIG. 24 is a relationship diagram between a throttle opening and a set value according to the embodiment of the present invention.

FIG. 25 is a flowchart showing a subroutine of a traffic jam road control process in the embodiment of the present invention.

FIG. 26 is a comparative time chart showing a traveling state of a vehicle on a congested road.

FIG. 27 is a time chart showing a traveling state of a vehicle on a congested road in the embodiment of the present invention.

FIG. 28 is a diagram showing a shift pattern map for traveling on a non-congested road according to the embodiment of the present invention.

FIG. 29 is a diagram showing a map of a shift pattern for traveling on a congested road in the embodiment of the present invention.

FIG. 30 is a first flowchart showing a subroutine of a traffic jam road traveling determination process in the embodiment of the present invention.

FIG. 31 is a second flowchart showing a subroutine of a traffic jam road traveling judgment processing in the embodiment of the present invention.

FIG. 32 is a flowchart showing a subroutine of vehicle speed status value updating processing in the embodiment of the present invention.

FIG. 33 is a time chart of the control device for the automatic transmission during actual traveling in the present embodiment.

[Explanation of symbols]

10 Engine 12 Torque Converter 16 Transmission Device 41 Automatic Transmission Control Device 101 Congestion Road Travel Judgment Means 102 Stopping State Detection Means 103 Clutch Release Means 104 Brake _Engagement Means 105 Brake Holding Means B1 First Brake C1 First Clutch T _NSTART Setting Time F2 One-way clutch NTRF Non-congestion status value SPF Vehicle speed status value TRF Congestion status value v Vehicle speed α First set value β1 Second set value β2 Third set value γ Throttle opening set value θ Throttle opening

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁶ Identification number Internal reference number FI Technical indication location F16H 59:66 (72) Inventor Hiroshi Tsutsui 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture In W Co., Ltd. (72) Inventor Masahiro Hayabuchi 10 Takane, Fujii-cho, Anjo-shi, Aichi Aisin AW Co., Ltd.

Claims (6)

[Claims] 1. A fluid transmission device connected to an engine,
A clutch that is engaged when the forward drive range is selected and transmits the rotation from the fluid transmission to the transmission mechanism of the transmission, and a one-way clutch that locks by engagement of the clutch to achieve the first forward speed. A brake that is engaged with the clutch to achieve the second forward speed and that locks the one-way clutch in a direction that prevents the vehicle from moving backward in the engaged state, and a controller. At the same time, the control device determines whether the vehicle is traveling on a congested road, a congested road traveling determination means, the forward traveling range is selected, the accelerator pedal is released, the brake pedal is depressed, and the vehicle speed is almost constant. Stop state detection means for detecting a vehicle stop state that is zero, and the clutch is almost released when the vehicle stop state is detected. A clutch releasing means, a brake engaging means for engaging the brake when the clutch is substantially released by the clutch releasing means, and the congested road traveling judging means for driving the vehicle on a congested road. If it is determined that the vehicle is running, at least when the accelerator pedal is pressed down and the vehicle speed is low,
A control device for an automatic transmission, comprising: a brake holding means for holding the brake in an engaged state. 2. The control device includes a congestion degree determining means for determining a degree of congestion, and the clutch releasing means determines whether the vehicle is traveling on a congested road when the congestion road traveling determining means does not determine that the vehicle is traveling on a congested road. When the stop state is detected, the clutch is disengaged, and when it is determined by the traffic jam road determination means that the vehicle is traveling on a traffic jam, the set time is set longer as the degree of traffic jam increases. The control device for the automatic transmission according to claim 1, wherein release of the clutch is started after lapse of. 3. A parameter indicating at least a vehicle running state, which includes a vehicle speed, is detected, and a plurality of vehicle speed ranges divided at set intervals are set in a low vehicle speed range set in correspondence with traveling on a congested road. It takes a positive value and takes a negative value in the high vehicle speed range set for non-congested road driving, and the vehicle speed range closer to the boundary between the low vehicle speed range and the high vehicle speed range A vehicle speed variable that emphasizes the difference between the actual vehicle speeds is set, and the traffic jam road determination means determines which of the vehicle speed ranges the detected vehicle speed corresponds to and is set for each vehicle speed range. The vehicle speed variable is added to obtain a vehicle speed situation value, and an increase / decrease unit is provided to determine whether or not the vehicle is traveling on a congested road based on the vehicle speed situation value obtained by the increase / decrease unit. A control device for the automatic transmission described. 4. The throttle opening is included in the parameters, and the congestion road running determination means determines that the vehicle speed condition value is larger than a first set value and the throttle opening is larger than a throttle opening set value. When the traffic condition value is small, the traffic condition value indicating the traffic condition is increased, and when the vehicle speed condition value is larger than the first set value and the throttle opening is equal to or larger than the throttle opening set value, the traffic condition value. 4. The automatic transmission according to claim 3, further comprising: a traffic congestion condition value changing unit for reducing the traffic congestion condition value, and determining whether the vehicle is traveling on a traffic jam road based on the traffic congestion condition value changed by the traffic congestion condition value changing unit. Machine control device. 5. The congested road running determination means increases a non-congestion status value indicating a non-congestion status when the vehicle speed status value is smaller than a second set value set to be smaller than the first set value. And a non-congestion situation value changing means for reducing the non-congestion situation value when the vehicle speed situation value is larger than the third set value set to be larger than the second set value,
The control device for the automatic transmission according to claim 4, wherein when the traffic jam status value becomes larger than the non-traffic jam status value, it is determined that the vehicle is traveling on a traffic jam road. 6. The congestion status value changing means does not change the traffic status value when the vehicle speed status value is equal to or less than a first set value, and the non-congestion status value changing means sets the vehicle speed status value to The control device for the automatic transmission according to claim 5, wherein the non-congestion situation value is not changed when the second set value or more and the third set value or less.