Control device for automatic transmission of vehicle

Abstract

To provide a controller of a vehicle automatic transmission that does not erroneously determine that an engine is in a driving state even when the engine is in a driven state during idling up.SOLUTION: When idling up determination means (S12) determines that an engine 30 is under idling up, a determination threshold for determining a driven state is changed by determination threshold change means (S15), thereby enhancing determination accuracy with which driven state determination means determines the driven state based on input torque from the engine 30 during idling up, and avoiding erroneous determination that the engine is in a driving state even when it is in the driven state during idling up.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a control device for a vehicle automatic transmission, and more particularly to a gear shift control technology that enables appropriate determination of the driving / non-driving state of the vehicle when the engine is idling up, thereby enabling appropriate execution of gear shift control. [Background technology]

[0002] In an automatic transmission for a vehicle having a plurality of engagement elements, Release of the release side engagement element A known gear shift control is to switch gears by engaging an engaging-side engaging element. In such gear shift control, for example, Release of the release side engagement element While starting the automatic transmission, rapid filling is performed to rapidly fill the engaging side engaging element with hydraulic oil until the engaging side engaging element reaches a standby hydraulic pressure state just before the engaging side engaging element generates an engaging force, and the standby hydraulic pressure increased by this rapid filling is maintained (filling phase).After that, the hydraulic pressure in the engaging side engaging element is increased at a predetermined speed to transition to the torque phase, which is a period in which the torque distribution of each engaging element changes, and then the hydraulic pressure in the engaging side engaging element is feedback controlled so that the input shaft rotation speed follows a target rotation which changes at a predetermined speed, to transition to the inertia phase, which is a period in which the rotation speed ratio (gear ratio) between the input shaft and output shaft of the automatic transmission changes.

[0003] In the inertia phase, an inertia torque occurs due to a change in the inertial force of the rotating system, and a shift shock may occur due to a change in the output shaft caused by this inertia torque.It is known that the shift shock that occurs in the inertia phase depends on the rate of change of the input shaft rotation speed, so by performing feedback control, the input shaft rotation speed is controlled so that the shift shock does not occur.

[0004] The start of the inertia phase is determined when the shift progress evaluation value F obtained by equation (1) is positive, for example, in order to take into account the acceleration of the vehicle. For example, in the case of an upshift, in equation (1), Nt is the input shaft (turbine) rotation speed of the automatic transmission, No is the output shaft rotation speed of the automatic transmission, and Rg is the gear ratio before the automatic transmission shifts. In practice, taking into account fluctuations and noise in the rotation signal, the inertia phase is determined to be F≧Δn (Δn is an inertia phase greater than 0). Decision Threshold ) is used.

[0005] No×Rg-Nt=F (1)

[0006] However, for example, during a power-off upshift by releasing the accelerator pedal or during manual gear shifting with the accelerator fully closed, the input shaft rotation speed Nt decreases, the above formula (1) is established, and an erroneous determination of the inertia phase start point may occur. Such an erroneous determination of the inertia phase start point may result in, for example, feedback control of the inertia phase not being initiated even though the filling phase is still in progress, resulting in insufficient hydraulic pressure in the on-coming engagement element and an inability to appropriately adjust the movement of the input shaft rotation speed Nt, resulting in a delayed gear shift. Conversely, excessive hydraulic pressure in the on-coming engagement element may result in gear shift shock due to overshooting of the actual hydraulic pressure.

[0007] On the other hand, even if a drop in the input shaft rotation speed of the automatic transmission occurs during gear shift control, the inertia phase control is performed when the engine is determined to be in a non-driving state so that the inertia phase control can be started in a state where the engagement element generates a sufficient engagement force due to hydraulic control of the filling phase. Predetermined judgment period For example, Patent Document 1 discloses a control device for an automatic transmission for a vehicle. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] Japanese Patent Application Laid-Open No. 2008-115975 Summary of the Invention [Problem to be solved by the invention]

[0009] Incidentally, in a control device for a vehicle automatic transmission such as that described in Patent Document 1, the engine's driving / non-driving state is determined based on engine control parameters (engine torque, throttle valve opening, etc.) during gear shift control. Therefore, even if the internal state of the automatic transmission is in a non-driving state during engine idle up, the system may erroneously determine that the engine is in a driving state based on the engine control parameters, causing gear shift control to operate and resulting in gear shift shock. During idle up, an estimated input torque that includes the amount of idle up is used, but because the estimated input torque is not as high as the added value due to the effects of friction loss, etc., a discrepancy occurs between the estimated value and the actual value, leading to a false determination that the engine is in a driving state even when it is in a non-driving (non-driven) state.

[0010] The present invention was made against the background of the above circumstances, and its purpose is to provide a control device for an automatic transmission for a vehicle that does not mistakenly determine that the engine is in a driven state even when it is in a driven state during idle up. [Means for solving the problem]

[0011] The gist of the present invention is (a) an automatic transmission for a vehicle that selectively engages a plurality of engaging elements to change gears and transmits the driving force of an engine to driving wheels at the changed gears; to the automatic transmission for the vehicle a driven state determination means for determining that the engine is in a driven state based on the input torque and a driven state determination threshold value, and when the driven state determination means determines that the engine is in a driven state, For vehicles A control device for a vehicle automatic transmission that changes the shift control content of the automatic transmission, (b) an idle-up determination means that determines whether the engine is in an idle-up state. and the above When the idle-up determining means determines that the engine is in the idle-up state, the driven state determining threshold is set to On the high side a determination threshold value changing means for changing the determination threshold value; Prepare The reason is that. [Effects of the Invention]

[0012] According to the control device for a vehicle automatic transmission of the present invention, when the idle-up state determining means determines that the engine is in the idle-up state, the determination threshold value changing means changes the driven state determination threshold value to: On the high side As a result, during the idle up period, the engine From automatic transmissions to vehicles Since the accuracy of determining the driven state based on the input torque is improved, the engine is not erroneously determined to be in a driving state even if it is in a driven state during idle up.

[0013] Preferably, the determination threshold value change means changes the driven state determination threshold value to a value higher than the value of the engine driving state, and the driven state determination means The input torque is the driven state determination threshold value As a result, the driven state determination threshold is changed to a higher value so as to expand the driven state determination range, and the engine is determined to be in the driven state even if the engine torque is increased during the idle-up period.

[0014] Preferably, an inertia phase start point determination means determines a start point of an inertia phase when the gear stage is changed, and when the driven state determination means determines that the engine is in a driven state, , the above Inhibit the inertia phase start point determining means from determining the inertia phase until a predetermined waiting period has elapsed. Means and As a result, the prohibition means can prevent the inertia phase from being determined by the inertia phase start point determination means. a prescribed waiting period The control that is prohibited until the time has elapsed is reliably executed in the driven state even during the idle up. [Brief explanation of the drawings]

[0015] [Figure 1] 1 is a schematic diagram illustrating an example of the configuration of an automatic transmission for a vehicle according to an embodiment of the present invention; [Figure 2] 2 is a diagram illustrating the relationship between gear stages of the automatic transmission for a vehicle in FIG. 1 and the combinations of engagement elements that achieve those gear stages. FIG. [Figure 3] 1 is a block diagram illustrating a control configuration including an automatic transmission for a vehicle according to an embodiment of the present invention and an electronic control device for controlling the automatic transmission; [Figure 4] 3 is a diagram showing an example of control for increasing the engagement oil pressure of an engagement-side engagement element during gear shifting in the automatic transmission for a vehicle shown in FIG. 1. FIG. [Figure 5] 2 is a flowchart illustrating a main part of the control operation of the electronic control device of FIG. 1, and is a diagram illustrating a control routine for changing the driven determination threshold during idle up. FIG. [Figure 6] 2 is a flowchart illustrating a shift control operation routine of the electronic control device of FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0016] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. [Example]

[0017] FIG. 1 is a schematic diagram illustrating the configuration of an automatic transmission 12 as a stepped transmission provided in a vehicle 10 to which the present invention is applied. Figure 2 shows Friction when establishing multiple gear stages GS (gear stages GS) of the automatic transmission 12 Engagement element The automatic transmission 12 is configured in a transaxle case 14 (hereinafter referred to as case 14) as a non-rotating member attached to the vehicle body, and includes a first transmission section 18 mainly composed of a single-pinion first planetary gear set 16, and a second transmission section 24 mainly composed of a double-pinion second planetary gear set 20 and a single-pinion third planetary gear set 22, which are configured as a Ravigneaux type. Axial center (center line) CSThe input shaft 26 is provided on the engine 30, and the rotation of the input shaft 26 is changed in speed and output from the output gear 28. The input shaft 26 is integrally formed with a turbine shaft of a torque converter 32 with a lock-up clutch 33, which serves as a fluid power transmission device and is rotationally driven by an engine 30, which is a driving force source for traveling. The output gear 28 corresponds to the output rotating member of the automatic transmission 12. In this embodiment, the output gear 28 functions as a counter drive gear that constitutes a counter gear pair by meshing with a differential drive pinion that constitutes a final gear pair by meshing with a differential ring gear 35, and a counter driven gear disposed coaxially therewith, to transmit power to a differential gear device 34 shown in FIG. 3. The output of the engine 30 is transmitted to left and right drive wheels 38 sequentially via the vehicle power transmission device 11, which includes the torque converter 32, the automatic transmission 12, the differential gear device 34, and a pair of axles 36 (see FIG. 3). Note that in the schematic diagram of FIG. 1, the automatic transmission 12 and the torque converter 32 are not shown. Axial center CS The lower half is omitted.

[0018] 2, for example, a first gear (1ST) is established by engaging the clutch C1 with the brake B2, a second gear (2ND) is established by engaging the clutch C1 with the brake B1 or the one-way clutch F1, a third gear (3RD) is established by engaging the clutch C1 with the brake B3, a fourth gear (4TH) is established by engaging the clutch C1 with the clutch C2, a fifth gear (5TH) is established by engaging the clutch C2 with the brake B3, and a sixth gear (6TH) is established by engaging the clutch C2 with the brake B1. Also, a reverse gear (R) is established by engaging the brake B2 with the brake B3, and a neutral state is achieved by disengaging the clutches C1, C2, and the brakes B1 to B3.

[0019] The clutches C1, C2 and brakes B1 to B3 (hereinafter simply referred to as clutch C and brake B when no distinction is made) are hydraulic friction engagement elements whose engagement is controlled by a hydraulic actuator, such as a multi-plate clutch or brake, and which transmit the power of the engine 30 to the drive wheels 38 when engaged. The engagement and release states of each clutch C and brake B are switched by energizing / de-energizing and controlling the current of linear solenoid valves SL1 to SL5 (see FIG. 3) within the hydraulic control circuit 110, and the transient engagement hydraulic pressure during engagement and release is also controlled.

[0020] The operation table in Figure 2 summarizes the relationship between the gear stages GS and the operating states of the clutches C1 and C2 and the brakes B1 to B3, where "◯" indicates engagement and "◎" indicates engagement only during engine braking. For example, when shifting from first gear to second gear, the engaging side engaging element, brake B1, is engaged by control, and when shifting from second gear to third gear, release side Brake B1, which is the engagement element to release The engagement side engagement element is controlled to increase the hydraulic pressure, for example, as shown in FIG.

[0021] 3 is a block diagram illustrating the main parts of an electrical control system provided in the vehicle 10 for controlling the engine 30, the automatic transmission 12, etc. In FIG. 3, the vehicle 10 includes an electronic control device including a vehicle hydraulic control device that controls the hydraulic pressure of a clutch (e.g., clutch C1 or lock-up clutch 33) that transmits the power of the engine 30 to the rear stage (drive wheels 38) in accordance with the output torque of the engine 30. (Control device)The electronic control device 50 is equipped with an electronic control unit (ECU) 50. The ECU 50 is configured to include a so-called microcomputer equipped with, for example, a CPU, RAM, ROM, an input / output interface, etc., and the CPU executes various controls of the vehicle 10 by performing signal processing according to programs previously stored in the ROM while utilizing the temporary storage function of the RAM. For example, the ECU 50 functions as an engine speed control device, an output control device for the engine 30, a shift control device for the automatic transmission 12 based on a shift pattern, a torque capacity control device for the lock-up clutch 33, an idle-up control device that increases the idle speed of the engine by a predetermined value above the idle speed at room temperature when the engine 30 is cold and the coolant temperature THW of the engine 30 is lower than a predetermined value or when the air conditioner is operating, etc.

[0022] The electronic control device 50 receives, for example, a signal representing a hydraulic oil temperature THOIL, which is the temperature of hydraulic oil (for example, a known ATF) in the hydraulic control circuit 110, detected by a hydraulic oil temperature sensor 52; a signal representing an accelerator opening Acc, which is the amount of operation of an accelerator pedal 56 as a request from the driver to the vehicle 10 (driver request amount), detected by an accelerator opening sensor 54; a signal representing an engine speed NE, which is the rotation speed of the engine 30, detected by an engine speed sensor 58; a signal representing a coolant temperature THW of the engine 30, detected by a coolant temperature sensor 60; a signal representing an intake air amount Q of the engine 30, detected by an intake air amount sensor 62; a signal representing a throttle valve opening θTH, which is the opening of the electronic throttle valve, detected by a throttle valve opening sensor 64; a signal representing an output rotation speed NOUT, which is the rotation speed of the output gear 28 corresponding to the vehicle speed V detected by a vehicle speed sensor 66; a signal representing an operation (brake on) BON of a foot brake pedal 70, which is a service brake, detected by a brake switch 68, indicating that the foot brake is in operation (being depressed); a signal representing a lever position (operation position, shift position) PSH of a shift lever 74, detected by a lever position sensor 72; Turbine rotation speed Nt (i.e., a signal representing the input shaft rotation speed NIN, which is the rotation speed of the input shaft 26), etc. are supplied.

[0023] The electronic control unit 50 also outputs, for example, an engine output control command signal S for controlling the output of the engine 30. E As the signals, a drive signal to a throttle valve actuator for controlling the opening and closing of an electronic throttle valve in accordance with the accelerator opening Acc, an injection signal for controlling the amount of fuel injected from a fuel injection device, an ignition timing signal for controlling the ignition timing of the engine 30 by an igniter, etc. are output. In addition, for example, a hydraulic control command signal S for shift control of the automatic transmission 12 is output. P As the hydraulic control circuit 110, a valve command signal (hydraulic pressure command signal, hydraulic pressure command value, drive signal) for controlling the excitation and de-excitation of the linear solenoid valves SL1 to SL5 in order to switch the gear stage GS of the automatic transmission 12, and a first line hydraulic pressure P L1 In addition, a hydraulic pressure command signal is output to the linear solenoid valve SLT for adjusting and controlling the pressure of the lock-up clutch 33. S (=N E -Nt) to control the lockup control command signal S LC As a result, hydraulic command signals for driving the solenoid valve SL and the linear solenoid valve SLU provided in the hydraulic control circuit 110 are output to the hydraulic control circuit 110.

[0024] Here, taking an engine control device for engine control as an example, the electronic control device 50 sets a target driving force related value (target driving force related value) to be generated by the vehicle 10 based on, for example, the accelerator opening Acc, and sets a driver model target driving force related value by reconciling the target driving force related value based on the accelerator opening Acc with the target driving force related value output from a control device for driving assistance system control, and then uses a powertrain manager to reconcile the driver model target driving force related value with the target driving force related value output from a control device for vehicle attitude stability control to set a final target driving force related value, and controls the output of the engine 30 to realize the target driving force related value.

[0025] The shift lever 74 is disposed, for example, near the driver's seat, and as shown in FIG. 3, can be manually operated to one of five lever positions "P," "R," "N," "D," or "S."

[0026] Figure 5 shows Electronic control unit 50 1 is a flowchart illustrating a control routine for changing the driven determination threshold during an idle-up period, which functions as a speed change control device; Figure 6 shows 4 is a flowchart illustrating a shift control routine, which is repeatedly executed in a predetermined control cycle.

[0027] In Fig. 5, in step S11 (hereinafter, "step" will be omitted), the idle up control state is read. The idle up control is a control for raising the idle speed NEidl of the engine 30 by a predetermined value, for example, about 1000 rpm, from the idle speed at room temperature, for example, 700 rpm, for warming up or driving the compressor of the air conditioner when the engine 30 is cold and the coolant temperature THW of the engine 30 is lower than a predetermined value, or when the air conditioner is operating. The idle up control state is a state in which the idle speed of the engine 30 is higher by a predetermined value than the idle speed at room temperature due to the idle up control. It is in a state .

[0028] In step S12, which functions as an idle-up determining means, whether the rotation speed of the engine 30 is in the idle-up state is determined based on, for example, an idle rotation command value for engine rotation speed control or the actual idle rotation speed N of the engine 30. Eidl The idle-up determination threshold is determined based on whether the engine coolant temperature TH W The lower the value, the higher the setting value may be.

[0029] If the determination in S12 is negative, in S13, which functions as a determination threshold value changing means, a driven state determination threshold value A1 is set as a driven state determination threshold value for determining whether the engine 30 is in a driven state or a non-driven state based on the torque input from the engine 30 to the input shaft 26. Then, in S14, which functions as a driven state determining means, Whether there is A driven state determination threshold A1 is used as a threshold for determining whether the magnitude of the torque input from the engine 30 to the input shaft 26 is in a driving state that exceeds the driven state determination threshold A1, or in a driven state that is equal to or less than the driven state determination threshold A1.

[0030] If the determination in S12 is affirmative, in S15, which functions as a determination threshold value changing means, a driven state determination threshold value for determining whether the engine 30 is in a driving state or a driven state based on the torque input from the engine 30 to the input shaft 26 is set to Driven state determination threshold A2 is set. Driven state determination threshold A2 is set to a value higher than the driven state determination threshold A1 so as to widen the driven state determination range. Whether there is As a threshold for determining Driven state determination threshold A2 is used, and the magnitude of the torque input from the engine 30 to the input shaft 26 is Driven state determination threshold A2 or Driven state determination threshold A2 It is determined whether the vehicle is in the driven state, which is as follows:

[0031] Here, the engine 30 being in a non-driven (non-driven) state refers to a state in which the engine 30 generates negative torque, i.e., a deceleration (power-off) state in which engine braking is active. Conversely, the engine 30 being in a driving state refers to a state in which the engine 30 generates positive torque, i.e., an acceleration (power-on) state in which the driving torque of the engine 30 is transmitted to the driving wheels 38, generating an accelerating force on the vehicle 10.

[0032] 6, in S1, it is determined whether or not the automatic transmission 12 is undergoing shift control based on whether or not the automatic transmission 12 is in the period from when a shift command is issued until the shift is completed. If the determination in S1 is negative, the shift control routine is terminated, but if the determination is positive, it is determined in S2 whether or not the current period is the first calculation period after the start of shift control, i.e., the first control cycle.

[0033] If the determination in S2 is affirmative, the count of the timer T is reset to "0" in S3, but if the determination is negative, the timer T is counted up in S4.

[0034] Next, in S5, which functions as a drive state determination means for the engine 30, it is determined whether the engine 30 is in a drive state. FIG. 5 shows the control routine for changing the driven determination threshold value. That is, when the engine 30 is not in an idle-up state, it is determined whether the engine 30 is in a driven state based on whether the torque input from the engine 30 to the input shaft 26 is equal to or less than the driven state determination threshold A1. When the engine 30 is in an idle-up state, it is determined whether the torque input from the engine 30 to the input shaft 26 is equal to or less than the driven state determination threshold A1. Driven state determination threshold A2 Whether the engine 30 is in a driven state during idle up is determined based on whether or not the following holds: The torque input from the engine 30 to the input shaft 26 is calculated (estimated) based on the actual engine speed and throttle valve opening from the pre-stored relationship between the engine speed, throttle valve opening, and engine output torque.

[0035] If the determination in S5 is negative, S6 is skipped, and in S7, the inertia phase determination permission flag is set to ON. In addition, in S9, which functions as inertia phase start point determination means for determining the start point of the inertia phase when the gear is changed, the start point of the inertia phase is determined, for example, based on whether the difference between the input shaft rotation speed (No×Rg) before the shift and the actual input shaft rotation speed Nt is equal to or greater than an inertia phase determination threshold Δn (>0). During the inertia phase thereafter, feedback control of the input shaft rotation speed is performed so that the rate of change of the input shaft rotation speed becomes a constant target value. During the inertia phase, inertia torque occurs due to a change in the inertia force of the rotating system, and shift shock may occur due to a change in the output shaft caused by this inertia torque. Since it is known that the shift shock occurring during the inertia phase depends on the rate of change of the input shaft rotation speed, feedback control is performed to control the input shaft rotation speed so that the rate of change of the input shaft rotation speed remains constant and no shift shock occurs.

[0036] If the determination in S5 is negative, then in S6 it is determined whether the count of the timer T is equal to or greater than a value corresponding to a predetermined time. Initially, the determination in S6 is negative, so in S8 the inertia phase determination permission flag is turned off, and S9 and subsequent steps are repeatedly executed.

[0037] Since the determination in S6 is negative, the inertia phase determination permission flag is turned on in S7, and the start of the inertia phase is determined in S9, which functions as an inertia phase start point determination means for determining the start of the inertia phase when the gear is changed, and feedback control of the input shaft rotation speed is performed in the subsequent inertia phase so that the rate of change of the input shaft rotation speed becomes a constant target value. The above S6 and S8 function as prohibiting means for prohibiting the determination of the inertia phase by S7, which functions as inertia phase start point determination means, until a predetermined standby period has elapsed, when S5, which functions as driven state determination means, determines that the engine 30 is in a driven state.

[0038] As described above, in this embodiment Vehicle automatic transmission ( automatic transmission 12) The electronic control device (electronic control device 50) includes a driven state determination means (S5) that determines whether the engine 30 is in the driven state based on the input torque from the engine 30 and a driven state determination threshold value, an idle-up determination means (S12) that determines whether the engine 30 is in the idle-up state, and a determination threshold value change means (S15) that changes the driven state determination threshold value when it is determined that the engine 30 is in the idle-up state. Prepare As a result, when the idle-up state determination means (S12) determines that the engine 30 is in the idle-up state, the determination threshold value change means (S15) changes the driven state determination threshold value, so that during the idle-up state, the accuracy with which the driven state determination means determines the driven state based on the input torque from the engine 30 is improved, and it is possible to avoid erroneously determining that the engine is in the driven state during the idle-up state even if it is in the driven state.

[0039] Furthermore, according to the control device (electronic control device 50) of the automatic transmission 12 of this embodiment, the determination threshold change means (S15) changes the driven state determination threshold to a value higher than the value of the driving state of the engine 30, and the driven state determination means (S5) determines that the engine 30 is in the driven state when the input torque from the engine 30 falls below the driven state determination threshold. As a result, the driven state determination threshold is increased so that the driven state determination range is expanded, and the driven state of the engine 30 is determined even if the engine torque is increased during idle up.

[0040] Preferably, the control device (electronic control device 50) of the automatic transmission 12 of this embodiment includes an inertia phase start point determination means (S7) that determines the start point of the inertia phase when the gear position is changed, and prohibition means (S6, S8) that prohibits the inertia phase determination by the inertia phase start point determination means (S7) until a predetermined waiting period has elapsed when the driven state determination means (S5) determines that the engine 30 is in a driven state. a prescribed waiting periodThe control for prohibiting the engine from being driven until the elapse of the predetermined time is surely executed in the driven state even during the idle-up period.

[0041] Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be embodied in various forms based on the knowledge of those skilled in the art.

[0042] For example, as shown in Figure 6, the shift control of the above-described embodiment includes an inertia phase start point determination means (S7) that determines the start point of an inertia phase when changing gears, and prohibition means (S6, S8) that prohibits the inertia phase determination means (S7) from determining an inertia phase until a predetermined standby period has elapsed when the driven state determination means (S5) determines that the engine 30 is in a driven state. However, the inertia phase start point determination means may determine that the point at which the differential value of the input shaft rotation speed during shifting changes stepwise is the inertia phase start point, and the prohibition means may change the inertia phase determination threshold Δn used to determine an inertia phase to a large value until the predetermined standby period has elapsed.

[0043] In addition, in the above-described embodiment, the automatic transmission 12 is a six-speed variable-speed transmission, but the number of speeds may be other than six. In short, it is sufficient if the gear shift is performed by engaging the engaging-side engaging element during a stepped gear shift.

[0044] In the above-described embodiment, in step S15 corresponding to the determination threshold value changing means, the drive state determination threshold value A1 during non-idle up is changed to a value higher than the drive state determination threshold value A1 based on the torque input from the engine 30 to the input shaft 26. Driven state determination threshold A2 However, it may be changed continuously to a higher value according to the amount of additional torque applied for increasing the idle speed.

[0045] It should be noted that the above is merely one embodiment, and the present invention can be modified or improved without departing from the spirit and scope of the invention. [Explanation of symbols]

[0046] 10: Vehicle 12: Automatic transmission (vehicle automatic transmission) 30: Engine 50: Electronic control device (control device) S5: Driven state determination means S7: Inertia phase start point determination means S6, S8: Prohibited means S12: Idle up determination means S15: Determination threshold value changing means

Claims

1. A control device for an automatic transmission for a vehicle, comprising: an automatic transmission for a vehicle that switches gears by selectively engaging a plurality of engagement elements and transmits driving force of an engine to drive wheels at the switched gear; and a driven state determination means that determines that the automatic transmission for a vehicle is in a driven state based on an input torque from the engine to the automatic transmission for a vehicle and a driven state determination threshold value, and that changes a shift control content of the automatic transmission for a vehicle when the driven state determination means determines that the engine is in a driven state, an idle-up determination means for determining whether the engine is in an idle-up state; and a determination threshold changing means for changing the driven state determination threshold to a higher value when the idle-up determination means determines that the engine is in the idle-up state. A control device for an automatic transmission for a vehicle.

2. the determination threshold value change means changes the driven state determination threshold value to a value higher than the value of the engine driving state, The driven state determination means determines that the vehicle is in the driven state when the input torque is lower than the driven state determination threshold value.

2. The control device for a vehicle automatic transmission according to claim 1.

3. an inertia phase start point determination means for determining a start point of an inertia phase when the gear stage is changed; and an inhibiting means for inhibiting the inertia phase start point determination means from determining an inertia phase until a predetermined waiting period has elapsed when the driven state determination means determines that the engine is in a driven state.

3. The control device for an automatic transmission for a vehicle according to claim 1 or 2.

Images