JP4840195B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission control device, and more particularly, to an automatic transmission control device that executes neutral control.

  In general, in a control device for an automatic transmission, when a vehicle stops in a forward range, driving force generated by engine idling rotation is transmitted as creep force to driving wheels via a torque converter and a transmission mechanism. Creep phenomenon occurs. In order to maintain the stop of the vehicle, the driver needs to operate the brake to suppress the creep force, and there is a problem that the fuel consumption of the engine is reduced by this amount. Therefore, when the brake pedal is depressed and the brake is activated in the forward range, the accelerator is almost fully closed and the vehicle is stopped. Neutral control is performed to bring the machine into a neutral state.

  In addition, in the conventional automatic transmission control device, when neutral control is executed, the generation of the creep force is suppressed by releasing the forward range during the stop, and the driver depresses the brake pedal. When the operation is completed, a return control for re-engaging the forward clutch is executed so that the vehicle starts smoothly (see, for example, Patent Document 1).

The conventional automatic transmission control device described in Patent Document 1 returns when a brake switch that is turned on when the brake pedal is depressed with a depressing force exceeding a certain level is switched from ON to OFF. The execution of control is started.
JP 2005-42743 A

  However, in the conventional automatic transmission control device, when the brake is loosened to the extent that the driver does not move while the vehicle is stopped, the brake switch is switched from ON to OFF, and the driver There was a problem that the return control that was not performed was executed.

  Further, in the conventional automatic transmission control device, if the driver is in an operation state in which the brake is loosened and stopped to such an extent that the vehicle does not move, the brake switch is switched from ON to OFF, and neutral control is executed. There was a problem that the time was shortened and the fuel consumption of the engine deteriorated.

  The present invention has been made to solve such a problem, and is capable of preventing the return from the neutral control when the driver does not intend to start, and can improve the fuel consumption of the engine. It is an object of the present invention to provide a control device for a machine.

  In order to solve the above problems, the automatic transmission control device according to the present invention includes: (1) a detecting means for detecting a brake operation when a brake mounted on a vehicle is depressed with a predetermined depression amount; When the brake operation is detected by the detection means while the vehicle is stopped, the drive state is shifted to the neutral state to execute neutral control, and the brake operation is not detected by the detection means during the neutral control. And a neutral control means for executing a return control so as to return from the neutral state to the driving state. The neutral control means starts the neutral control during the execution of the neutral control. Brake operation is detected by the detecting means within a predetermined time after When no longer is characterized in that so as to continue the neutral control.

  With this configuration, the automatic transmission control device according to the present invention continues the neutral control when the brake operation is not detected by the detection means within a predetermined time after the neutral control is started. As a result, it is possible not only to prevent the driver from returning from neutral control when the driver does not intend to start, but also to reduce the execution time of neutral control and improve the fuel efficiency of the engine. can do.

  In the control device for an automatic transmission having the configuration of (1), (2) the neutral control means performs a brake operation by the detection means after a predetermined time has elapsed since the neutral control was started. In the case where no more is detected, return control is executed so as to return from the neutral state to the drive state.

  With this configuration, the control device for the automatic transmission according to the present invention can return from the neutral control after a lapse of a predetermined time, so that the return from the neutral control can be prevented when the driver does not intend to start. In addition, it is possible to suppress the execution time of the neutral control from being shortened, and to improve the fuel consumption of the engine.

  In the automatic transmission control device having the above-described configuration (1), (3) further comprising another detection means for detecting a brake operation when being depressed below the predetermined depression amount, the neutral When the neutral operation is started during the neutral control and the brake operation is no longer detected by the detection unit within a predetermined time after the neutral control is started, the control unit performs the brake operation by the other detection unit. A return control is executed so that the neutral state returns to the driving state when the detection is stopped.

  With this configuration, the automatic transmission control device according to the present invention is a case where the brake operation is not detected by the detection means within a predetermined time after the neutral control is started during the execution of the neutral control. However, it is possible to return from the neutral control when the brake operation is no longer detected by another detection means, so that it is possible not only to prevent the return from the neutral control when the driver does not intend to start. Further, it is possible to suppress the execution time of the neutral control from being shortened and to improve the fuel efficiency of the engine.

  ADVANTAGE OF THE INVENTION According to this invention, when a driver | operator does not intend to start, the return from neutral control can be prevented, and the fuel consumption of an engine can be improved.

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

  FIG. 1 is a schematic configuration diagram schematically showing a vehicle equipped with a control device for an automatic transmission according to an embodiment of the present invention. FIG. 2 is a diagram showing ON / OFF positions of a stop switch and a pedaling force switch of the brake pedal according to the embodiment of the present invention. FIG. 3 is a skeleton diagram showing the configuration of the control device for the automatic transmission according to the embodiment of the present invention.

  In the present embodiment, a case will be described in which the control device for an automatic transmission according to the present invention is applied to an FF (Front engine Front drive) vehicle.

  As shown in FIG. 1, the vehicle includes an engine 1, an automatic transmission 2, a transmission mechanism 3 that forms part of the automatic transmission 2, a hydraulic circuit 4 that forms part of the automatic transmission 2, A differential gear 5, a drive shaft 6, a front wheel 7, and an ECU (Electronic Control Unit) 8 are configured.

  The engine 1 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. An external combustion engine may be used instead of the internal combustion engine. Further, a rotating electrical machine or the like may be used instead of the engine 1.

  The automatic transmission 2 includes a transmission mechanism 3 and a hydraulic circuit 4. The automatic transmission 2 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage. The output gear of the automatic transmission 2 meshes with the differential gear 5. The transmission mechanism 3 will be described in detail later.

  A drive shaft 6 is connected to the differential gear 5 by spline fitting or the like. Power is transmitted to the left and right front wheels 7 via the drive shaft 6.

  The ECU 8 includes an E-ECU (Engine Electronic Control Unit) (not shown) that controls the engine 1 and a T-ECU (Transmission Electronic Control Unit) (not shown) that controls the automatic transmission 2.

  The ECU 8 has a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), an input interface, and an output interface (not shown). The ROM stores a map representing a shift diagram based on the vehicle speed and the throttle opening, a program for executing shift control, and the like.

  As will be described later, the ECU 8 constitutes a control device, detection means, neutral control means, and another detection means according to the present invention.

  The ECU 8 includes a vehicle speed sensor 11, a position switch 13 for the shift lever 12, an accelerator opening sensor 15 for the accelerator pedal 14, a pedal force switch (stepping force SW) 17 and a stop switch (STPSW) 18 for the brake pedal 16. Are connected through.

  The vehicle speed sensor 11 detects the vehicle speed from the rotational speed of the drive shaft 6 and transmits a signal representing the detection result to the ECU 8. The position switch 13 detects the position of the shift lever 12 and transmits a signal representing the detection result to the ECU 8. Corresponding to the position of the shift lever 12, the gear stage of the automatic transmission 2 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation. The accelerator opening sensor 15 detects the accelerator opening of the accelerator pedal 14 and transmits a signal representing the detection result to the ECU 8.

  Here, the ECU 8 causes the vehicle to be in a desired traveling state based on the signals sent from the vehicle speed sensor 11, the position switch 13 and the accelerator opening sensor 15, and the map and program stored in the ROM. And control the equipment.

  The pedal force switch 17 is configured to transmit to the ECU 8 a signal (a pedal force switch signal) for switching from the OFF state to the ON state when the brake pedal 16 is depressed by a predetermined depression amount. For example, the pedaling force switch 17 transmits a signal for switching from the OFF state to the ON state to the ECU 8 when the force (stepping force) to step on the brake pedal 16 exceeds a predetermined set value.

  The stop switch 18 is configured to transmit a signal (stop switch signal) for switching from the OFF state to the ON state to the ECU 8 when the stop switch 18 is depressed below the predetermined depression amount. For example, the stop switch 18 transmits to the ECU 8 a signal for switching from the OFF state to the ON state so that a brake lamp (not shown) provided in the vehicle changes from the off state to the on state. That is, it is linked to the lighting state and the extinguishing state of the brake lamp. The stop switch 18 can detect whether the brake is operating or not.

  As shown in FIG. 2, as the pedal force is applied, the brake pedal 16 changes from the brake OFF position to the brake stroke maximum position via the stop switch ON / OFF position and the pedal force switch ON / OFF position.

  Also, in FIG. 2, the state from the brake OFF position to the stop switch ON / OFF position is (1), the state from the stop switch ON / OFF position to the pedal force switch ON / OFF position is (2), and the pedal force switch The state from the ON / OFF position to the brake pedal stroke maximum position is indicated by (3).

  When the pedaling force is applied at the brake OFF position and the brake pedal 16 reaches the stop switch ON / OFF position, the stop switch 18 changes from the OFF state to the ON state. Further, when the pedal force is applied at the stop switch ON / OFF position and the brake pedal 16 reaches the pedal force switch ON / OFF position, the pedal force switch 17 changes from the OFF state to the ON state. Further, when the pedal force is applied at the pedal force switch ON / OFF position, the brake pedal 16 moves to the brake pedal stroke maximum position.

  That is, in the state (1), the stop switch 18 is OFF and the pedaling force switch 17 is OFF. In the state (2), the stop switch 18 is ON and the pedaling force switch 17 is OFF. In the state (3), the stop switch 18 is on and the pedal effort switch 17 is on.

  As shown in FIG. 3, the speed change mechanism 3 is connected to a torque converter 42 having an input shaft 41 coupled to a crankshaft. The transmission mechanism 3 includes a first set 50 of planetary gear mechanisms, a second set 60 of planetary gear mechanisms, an output gear 70, a B1 brake 72, a B2 brake 73 and a B3 brake 74 fixed to a gear case 71, and C1. The clutch 75, the C2 clutch 76, and the one-way clutch F77 are included.

  The first set 50 is a single pinion type planetary gear mechanism. The first set 50 includes a sun gear S (UD) 51, a pinion gear 52, a ring gear R (UD) 53, and a carrier C (UD) 54.

  Sun gear S (UD) 51 is fixed to output shaft 43 of torque converter 42. The pinion gear 52 is rotatably supported by the carrier C (UD) 54. Pinion gear 52 is engaged with sun gear S (UD) 51 and ring gear R (UD) 53.

  Ring gear R (UD) 53 is fixed to gear case 71 by B3 brake 74. The carrier C (UD) 54 is fixed to the gear case 71 by a B1 brake 72.

  The second set 60 is a Ravigneaux type planetary gear mechanism. The second set 60 includes a sun gear S (D) 61, a short pinion gear 62, a carrier C (1) 63, a long pinion gear 64, a carrier C (2) 65, a sun gear S (S) 66, and a ring gear R. (1) (R (2)) 67.

  Sun gear S (D) 61 is connected to carrier C (UD) 54. The short pinion gear 62 is rotatably supported by the carrier C (1) 63. Short pinion gear 62 is engaged with sun gear S (D) 61 and long pinion gear 64. The carrier C (1) 63 is connected to the output gear 70.

  Long pinion gear 64 is rotatably supported by carrier C (2) 65. Long pinion gear 64 is engaged with short pinion gear 62, sun gear S (S) 66, and ring gear R (1) (R (2)) 67. The carrier C (2) 65 is connected to the output gear 70.

  Sun gear S (S) 66 is coupled to output shaft 43 of torque converter 42 by C1 clutch 75. Ring gear R (1) (R (2)) 67 is fixed to gear case 71 by B2 brake 73, and is connected to output shaft 43 of torque converter 42 by C2 clutch 76. The ring gear R (1) (R (2)) 67 is connected to the one-way clutch F77 and cannot rotate when the first gear is driven.

  FIG. 4 is an operation table of the automatic transmission according to the embodiment of the present invention. “◯” represents engagement. “X” represents release. “◎” represents engagement only during engine braking. “Δ” represents engagement only during driving. By operating the brakes and the clutches by exciting and de-energizing transmission solenoids and linear solenoids (not shown) provided in the hydraulic circuit 4 with the combinations shown in the operation table, the 1st to 6th forward gears are operated. A step and a reverse gear are formed.

  Here, since the one-way clutch F77 is provided in parallel with the B2 brake 73, as indicated by “エ ン ジ ン” in the operation table, the drive state from the engine side when the first gear (1st) is formed ( It is not necessary to engage the B2 brake 73 during acceleration). In the present embodiment, one-way clutch F77 prevents rotation of ring gear R (1) (R (2)) 67 when the first gear is driven. When the engine brake is applied, the one-way clutch F77 does not prevent the ring gear R (1) (R (2)) 67 from rotating.

  The shift lever 12 (see FIG. 1) has an L position corresponding to the low range, a 2-3 position corresponding to the second to third ranges, and a drive range (hereinafter simply referred to as D range) from the rear to the front of the vehicle. A D position corresponding to, an N position corresponding to the neutral range, an R position corresponding to the reverse range, and a P position corresponding to the parking range. The forward range according to the present invention refers to at least the forward range, excluding the neutral range, reverse range, and parking range, and in the present embodiment refers to the D range.

  The shift lever 12 (see FIG. 1) includes an M position representing a manual position for shifting the gear position of the automatic transmission 2 (see FIG. 1) in the manual shift mode, and a plus position (+ position) for instructing an upshift. ) And a minus position (-position) for instructing a downshift. In this case, the M position is positioned beside the D position. When the shift lever 12 (see FIG. 1) is moved laterally from the D position, the shift lever 12 is held at the M position by a spring (not shown).

  Hereinafter, a characteristic configuration of the ECU constituting the control device for the automatic transmission according to the embodiment of the present invention will be described.

  The ECU 8 constituting the control device of the automatic transmission 2 detects the operation of the brake pedal 16 when the brake pedal 16 is depressed by a predetermined depression amount. That is, the ECU 8 constitutes a detection unit according to the present invention.

  When the ECU 8 detects the operation of the brake pedal 16 when the brake pedal 16 is depressed at a predetermined depression amount while the vehicle is stopped in the D range, the ECU 8 shifts from the driving state to the neutral state and executes neutral control. When the brake pedal 16 is depressed by a predetermined depression amount during the neutral control, when the operation of the brake pedal 16 is not detected, the return control is executed so as to return from the neutral state to the driving state. Yes. That is, the ECU 8 constitutes a neutral control means according to the present invention.

  The ECU 8 detects the operation of the brake pedal 16 when the brake pedal 16 is depressed with a predetermined depression amount within a predetermined time t (s) after the neutral control is started during execution of the neutral control. When it disappears, the neutral control is continued.

  When the ECU 8 no longer detects the operation of the brake pedal 16 when the brake pedal 16 is depressed by a predetermined depression amount after a predetermined time t (s) has elapsed since the start of the neutral control, Return control is executed so as to return from the neutral state to the drive state.

  The ECU 8 detects the operation of the brake pedal 16 when it is depressed below a predetermined depression amount. That is, the ECU 8 constitutes another detection means according to the present invention.

  The ECU 8 detects the operation of the brake pedal 16 when the brake pedal 16 is depressed with a predetermined depression amount within a predetermined time t (s) after the neutral control is started during execution of the neutral control. When there is no more, the return control is executed so as to return from the neutral state to the drive state when the operation of the brake pedal 16 when the pedal is depressed below a predetermined depression amount is no longer detected.

  Here, the vehicle stop according to the present invention refers to a state where the vehicle is stopped, for example, a state of the vehicle when the vehicle speed is 0 and the accelerator opening is 0. Further, the neutral state according to the present invention refers to a state where the driving force of the engine 1 is not transmitted to the front wheels 7 via the torque converter 42 and the transmission mechanism 3 in the D range. The case where it is in an engaged state. At this time, the B1 brake 72 is engaged in order to prevent the vehicle from moving backward on the uphill road. The driving state according to the present invention refers to a state in which the driving force of the engine 1 is transmitted to the front wheels 7 via the torque converter 42 and the transmission mechanism 3 in the D range, for example, a state in which the C1 clutch 75 is engaged. Say.

  FIG. 5 is a flowchart for explaining the operation of the automatic transmission control apparatus according to the embodiment of the present invention. In addition, the following processes implement | achieve the program which can be processed by CPU while being performed by CPU which comprises ECU8 by a predetermined time interval.

  First, the ECU 8 determines whether or not the pedal effort switch 17 is ON (step S11). Specifically, the ECU 8 determines whether or not the pedal effort switch 17 is ON based on the pedal effort switch signal input from the pedal effort switch 17. If the ECU 8 determines that the pedal effort switch 17 is OFF (No in step S11), the ECU 8 repeats this step.

  On the other hand, when the ECU 8 determines that the pedal effort switch 17 is ON (Yes in step S11), the ECU 8 starts executing neutral control (step S12). Specifically, the ECU 8 receives a signal indicating that the position of the shift lever 12 is in the D range from the position switch 13, and a signal indicating that the vehicle speed is 0 from the vehicle speed sensor 11. When a signal indicating 0 is input from the accelerator opening sensor 15, the C1 clutch 75 is released to a half-engaged state, and the B1 brake 72 is engaged to execute neutral control. Start. At this time, the ECU 8 measures the time from the start of the neutral control using a timer.

  Next, the ECU 8 determines whether or not the pedal effort switch 17 has been turned off (step S13). Here, when the ECU 8 determines that the pedal effort switch 17 is ON (in the case of No in step S13), this step is repeated.

  On the other hand, if the ECU 8 determines that the pedal effort switch 17 is OFF (Yes in step S13), whether or not a predetermined time t (s) has elapsed from the start of the neutral control execution is determined. Is determined (step S14).

  Here, when the ECU 8 determines that the predetermined time t (s) has not elapsed since the start of execution of the neutral control (No in step S14), the stop switch 18 is OFF. Whether or not (step S15). Specifically, the ECU 8 determines whether or not the stop switch 18 is OFF based on the stop switch signal input from the stop switch 18.

  When the ECU 8 determines that the stop switch 18 is ON (No in step S15), the ECU 8 repeats this step. On the other hand, when the ECU 8 determines that the stop switch 18 is OFF (Yes in step S15), the ECU 8 proceeds to step S16.

  The ECU 8 determines that the predetermined time t (s) from the start of execution of the neutral control has elapsed (in the case of Yes in step S14), or determines that the stop switch 18 is OFF. In the case (Yes in Step S15), execution of return control is started (Step S16). More specifically, the ECU 8 starts the return control by gradually engaging the C1 clutch 75 that has been in a semi-engaged state and releasing the B1 brake 72.

  FIG. 6 is a timing chart of stop switch ON / OFF, pedal force switch ON / OFF, neutral control execution start, and return control execution start according to the embodiment of the present invention.

  First, the pedal force switch 17 is turned off before the time t (s) has elapsed from the start of execution of the neutral control, and the stop switch 18 is turned off after the time t (s) has elapsed from the start of execution of the neutral control. The case will be described.

  As shown in FIG. 6A, when the brake pedal 16 is depressed while the vehicle is traveling and the brake pedal 16 reaches the stop switch ON / OFF position shown in FIG. 2, the stop switch 18 is turned on. Further, when the brake pedal 16 is depressed and the brake pedal 16 reaches the pedal force switch ON / OFF position shown in FIG. 2, the pedal force switch 17 is turned on. When the shift lever 12 is in the D range, the vehicle speed is 0, and the accelerator opening is 0, the neutral control is started. Even when the pedal effort switch 17 is turned off before the time t (s) has elapsed since the start of the neutral control, the driver starts the vehicle when the brake pedal 16 is turned off. Neutral control is continued as if it was not due to the intention to be made. When the stop switch 18 is turned off after the elapse of time t (s) from the start of execution of neutral control, the operation of the brake pedal 16 for turning off the stop switch 18 causes the driver to start the vehicle. As a result, the neutral control is terminated and the return control is started.

  Next, the pedal force switch 17 is turned off before the time t (s) has elapsed from the start of the neutral control, and the stop switch 18 is turned off before the time t (s) has elapsed from the start of the neutral control. The case where it becomes will be described.

  As shown in FIG. 6B, when the brake pedal 16 is depressed while the vehicle is traveling and the brake pedal 16 reaches the stop switch ON / OFF position shown in FIG. 2, the stop switch 18 is turned on. Further, when the brake pedal 16 is depressed and the brake pedal 16 reaches the pedal force switch ON / OFF position shown in FIG. 2, the pedal force switch 17 is turned on. When the shift lever 12 is in the D range, the vehicle speed is 0, and the accelerator opening is 0, the neutral control is started. Even when the pedal force switch 17 is turned off before the time t (s) has elapsed from the start of the neutral control, the operation of the brake pedal 16 for turning off the pedal force switch 17 causes the driver to start the vehicle. Neutral control continues as if it were not due to the intention. If the stop switch 18 is turned off before the time t (s) has elapsed since the start of the neutral control, the operation of the brake pedal 16 that turns off the stop switch 18 causes the driver to start the vehicle. As a result of the intention, the neutral control is terminated, and the return control is started.

  Next, a case where the pedal effort switch 17 is turned off after the time t (s) has elapsed from the start of the neutral control will be described.

  As shown in FIG. 6C, when the brake pedal 16 is depressed while the vehicle is traveling and the brake pedal 16 reaches the stop switch ON / OFF position shown in FIG. 2, the stop switch 18 is turned on. Further, when the brake pedal 16 is depressed and the brake pedal 16 reaches the pedal force switch ON / OFF position shown in FIG. 2, the pedal force switch 17 is turned on. When the shift lever 12 is in the D range, the vehicle speed is 0, and the accelerator opening is 0, the neutral control is started. When the treading force switch 17 is turned off after a lapse of time t (s) from the start of execution of the neutral control, the operation of the brake pedal 16 for turning off the treading force switch 17 causes the driver to start the vehicle. As a result, the neutral control is terminated and the return control is started.

  FIG. 7 is a timing chart showing the operation of the vehicle equipped with the automatic transmission according to the embodiment of the present invention. FIG. 7 shows that the tread force switch 17 is turned off before the time t (s) has elapsed from the start of the neutral control in FIG. 6A, and the time t (s) has elapsed from the start of the neutral control. This corresponds to a timing chart when the stop switch 18 is turned off later.

  (A) represents the depressing force of the brake by the brake pedal 16. (B) represents the B1 brake pressure of the B1 brake 72. (C) represents the B1 brake pressure control instruction value of the B1 brake 72 when the ECU 8 instructs the transmission solenoid. (D) represents the vehicle speed. (E) represents the turbine speed and the engine speed. (F) represents the C1 clutch pressure of the C1 clutch 75. (G) represents the C1 clutch pressure control instruction value of the C1 clutch 75 when the ECU 8 instructs the transmission solenoid.

  While the vehicle is traveling, the brake pedal 16 is depressed (time point t1), and the brake pedal 16 moves from the brake OFF position shown in FIG. 2 to the stop switch ON / OFF position, the pedal force switch ON / OFF position, and the maximum stroke position. The brake pedal force increases. As the pedal effort of the brake increases, the vehicle speed decreases and the turbine rotational speed representing the rotational speed of the output shaft 43 of the torque converter 42 decreases. In this description, the engine speed is assumed to be constant.

  Then, when the vehicle speed and the turbine rotational speed become zero (time point t2), execution of neutral control is started. That is, the B1 brake pressure control instruction value is increased at a predetermined speed, and the C1 clutch pressure control instruction value is decreased at a predetermined speed. Thereby, the B1 brake 72 is engaged by raising the actual B1 brake pressure. Further, when the actual C1 clutch pressure is decreased, the C1 clutch 75 is released and is in a half-engaged state. Here, when the C1 clutch 75 is in the half-engaged state, the turbine speed increases.

  Next, as the brake pedal 16 is returned and moved from the maximum stroke position shown in FIG. 2 to the pedal force switch ON / OFF position, the brake pedal force decreases. When the brake pedal 16 reaches the pedal force switch ON / OFF position shown in FIG. 2 before the time t (s) has elapsed from the start of the execution of the neutral control (time point t3), the pedal force switch 17 is turned off. Then, the brake pedal 16 is maintained in the state (2) shown in FIG. In this description, it is assumed that the brake pedal 16 is maintained at a certain position in the state (2) shown in FIG.

  When the brake pedal 16 is further returned to reach the stop switch ON / OFF position shown in FIG. 2 (time t4), the stop switch 18 is turned OFF and the execution of return control is started. That is, the B1 brake pressure control instruction value is decreased at a predetermined speed, and the C1 clutch pressure control instruction value is increased at a predetermined speed. Thereby, the B1 brake 72 is released by reducing the actual B1 brake pressure. Further, the C1 clutch 75 is engaged by increasing the actual C1 clutch pressure.

  Here, as the C1 clutch 75 is engaged, the turbine speed decreases. When the turbine speed starts to increase due to the vehicle being in a running state (time point t5), the return control is terminated and the vehicle runs in a normal state. That is, the vehicle travels in a state where the driving force of the engine 1 is transmitted to the front wheels 7 via the torque converter 42 and the speed change mechanism 3.

  As described above, in the control device for an automatic transmission according to the embodiment of the present invention, the brake pedal 16 is depressed by a predetermined depression amount within a predetermined time t (s) after the neutral control is started. When the operation of the brake pedal 16 is no longer detected, the neutral control can be continued. Therefore, when the driver does not intend to start, the return from the neutral control can be prevented. As a result, it is possible to prevent the drivability from deteriorating such that the driver feels a greater shock than the return shock due to the brake operation when the driver intends to start. Further, it is possible to suppress the execution time of the neutral control from being shortened, and the fuel consumption of the engine 1 can be improved.

  Further, in the automatic transmission control device according to the embodiment of the present invention, since the neutral control can be returned after the lapse of the predetermined time t (s), the neutral control is started when the driver does not intend to start. Return can be prevented. As a result, it is possible to prevent the drivability from deteriorating such that the driver feels a greater shock than the return shock due to the brake operation when the driver intends to start. Further, it is possible to suppress the execution time of the neutral control from being shortened, and the fuel consumption of the engine 1 can be improved.

  In the automatic transmission control apparatus according to the embodiment of the present invention, the brake pedal 16 is set within a predetermined time t (s) after the neutral control is started during the neutral control. Even when the operation of the brake pedal 16 is not detected when the pedal is depressed by the depression amount, the neutral control is started when the operation of the brake pedal 16 is not detected when the pedal is depressed below the predetermined depression amount. Since the vehicle can be returned, the return from the neutral control can be prevented when the driver does not intend to start. As a result, it is possible to prevent the drivability from deteriorating such that the driver feels a greater shock than the return shock due to the brake operation when the driver intends to start. Further, it is possible to suppress the execution time of the neutral control from being shortened, and the fuel consumption of the engine 1 can be improved.

  In the present embodiment, a case has been described in which the maximum speed of the speed change mechanism 3 is 6. However, the present invention is not limited to this, and the speed change mechanism 3 is set so that the speed is 5 or less or 7 or more. It may be configured.

  In the present embodiment, the case where the automatic transmission control device according to the present invention is mounted on an FF vehicle has been described. However, the present invention is not limited to this, and the automatic transmission control device according to the present invention is not limited to an FR vehicle or the like. It can also be applied.

  As described above, the control apparatus for an automatic transmission according to the present invention can prevent the return from the neutral control when the driver does not intend to start, and the execution time of the neutral control is shortened. This is advantageous in that the fuel consumption of the engine can be improved, and is useful for a control device for an automatic transmission that performs neutral control.

1 is a schematic configuration diagram schematically showing a vehicle equipped with an automatic transmission control device according to an embodiment of the present invention. It is a figure which shows the ON / OFF position of the stop switch and pedaling force switch of a brake pedal which concerns on embodiment of this invention. 1 is a skeleton diagram showing a configuration of a control device for an automatic transmission according to an embodiment of the present invention. It is an operation | movement table | surface of the automatic transmission which concerns on embodiment of this invention. It is a flowchart for demonstrating operation | movement of the control apparatus of the automatic transmission which concerns on embodiment of this invention. It is a timing chart of ON / OFF of the stop switch which concerns on embodiment of this invention, ON / OFF of a pedal effort switch, the start of neutral control, and the start of return control. It is a timing chart which shows operation | movement of the vehicle by which the automatic transmission which concerns on embodiment of this invention is mounted.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Transmission mechanism 4 Hydraulic circuit 5 Differential gear 6 Drive shaft 7 Front wheel 8 ECU (detection means, neutral control means, another detection means)
DESCRIPTION OF SYMBOLS 11 Vehicle speed sensor 12 Shift lever 13 Position switch 14 Accelerator pedal 15 Accelerator opening sensor 16 Brake pedal 17 Treading force switch 18 Stop switch 72 B1 brake 75 C1 clutch

Claims (3)

Detecting means for detecting a brake operation when a brake mounted on the vehicle is depressed with a predetermined depression amount;
When the brake operation is detected by the detection means while the vehicle is stopped in the forward range, the drive state is shifted to the neutral state to execute neutral control, and the brake operation is detected by the detection means during execution of the neutral control. In a control device for an automatic transmission comprising neutral control means for executing return control so as to return from the neutral state to the drive state when the neutral state disappears,
The neutral control means continues the neutral control when no brake operation is detected by the detection means within a predetermined time after the neutral control is started during execution of the neutral control. A control device for an automatic transmission, characterized in that it is configured as described above.   The neutral control means performs a return control to return from the neutral state to the driving state when a brake operation is no longer detected by the detection means after a predetermined time has elapsed since the neutral control was started. The control device for an automatic transmission according to claim 1. When further depressed below the predetermined depression amount, further comprising another detection means for detecting a brake operation,
When the neutral control is not detected by the detection means within a predetermined time after the start of the neutral control during execution of the neutral control, the neutral control means 2. The control device for an automatic transmission according to claim 1, wherein a return control is executed so as to return from the neutral state to the driving state when no operation is detected.

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