Control device for automatic transmission, control method for automatic transmission, vehicle, and control method for vehicle

Abstract

To reduce an incongruity imparted to a driver by suppressing the occurrence of an unintentional vehicle behavior by the driver when controlling input torque to an automatic transmission according to a temperature environment.SOLUTION: When a temperature of a first detection object is equal to or lower than a first prescribed temperature and a temperature of a second detection object is equal to or lower than a second prescribed temperature, a control device of an automatic transmission for controlling input torque from an engine on the basis of the temperature of the first detection object and the temperature of the second detection object sets the input torque larger than that in a case where the temperature of the first detection object is higher than the first prescribed temperature. When the temperature of the first detection object is equal to or lower than the first prescribed temperature and the temperature of the second detection object is higher than the second prescribed temperature, the control device performs torque control for reducing the input torque lower than that in a case where the temperature of the first detection object is equal to or lower than the first prescribed temperature and the temperature of the second detection object is equal to or lower than the second prescribed temperature.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an automatic transmission control device, an automatic transmission control method, a vehicle, and a vehicle control method. [Background technology]

[0002] In an automatic transmission equipped with a torque converter, when the hydraulic oil is at a low temperature, such as immediately after starting the engine in an extremely low temperature environment, the drag torque of the lock-up clutch increases. The increase in drag torque causes an increase in the load on the engine.

[0003] Patent Document 1 discloses a technique for stabilizing engine rotation speed by increasing the output torque of the engine when the engine is initially in gear after starting, a time when drag torque is likely to be large. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2018-168911 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, if the engine output torque, i.e., the input torque to the automatic transmission, is increased based on the judgment that the hydraulic oil of the automatic transmission is at a low temperature, it is possible that the increase in the input torque will exceed the increase in the loss torque of the automatic transmission due to the increase in the drag torque of the lock-up clutch, etc. In this case, the vehicle may behave in an unintended manner, causing the driver to feel uncomfortable.

[0006] The present invention has been made in consideration of these technical challenges, and aims to reduce the discomfort felt by the driver by suppressing the occurrence of vehicle behavior that is not intended by the driver when controlling the input torque to an automatic transmission in accordance with the temperature environment. [Means for solving the problem]

[0007] According to one aspect of the present invention, there is provided a control device for an automatic transmission that controls an input torque from an engine based on a temperature of a first detection object and a temperature of a second detection object, comprising: the first detection target is hydraulic oil of the automatic transmission, and the second detection target is cooling water of the engine, A control device for an automatic transmission is provided which, when the temperature of the first detection object is equal to or lower than a first predetermined temperature and the temperature of the second detection object is equal to or lower than a second predetermined temperature, executes torque control to make the input torque larger than when the temperature of the first detection object is higher than the first predetermined temperature, and, when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, executes torque control to make the input torque smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature.

[0008] A corresponding control method for an automatic transmission is also provided.

[0009] According to another aspect of the present invention, there is provided a vehicle that controls an input torque from an engine to an automatic transmission based on a temperature of a first detection object and a temperature of a second detection object, the first detection target is hydraulic oil of the automatic transmission, and the second detection target is cooling water of the engine, A vehicle is provided in which, when the temperature of the first detection object is equal to or lower than a first predetermined temperature and the temperature of the second detection object is equal to or lower than a second predetermined temperature, the input torque is made larger than when the temperature of the first detection object is higher than the first predetermined temperature, and, when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, the input torque is made smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature.

[0010] A corresponding vehicle control method is also provided. Effect of the Invention

[0011] In these aspects, when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature, the input torque from the engine to the automatic transmission is increased more than when the temperature of the first detection object is higher than the first predetermined temperature. Thus, the input torque can be increased against an increase in the loss torque of the automatic transmission, and engine stall can be prevented. Also, when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, the input torque is decreased more than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature. That is, the increase in the input torque based on the temperature of the first detection object is suppressed based on the temperature of the second detection object. Thus, the input torque can be prevented from becoming excessive, and the occurrence of vehicle behavior unintended by the driver can be suppressed, and the discomfort felt by the driver can be reduced. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a schematic configuration diagram of a vehicle equipped with a control device according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a functional block diagram of the control device. [Diagram 3] FIG. 3 is a flowchart showing the torque control process executed by the control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. Fig. 1 is a schematic diagram of a vehicle 100 equipped with a transmission controller 40 as a control device according to an embodiment of the present invention.

[0014] As shown in FIG. 1, a vehicle 100 includes an engine 10 as a drive source, an automatic transmission 20, an engine controller 30, and a transmission controller 40.

[0015] The automatic transmission 20 includes a torque converter 2, a forward / reverse switching mechanism 3, a variator 4, a hydraulic control circuit 5, and an oil pump 6.

[0016] In the vehicle 100, rotation generated by the engine 10 is transmitted to drive wheels 50 via a torque converter 2, a forward / reverse switching mechanism 3, a variator 4, a gear set 7, and a differential gear device 8.

[0017] The torque converter 2 is provided with a lock-up clutch 2a. When the lock-up clutch 2a is engaged, an input shaft 2b as an input element of the torque converter 2 and an output shaft 2c as an output element are directly connected, and the input shaft 2b and the output shaft 2c rotate at the same speed. Therefore, when the lock-up clutch 2a is engaged, the rotation of the output shaft 10a of the engine 10 is transmitted as is from the output shaft 2c of the torque converter 2 to the forward / reverse switching mechanism 3.

[0018] The forward / reverse switching mechanism 3 has a double pinion planetary gear set as its main component, with its sun gear coupled to the engine 10 via the torque converter 2 and its carrier coupled to the input shaft 4d (primary pulley 4a) of the variator 4. The forward / reverse switching mechanism 3 further includes a forward clutch 3a that directly connects the sun gear and carrier of the double pinion planetary gear set, and a reverse brake 3b that fixes the ring gear, and when the forward clutch 3a is engaged, the input rotation from the engine 10 via the torque converter 2 is transmitted as is to the primary pulley 4a, and when the reverse brake 3b is engaged, the input rotation from the engine 10 via the torque converter 2 is reversed, reduced in speed, and transmitted to the primary pulley 4a.

[0019] The forward clutch 3a is engaged when the forward (D) range is selected as the select range by the shifter 63. The reverse brake 3b is engaged when the reverse (R) range is selected as the select range by the shifter 63.

[0020] The variator 4 is a continuously variable transmission mechanism that changes the speed of the rotation of the engine 10 transmitted to the input shaft 4d and transmits it from the output shaft 4e to the drive wheels 50. The variator 4 includes a primary pulley 4a provided on the engine 10 side in the power transmission path, a secondary pulley 4b provided on the drive wheels 50 side, and a belt 4c as an endless member wound around the primary pulley 4a and the secondary pulley 4b.

[0021] In the variator 4, the oil pressure supplied to the primary pulley 4a and the oil pressure supplied to the secondary pulley 4b are controlled to change the contact radius between each of the pulleys 4a, 4b and the belt 4c, thereby changing the gear ratio.

[0022] The oil pump 6 is a mechanical oil pump that receives the rotation of the engine 10 and is driven by utilizing a portion of the power of the engine 10. The oil discharged from the oil pump 6 is supplied to the hydraulic control circuit 5.

[0023] The hydraulic control circuit 5 includes a regulator valve 5a that adjusts the pressure of the hydraulic oil supplied from the oil pump 6 to generate a line pressure PL, a primary solenoid valve 5b that adjusts the primary hydraulic pressure Pp supplied to the primary pulley 4a, a secondary solenoid valve 5c that adjusts the secondary hydraulic pressure Ps supplied to the secondary pulley 4b, a lock-up solenoid valve 5d that adjusts the hydraulic pressure supplied to the lock-up clutch 2a, a select solenoid valve 5e that adjusts the hydraulic pressure supplied to the forward clutch 3a and the hydraulic pressure supplied to the reverse brake 3b, and a manual valve 5f that switches the supply path of the hydraulic pressure to the forward clutch 3a and the reverse brake 3b.

[0024] The hydraulic control circuit 5 supplies adjusted hydraulic pressure to each of the torque converter 2, the forward / reverse switching mechanism 3, and the variator 4 based on a control signal from the transmission controller 40.

[0025] The engine controller 30 is composed of a microcomputer equipped with a CPU, RAM, ROM, an input / output interface, etc. The engine controller 30 performs various processes by the CPU reading and executing programs stored in the ROM. The engine controller 30 can also be composed of multiple microcomputers.

[0026] The engine controller 30 controls the rotation speed Ne of the engine 10 (hereinafter referred to as the engine rotation speed Ne) and the engine torque Te based on signals from various sensors that detect the state of each part of the vehicle 100.

[0027] The engine controller 30 receives inputs such as a signal from a water temperature sensor 72 that detects the temperature Tw of the cooling water of the engine 10 (hereinafter referred to as water temperature Tw) as the second detection object, and a signal from an engine rotation speed sensor 73 that detects the engine rotation speed Ne.

[0028] The transmission controller 40 is configured with a microcomputer equipped with a CPU, RAM, ROM, an input / output interface, etc., and is communicably connected to the engine controller 30. The transmission controller 40 performs various processes by having the CPU read and execute programs stored in the ROM. The transmission controller 40 can also be configured with multiple microcomputers. The transmission controller 40 and the engine controller 30 may be integrated into one controller.

[0029] The transmission controller 40 controls the engagement state of the lock-up clutch 2a, the gear ratio of the variator 4, the engagement states of the forward clutch 3a and reverse brake 3b, etc., based on signals from various sensors that detect the state of each part of the vehicle 100.

[0030] The transmission controller 40 receives a signal from an accelerator opening sensor 61 which detects an accelerator opening APO, a signal from a brake fluid pressure sensor 62 which detects a brake fluid pressure BRP corresponding to the amount of brake pedal operation, a signal from an inhibitor switch 64 which detects the position of a shifter 63, a signal from a turbine rotation speed sensor 65 which detects a rotation speed Nt (hereinafter referred to as turbine rotation speed Nt) of an output shaft 2 c of the torque converter 2, and a signal from a primary rotation speed sensor 66 which detects a rotation speed Np (hereinafter referred to as primary rotation speed Np) of an input shaft 4 d (primary pulley 4 a) of the variator 4. The transmission controller 40 receives inputs such as a signal from a secondary rotation speed sensor 67 which detects the rotation speed Ns (hereinafter referred to as the secondary rotation speed Ns) of the output shaft 4e (secondary pulley 4b) of the variator 4, a signal from a primary oil pressure sensor 68 which detects the primary oil pressure Pp supplied to the primary pulley 4a, a signal from a secondary oil pressure sensor 69 which detects the secondary oil pressure Ps supplied to the secondary pulley 4b, a signal from a line pressure sensor 70 which detects the line pressure PL, and a signal from an oil temperature sensor 71 which detects the temperature To of the hydraulic oil in the automatic transmission 20 (hereinafter referred to as the oil temperature To) as a first detection target. In addition, the transmission controller 40 receives inputs such as a signal from a water temperature sensor 72 and a signal from an engine rotation speed sensor 73 from the engine controller 30.

[0031] In the vehicle 100, when the oil temperature To is low, such as immediately after starting the engine 10 in an extremely low temperature environment, the loss torque (load torque) of the automatic transmission 20 increases due to an increase in the drag torque of the lock-up clutch 2a. The increase in the loss torque of the automatic transmission 20 causes an increase in the load on the engine 10. An extremely low temperature environment is, for example, an environment where the outside air temperature is −20 to −30° C. or lower.

[0032] Therefore, when the oil temperature To is low, it is possible to prevent engine stall by increasing the engine torque Te, i.e., increasing the input torque to the automatic transmission 20, when the select range changes from the parked (P) range to the forward (D) range.

[0033] However, if the input torque to the automatic transmission 20 is increased based on the determination that the oil temperature To is low, it is possible that the increase in the input torque will exceed the increase in the loss torque of the automatic transmission 20 if there is an abnormality in the oil temperature sensor 71. In this case, the vehicle 100 may behave in a manner that is not intended by the driver, causing the driver to feel uncomfortable.

[0034] In consideration of these circumstances, the transmission controller 40 of this embodiment performs torque control to control the input torque to the automatic transmission 20 in accordance with the temperature environment, thereby suppressing the occurrence of behavior of the vehicle 100 that is not intended by the driver and reducing the sense of discomfort felt by the driver.

[0035] The transmission controller 40 will now be described in detail.

[0036] Fig. 2 is a functional block diagram of the transmission controller 40. Fig. 2 shows each function of the transmission controller 40 as a virtual unit, and does not imply a physical existence. However, a microcomputer or device corresponding to each function may physically exist.

[0037] As shown in FIG. 2, the transmission controller 40 has an input signal generating unit 40a, an O / P loss torque calculating unit 40b, a T / C loss torque calculating unit 40c, a CVT friction torque calculating unit 40d, an LU drag torque calculating unit 40e, a torque limit selecting unit 40f, a loss torque calculating unit 40g, a loss torque determining unit 40h, and a loss torque transmitting unit 40i.

[0038] The transmission controller 40 receives as input a signal from a turbine rotational speed sensor 65, a signal from a primary rotational speed sensor 66, a signal from a secondary rotational speed sensor 67, a signal from a line pressure sensor 70, a signal from an oil temperature sensor 71, a signal from a water temperature sensor 72, a signal from an engine rotational speed sensor 73, and the like.

[0039] The input signal generating unit 40a generates a signal indicating the turbine rotation speed Nt, a signal indicating the primary rotation speed Np, a signal indicating the secondary rotation speed Ns, a signal indicating the line pressure PL, a signal indicating the oil temperature To, a signal indicating the water temperature Tw, and a signal indicating the engine rotation speed Ne, based on signals from various sensors.

[0040] The O / P loss torque calculation unit 40b calculates the loss torque of the oil pump 6 based on the engine rotation speed Ne, the line pressure PL, and the oil temperature To. Specifically, the O / P loss torque calculation unit 40b determines the loss torque of the oil pump 6 by referring to a map or the like that is set in advance through experiments or the like.

[0041] The T / C loss torque calculation unit 40c calculates the loss torque of the torque converter 2 based on the engine rotation speed Ne, the turbine rotation speed Nt, and the oil temperature To. Specifically, the T / C loss torque calculation unit 40c determines the loss torque of the torque converter 2 by referring to a map or the like that is set in advance through experiments or the like.

[0042] The CVT friction torque calculation unit 40d calculates the friction torque of the variator 4 based on the engine rotation speed Ne, the turbine rotation speed Nt, the primary rotation speed Np, the secondary rotation speed Ns, and the oil temperature To. Specifically, the CVT friction torque calculation unit 40d determines the friction torque of the variator 4 by referring to a map or the like that is set in advance through experiments or the like.

[0043] The LU drag torque calculation unit 40e calculates the drag torque of the lock-up clutch 2a based on the engine rotation speed Ne, the turbine rotation speed Nt, and the oil temperature To. Specifically, the LU drag torque calculation unit 40e determines the drag torque of the lock-up clutch 2a by referring to a map or the like that is set in advance through experiments or the like.

[0044] The torque limit selection unit 40f selects either a first limit value or a second limit value, which is a value greater than the first limit value, as an upper limit value of the loss torque of the automatic transmission 20 based on the oil temperature To and the water temperature Tw. Specifically, the torque limit selection unit 40f selects the second limit value when the oil temperature To is equal to or lower than a first predetermined temperature Ts1 and the water temperature Tw is equal to or lower than a second predetermined temperature Ts2, and selects the first limit value in other cases. The first predetermined temperature Ts1 is, for example, −20° C., at which the loss torque of the automatic transmission 20 becomes large, and the second predetermined temperature Ts2 is, for example, −30° C. The first limit value and the second limit value will be described later.

[0045] The loss torque calculation unit 40g calculates the loss torque of the automatic transmission 20 by adding together the loss torque of the oil pump 6 calculated by the O / P loss torque calculation unit 40b, the loss torque of the torque converter 2 calculated by the T / C loss torque calculation unit 40c, the friction torque of the variator 4 calculated by the CVT friction torque calculation unit 40d, and the drag torque of the lock-up clutch 2a calculated by the LU drag torque calculation unit 40e.

[0046] The loss torque determination unit 40h determines the lower of the upper limit value of the loss torque selected by the torque limit selection unit 40f or the value of the loss torque of the automatic transmission 20 calculated by the loss torque calculation unit 40g as the final loss torque of the automatic transmission 20 (hereinafter referred to as the loss torque determination value).

[0047] The loss torque transmitting unit 40 i transmits the loss torque determination value to the engine controller 30 .

[0048] The engine controller 30 controls the engine torque Te based on the loss torque determination value received from the loss torque transmitting unit 40i. This makes it possible to increase the input torque from the engine 10 to the automatic transmission 20 against the increase in loss torque of the automatic transmission 20 due to low temperature, thereby preventing engine stall.

[0049] Next, the first limit value and the second limit value will be described.

[0050] As described above, the torque limit selection unit 40f selects either the first limit value or the second limit value as the upper limit value of the loss torque of the automatic transmission 20 based on the oil temperature To and the water temperature Tw.

[0051] The first limit value is a value that can prevent engine stall and suppress the occurrence of a behavior of the vehicle 100 that is not intended by the driver by controlling the engine torque Te based on a loss torque determination value determined with the first limit value as an upper limit value when the actual temperature RTo of the hydraulic oil of the automatic transmission 20 (hereinafter referred to as actual oil temperature RTo) is higher than a first predetermined temperature Ts1. Specifically, the first limit value is set in advance based on the specifications of the vehicle 100 and experimental results. The first limit value is, for example, 40 [Nm].

[0052] The second limit value is a value that can prevent engine stall and suppress the occurrence of a behavior of the vehicle 100 that is not intended by the driver by controlling the engine torque Te based on a loss torque determination value determined with the second limit value as an upper limit value when the actual oil temperature RTo is equal to or lower than the first predetermined temperature Ts1. Specifically, the second limit value is set in advance based on the specifications of the vehicle 100 and experimental results. The second limit value is, for example, 60 [Nm]. The reason why the second limit value is larger than the first limit value is that the loss torque of the automatic transmission 20 increases as the oil temperature To decreases.

[0053] As described above, the torque limit selection unit 40f selects the second limit value when the oil temperature To is equal to or lower than the first predetermined temperature Ts1 and the water temperature Tw is equal to or lower than the second predetermined temperature Ts2, and selects the first limit value otherwise. This is because, even if the oil temperature To detected by the oil temperature sensor 71 is equal to or lower than the first predetermined temperature Ts1, if the water temperature Tw detected by the water temperature sensor 72 is higher than the second predetermined temperature Ts2, there is a possibility that an abnormality has occurred in the oil temperature sensor 71.

[0054] To explain in more detail, if the loss torque determination value is calculated using the second limit value when the actual oil temperature RTo is higher than the first predetermined temperature Ts1, a value exceeding the actual loss torque of the automatic transmission 20 may be transmitted to the engine controller 30 as the loss torque determination value. In this case, the engine torque Te becomes excessive, and the increase in the input torque from the engine 10 to the automatic transmission 20 exceeds the increase in the actual loss torque of the automatic transmission 20, which may cause the vehicle 100 to behave in an unintended manner, causing the driver to feel uncomfortable.

[0055] Therefore, in the torque limit selection unit 40f, even if the oil temperature To is equal to or lower than the first predetermined temperature Ts1, if the water temperature Tw is higher than the second predetermined temperature Ts2, the first limit value is selected. In other words, in this embodiment, torque control is performed using the water temperature Tw, which is a parameter that varies depending on the temperature environment like the oil temperature To, thereby realizing a fail-safe in the event of an abnormality in the oil temperature sensor 71.

[0056] In this embodiment, the first detection target is the hydraulic oil of the automatic transmission 20, but the first detection target may be, for example, the case of the automatic transmission 20. In addition, the second detection target is the cooling water of the engine 10, but the second detection target may be, for example, the outside air of the vehicle 100. When the first detection target and the second detection target are the hydraulic oil of the automatic transmission 20 and the cooling water of the engine 10, the input torque to the automatic transmission 20 according to the temperature environment can be controlled with higher accuracy.

[0057] In the following, a more specific description will be given by taking as an example a case where the first limit value is 40 [Nm], the second limit value is 60 [Nm], and the value of the loss torque calculated by the loss torque calculation unit 40g is 50 [Nm].

[0058] When the oil temperature To is equal to or lower than the first predetermined temperature Ts1 and the water temperature Tw is equal to or lower than the second predetermined temperature Ts2, the torque limit selection unit 40f selects the second limit value (60 [Nm]). Since the loss torque value (50 [Nm]) calculated by the loss torque calculation unit 40g is lower than the second limit value (60 [Nm]), the loss torque determination unit 40h determines the loss torque determination value to be 50 [Nm].

[0059] The engine controller 30 controls the engine torque Te based on the loss torque determination value (50 [Nm]) received from the loss torque transmitting unit 40i. This makes it possible to increase the input torque from the engine 10 to the automatic transmission 20 against an increase in the loss torque of the automatic transmission 20, thereby preventing engine stall.

[0060] Even if the oil temperature To is equal to or lower than the first predetermined temperature Ts1, when the water temperature Tw is higher than the second predetermined temperature Ts2, the torque limit selection unit 40f selects the first limit value (40 [Nm]). Since the first limit value (40 [Nm]) is lower than the loss torque value (50 [Nm]) calculated by the loss torque calculation unit 40g, the loss torque determination unit 40h determines the loss torque determination value to be 40 [Nm].

[0061] The engine controller 30 controls the engine torque Te based on the loss torque determination value (40 [Nm]) received from the loss torque transmitting unit 40i. As a result, the input torque from the engine 10 to the automatic transmission 20 becomes smaller than when the oil temperature To is equal to or lower than the first predetermined temperature Ts1 and the water temperature Tw is equal to or lower than the second predetermined temperature Ts2. That is, the increase in the input torque based on the oil temperature To is suppressed based on the water temperature Tw. This makes it possible to prevent the input torque from the engine 10 to the automatic transmission 20 from becoming excessive even if there is an abnormality in the oil temperature sensor 71. Therefore, it is possible to suppress the occurrence of a behavior of the vehicle 100 that is not intended by the driver, and to reduce the sense of discomfort felt by the driver.

[0062] Next, the torque control process executed by the transmission controller 40 will be described with reference to Fig. 3. Fig. 3 is a flowchart showing the torque control process executed by the transmission controller 40. The transmission controller 40 executes the torque control when the select range changes from the park (P) range to the forward (D) range while the vehicle 100 is stopped.

[0063] In step S11, the transmission controller 40 determines whether the oil temperature To is higher than a first predetermined temperature Ts1.

[0064] If the transmission controller 40 determines that the oil temperature To is higher than the first predetermined temperature Ts1, the process proceeds to step S12. If the transmission controller 40 determines that the oil temperature To is equal to or lower than the first predetermined temperature Ts1, the process proceeds to step S13.

[0065] In step S12, the transmission controller 40 selects a first limit value as the upper limit value of the loss torque of the automatic transmission 20.

[0066] In step S13, the transmission controller 40 determines whether the water temperature Tw is higher than a second predetermined temperature Ts2.

[0067] If the transmission controller 40 determines that the water temperature Tw is higher than the second predetermined temperature Ts2, the process proceeds to step S12. If the transmission controller 40 determines that the water temperature Tw is equal to or lower than the second predetermined temperature Ts2, the process proceeds to step S14.

[0068] In step S14, the transmission controller 40 selects the second limit value as the upper limit value of the loss torque of the automatic transmission 20.

[0069] In step S15, the transmission controller 40 determines the lower of the selected upper limit value of the loss torque and the calculated loss torque value of the automatic transmission 20 as a loss torque determination value.

[0070] In step S16, the transmission controller 40 transmits the loss torque determination value to the engine controller 30.

[0071] The main functions and effects of the transmission controller 40 and the vehicle 100 configured as above will now be described.

[0072] (1)(4) The transmission controller 40, which controls the input torque from the engine 10 to the automatic transmission 20 based on the temperature of the first detection object (oil temperature To) and the temperature of the second detection object (water temperature Tw), executes torque control such that, when the temperature of the first detection object is equal to or lower than a first predetermined temperature Ts1 and the temperature of the second detection object is equal to or lower than a second predetermined temperature Ts2, the input torque is made larger than when the temperature of the first detection object is higher than the first predetermined temperature Ts1, and when the temperature of the first detection object is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection object is higher than the second predetermined temperature Ts2, the input torque is made smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection object is equal to or lower than the second predetermined temperature Ts2.

[0073] (5)(6) The vehicle 100 controls the input torque from the engine 10 to the automatic transmission 20 based on the temperature of the first detection object (oil temperature To) and the temperature of the second detection object (water temperature Tw), and when the temperature of the first detection object is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection object is equal to or lower than the second predetermined temperature Ts2, the input torque is increased compared to when the temperature of the first detection object is higher than the first predetermined temperature Ts1, and when the temperature of the first detection object is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection object is higher than the second predetermined temperature Ts2, the input torque is decreased compared to when the temperature of the first detection object is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection object is equal to or lower than the second predetermined temperature Ts2.

[0074] According to these, when the temperature of the first detection target is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection target is equal to or lower than the second predetermined temperature Ts2, the input torque from the engine 10 to the automatic transmission 20 is increased more than when the temperature of the first detection target is higher than the first predetermined temperature Ts1. Therefore, the input torque can be increased against the increase in the loss torque of the automatic transmission 20, and engine stall can be prevented. Also, when the temperature of the first detection target is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection target is higher than the second predetermined temperature Ts2, the input torque is reduced more than when the temperature of the first detection target is equal to or lower than the first predetermined temperature Ts1 and the temperature of the second detection target is equal to or lower than the second predetermined temperature Ts2. That is, the increase in the input torque based on the temperature of the first detection target is suppressed based on the temperature of the second detection target. Therefore, since the input torque can be prevented from becoming excessive, the occurrence of a behavior of the vehicle 100 that is not intended by the driver can be suppressed, and the discomfort felt by the driver can be reduced.

[0075] (2) The first detection object is the hydraulic oil of the automatic transmission 20, and the second detection object is the cooling water of the engine 10.

[0076] This allows the input torque to the automatic transmission 20 to be controlled with higher accuracy in accordance with the temperature environment.

[0077] (3) When the select range of the automatic transmission 20 changes from the park (P) range to the forward (D) range while the vehicle 100 is stopped, the transmission controller 40 executes torque control.

[0078] This makes it possible to prevent engine stall when the select range changes from the stop (P) range to the forward (D) range, and also to suppress the occurrence of behavior of the vehicle 100 that is not intended by the driver, thereby reducing the sense of discomfort felt by the driver.

[0079] Although the embodiments of the present invention have been described above, the above-mentioned embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above-mentioned embodiments.

[0080] For example, in the above embodiment, the transmission mechanism is the variator 4. However, the transmission mechanism may be another type of continuously variable transmission mechanism or a stepped transmission mechanism.

[0081] In the above embodiment, the transmission controller 40 executes torque control when the select range changes from the parked (P) range to the forward (D) range while the vehicle 100 is stopped. However, the torque control may be executed constantly by constantly calculating the loss torque and transmitting the loss torque determination value to the engine controller 30, or by constantly selecting either the first limit value or the second limit value, which is greater than the first limit value, as the upper limit value of the loss torque of the automatic transmission 20 based on the oil temperature To and the water temperature Tw. [Explanation of symbols]

[0082] 100 vehicles 10 Engine 20 Automatic transmission 40 Transmission controller (control device)

Claims

1. A control device for an automatic transmission that controls an input torque from an engine based on a temperature of a first detection object and a temperature of a second detection object, the first detection target is hydraulic oil of the automatic transmission, the second detection target is a cooling water of the engine, When the temperature of the first detection object is equal to or lower than a first predetermined temperature and the temperature of the second detection object is equal to or lower than a second predetermined temperature, a torque control is executed to make the input torque larger than when the temperature of the first detection object is higher than the first predetermined temperature, and when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, a torque control is executed to make the input torque smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature. An automatic transmission control device.

2. 2. The control device for an automatic transmission according to claim 1, When the select range of the automatic transmission is changed from the stop range to the forward range while the vehicle is stopped, the torque control is executed. An automatic transmission control device.

3. A control method for an automatic transmission, which controls an input torque from an engine based on a temperature of a first detection object and a temperature of a second detection object, comprising: the first detection target is hydraulic oil of the automatic transmission, the second detection target is a cooling water of the engine, When the temperature of the first detection object is equal to or lower than a first predetermined temperature and the temperature of the second detection object is equal to or lower than a second predetermined temperature, the input torque is made larger than when the temperature of the first detection object is higher than the first predetermined temperature, and when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, the input torque is made smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature. A method for controlling an automatic transmission.

4. A vehicle that controls an input torque from an engine to an automatic transmission based on a temperature of a first detection object and a temperature of a second detection object, the first detection target is hydraulic oil of the automatic transmission, the second detection target is a cooling water of the engine, When the temperature of the first detection object is equal to or lower than a first predetermined temperature and the temperature of the second detection object is equal to or lower than a second predetermined temperature, the input torque is made larger than when the temperature of the first detection object is higher than the first predetermined temperature, and when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, the input torque is made smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature. vehicle.

5. A vehicle control method for controlling an input torque from an engine to an automatic transmission based on a temperature of a first detection object and a temperature of a second detection object, comprising: the first detection target is hydraulic oil of the automatic transmission, the second detection target is a cooling water of the engine, When the temperature of the first detection object is equal to or lower than a first predetermined temperature and the temperature of the second detection object is equal to or lower than a second predetermined temperature, the input torque is made larger than when the temperature of the first detection object is higher than the first predetermined temperature, and when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is higher than the second predetermined temperature, the input torque is made smaller than when the temperature of the first detection object is equal to or lower than the first predetermined temperature and the temperature of the second detection object is equal to or lower than the second predetermined temperature. How to control a vehicle.

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