JP2015178843A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To alleviate shock resulting from vehicle idling stop control.SOLUTION: It is determined whether an idling stop control during running can be exerted (S22, S23). If it is determined that the idling stop control during running can be exerted, a hydraulic engagement mechanism B1 common to a first engagement combination of a predetermined gear position for which the idling stop control during running is permitted and a second engagement combination corresponding to a gear position lower in change gear ratio than the predetermined gear position is disengaged, and a hydraulic engagement mechanism C2 that is not common to the first engagement combination and the second engagement combination is engaged (S26).

Description

  The present invention relates to control of an automatic transmission using a planetary gear mechanism.

  In automatic transmissions for automobiles, in order to improve running performance and driving performance, the number of shift stages is increasing. The automatic transmission generally includes a planetary gear mechanism and an engagement mechanism such as a brake and a clutch, and realizes each gear stage by switching the power transmission path by the engagement mechanism. In such an automatic transmission, a torque converter (starting mechanism) is interposed between the drive source and the drive wheel in order to transmit the rotational power of the drive source to the drive wheel.

  In recent automatic transmissions, an automatic transmission control device that incorporates so-called “idle stop control” when a vehicle is stopped is incorporated. In order to prevent the vehicle from retreating when the vehicle stops on a slope, it is conceivable that the automatic transmission is engaged, for example, at the first gear by the automatic transmission control device when the conditions for executing the idle stop control are satisfied.

  An engine stop shock is likely to occur when the engine is stopped after the execution condition of the idle stop control is satisfied and the automatic transmission is engaged at the first gear. Also. Control that responds to the driver's change of mind during the engine stop process (hereinafter referred to as COM control) when the driver indicates an intention to accelerate, such as releasing the brake pedal or depressing the accelerator pedal before the vehicle stops ) Is performed. When the automatic transmission is engaged at the first speed, when the engine is restarted by COM control, an engine start shock and an engagement shock are likely to occur. These shocks become prominent when the ratio of the first gear of the automatic transmission is low.

JP 2012-046182 A

  An object of the present invention is to reduce a shock caused by idle stop control of a vehicle.

  The present invention has the following configuration as one means for achieving the above object.

  According to the invention of claim 1, a predetermined shift speed is selected from a plurality of shift speeds according to the traveling state of the vehicle, the driving force from the internal combustion engine (20) is shifted, and the driving force is An automatic transmission (10) for transmission to drive wheels of a vehicle, comprising a starting mechanism (TC) provided between the internal combustion engine and a plurality of planetary gear mechanisms (P1) having rotating elements such as a sun gear, a carrier and a ring gear -P4) and a plurality of engagement mechanisms (C1, C2, C3, B1, B2, B3, F1) for connecting or fixing the rotating elements of the planetary gear mechanism, a control device for an automatic transmission (30) A control means for establishing the gear position by controlling an engagement combination of the plurality of engagement mechanisms, and determining whether or not the idling stop control during traveling to stop the internal combustion engine from during traveling of the vehicle is possible. A determination means for determining whether the idle stop control during traveling is possible. The control means includes a first engagement combination of a predetermined shift stage (first speed) for which the idling stop control during traveling is permitted, and a shift stage (second speed, fifth speed) having a smaller gear ratio than the predetermined shift stage. ), The common hydraulic engagement mechanism (B1) is released between the second engagement combinations corresponding to the first engagement combination, and is not common between the first engagement combination and the second engagement combination. Engage the hydraulic engagement mechanism (C2, C1).

  According to the invention according to claim 2, the automatic transmission, as one of the plurality of engagement mechanisms, a first state that allows rotation in the forward direction of the input shaft (11) of the automatic transmission; A mechanical engagement mechanism (F1) capable of switching between a second state in which any rotation in the forward direction and the reverse direction of the input shaft is fixed, and the control means during execution of the idle stop control during traveling Is an engagement mechanism including the mechanical engagement mechanism in the first state that allows the input shaft of the automatic transmission to rotate and restricts the vehicle from moving backward (F1, C2, The non-common hydraulic engagement mechanism (C2) is included in the idle stop engagement.

  According to the invention of claim 3, based on the detection result of the return determination means for determining whether to return from the idle stop and the vehicle speed detection means (33) for detecting the vehicle speed of the vehicle, the vehicle is in a stopped state. Stop determining means for determining whether or not the return determining means returns from idle stop, and if the stop determining means determines that the stop determining means is not in a stopped state, the control means The hydraulic engagement mechanism (B1) is engaged, and when the vehicle speed detection means detects a vehicle speed less than a predetermined speed, or the opening detection means (37) for detecting the accelerator opening opens the predetermined opening. When an accelerator opening that is equal to or greater than the degree is detected, the combination of engagement of the engagement mechanisms is switched to the combination of engagement corresponding to the lowest gear position.

  According to the invention of claim 4, the vehicle speed of the vehicle that the determination unit determines that the running idle stop control is possible is high in the oil temperature detected by the oil temperature detection unit (36) that detects the oil temperature. It is set to be lower.

  According to the invention of claim 5, during the execution of the running idle stop control, the control means maintains the engagement of the non-common hydraulic engagement mechanisms (C2, C1).

  According to the invention of claim 1, it is possible to reduce a shock when the internal combustion engine is stopped by the idling stop control during traveling.

  According to the invention of claim 2, the backward movement of the vehicle at the time of idling stop can be prevented.

  According to the invention of claim 3, it is possible to reduce the shock and improve the acceleration response when returning from the idle stop during the idle stop control during traveling and before stopping.

  According to the invention of claim 4, it is possible to secure the residual pressure of the hydraulic engagement mechanism that is engaged during the idling stop control during traveling and when returning from the idle stop before stopping.

  According to the invention of claim 5, the hydraulic pressure of the hydraulic engagement mechanism remains, and the ratio corresponding to the second speed or the fifth speed can be maintained when returning from the idle stop.

The skeleton figure of the automatic transmission 10 of an Example. An engagement table and a gear ratio of an engagement mechanism in the automatic transmission 10 are shown. . A speed diagram of the automatic transmission 10. The block diagram which shows the system structural example of an automatic transmission. The flowchart explaining the start and completion | finish of driving | running | working idle stop control of an Example. 6 is a flowchart for explaining shift control 1 for a shift stage of an automatic transmission in IS control. FIG. 3 is a diagram showing engine speed Ne, hydraulic pressure, and vehicle speed V in switching control 1; 7 is a flowchart for explaining shift control 2 for a shift stage of an automatic transmission in IS control. FIG. 3 is a diagram showing an engine speed Ne, hydraulic pressure, and vehicle speed V in switching control 2;

  Hereinafter, control of an automatic transmission according to an embodiment of the present invention will be described in detail with reference to the drawings.

[Automatic transmission]
Skeleton Diagram FIG. 1 is a skeleton diagram of the automatic transmission 10 of the embodiment. The automatic transmission 10 is rotated coaxially with the input shaft 11 by an input shaft 11 rotatably supported in a casing member 12 constituting the transmission case, and a support member 12a supported by the casing member 12. An output member 13 that is freely supported is provided.

  The torque converter TC having the lockup clutch LC and the damper DA inputs the driving force of the driving source ENG such as the internal combustion engine or the electric motor to the input shaft 11, and the input shaft 11 is rotated by the driving force. The torque converter TC provided between the input shaft 11 and the drive source ENG is a fluid coupling type starting mechanism, and the starting mechanism can reduce a shift shock. Instead of the torque converter TC, a single-plate or multi-plate start clutch configured to be capable of frictional engagement may be provided.

  The output member 13 includes an output gear concentric with the input shaft 11, and the rotation of the input shaft 11 is shifted by a transmission mechanism described below and transmitted to the output member 13. The rotation of the output member 13 is transmitted to the drive wheels via a differential gear device (not shown), for example.

  The automatic transmission 10 includes first to fourth planetary gear mechanisms P1 to P4 as a speed change mechanism and a plurality of engagement mechanisms. The plurality of engagement mechanisms include clutches C1 to C3 and brakes B1 to B3 as friction engagement mechanisms, and a brake F1 as a mechanical engagement mechanism. The planetary gear mechanisms P1 to P4 include a sun gear S, a ring gear R, a pinion gear P, and a carrier C that supports the pinion gear as rotating elements, and are arranged coaxially with the input shaft 11.

  The engaging mechanism is releasably connected between the predetermined rotating elements of the planetary gear mechanisms P1 to P4, between the input shaft 11 and the predetermined rotating element, or between the predetermined rotating element and the casing member 12. To do. By switching the state of each engagement mechanism between the connected state and the disconnected state, the power transmission path from the input shaft 11 to the output member 13 can be switched, and a plurality of shift speeds are realized.

  In this embodiment, the planetary gear mechanisms P1 to P4 are all single-pinion type planetary gear mechanisms. Examples of the frictional engagement mechanism include a dry or wet single-plate clutch, a dry or wet multi-plate clutch, and the like.

FIG. 2 shows an engagement table and gear ratio of the engagement mechanism in the automatic transmission 10. In FIG. 2 (A), when the symbol ○ is attached to the row of the brake Bn and the clutch Cn, the connection state (or engagement state) of the engagement mechanism is indicated, and when the symbol is not attached, the engagement mechanism is connected. Indicates the release state (or release state).

  For the row of brake F1, the symbol ○ indicates a rotation-inhibited state, the symbol Δ indicates a state in which rotation in one direction is permitted, and a state in which bidirectional rotation is permitted (free state) if no symbol is attached. . Hereinafter, the rotation prevention state ○ is referred to as a two-way engagement state (two-way state), and a state Δ that allows rotation in one direction is referred to as a one-way engagement state (one-way state). That is, the brake F1 can be switched between a one-way state in which the input shaft 11 of the automatic transmission 10 is allowed to rotate in the forward direction and a two-way state in which both the forward and backward rotations of the input shaft 11 are fixed. .

  The brake F1 allows a one-way rotation permission state that restricts only one-way rotation of a predetermined rotation element (here, the carriers C1 and C2), a rotation prevention state that restricts the two-way rotation, and permits the two-way rotation. This is a mechanical engagement mechanism capable of switching a bidirectional rotation allowable state. As the brake F1, for example, a known two-way clutch (TWC) can be employed. The TWC can switch between a one-way rotation permission state, a rotation blocking state, and a bidirectional rotation permission state by controlling the electromagnetic actuator. The one-way rotation permission state can be further switched between the forward rotation permission state and the reverse rotation permission state, but in this embodiment, only the one-rotation direction permission state is set as the one-way rotation permission state. Use.

  2 (A) shows the gear ratio between the input shaft 11 and the output member 13, and FIG. 2 (B) shows the gear ratios of the planetary gear mechanisms P1 to P4 provided in the automatic transmission 10.

  As described above, the automatic transmission 10 according to the embodiment achieves the 10 forward gears and the reverse gear RVS by bringing three of the seven engagement mechanisms into the engaged state at each gear.

Speed Diagram FIG. 3 is a speed diagram of the automatic transmission 10, and shows the rotational speed ratio of each element to the input of the input shaft 11 at each gear stage. The vertical axis indicates the speed ratio, “1” indicates that the rotational speed is the same as that of the input shaft 11, and “0” indicates that the engine is stopped. The horizontal axis is based on the gear ratio between the rotating elements of the planetary gear mechanisms P1 to P4. λ represents a gear ratio between the carrier C and the sun gear S.

[System configuration]
FIG. 4 is a block diagram showing a system configuration example of the automatic transmission.

  The electronic control unit (ECU) 30 controls the rotation of the engine 20 (corresponding to ENG in FIG. 1) according to the opening signal of the accelerator pedal 31 output from the opening detection sensor 37. Further, the ECU 30 controls the shift range position of the automatic transmission 10 based on the operation of the shift lever 32.

  The ECU 30 inputs the following information in order to perform shift range position switching control. That is, the engine rotational speed Ne, the rotational speed of the input shaft 11 of the automatic transmission 10 (main shaft rotational speed) Nm, the rotational speed of the output shaft (output member 13) Nc, the vehicle speed detection signal of the vehicle speed sensor 33, the engagement mechanism These are a detection signal of the oil temperature sensor 36 that detects the oil temperature, a detection signal of the coolant temperature of the engine 20, a signal that indicates the operation state of the brake pedal 34 that is output from the stroke sensor 35, and the like.

  Further, the ECU 30 detects the shift range position (position detection) of the automatic transmission 10 based on the signal obtained from the map according to the traveling state of the vehicle, and shifts to the shift range position selected by the shift mechanism of the engagement mechanism. Perform the action.

  The ECU 30 includes a nonvolatile memory such as a CPU, RAM, and EEPROM. The CPU executes various processes including processes to be described later by executing a program stored in the nonvolatile memory using the RAM as a work memory.

  FIG. 4 shows an example in which an electric pump EOP that supplies hydraulic pressure to the engagement mechanism when the engine 20 is stopped by the idle stop control is provided, but the present invention also applies to an EOP-less system that does not include an EOP. It is possible.

  FIG. 5 is a flowchart for explaining the start and end of the running idle stop control according to the embodiment. Hereinafter, the idle stop control during traveling is referred to as “IS control”.

  The CPU inputs a vehicle speed detection signal (S11) and refers to the map 41 stored in the memory to determine whether or not the vehicle speed V is equal to or lower than the permitted vehicle speed Vth at which IS control is permitted (S12). If V> Vth, it is determined that the IS control permission condition is not satisfied, and the process returns to step S11. If V ≦ Vth, the IS control permission condition is determined to be satisfied, and the IS control is started (S13).

  After starting the IS control, the CPU performs monitoring to end the IS control. When the driver detects that the driver has released the brake pedal 35 or depresses the accelerator pedal 31, the CPU returns from the IS control (hereinafter referred to as IS control). (Resume). That is, if the CPU determines that the IS is returned in step S14, the CPU restarts the engine (S15) and returns the process to step S11.

  A map 41 shown in FIG. 5 is for an EOP-less system. Since the time from when the IS control is started and the vehicle stops while the vehicle is running is short, the hydraulic pressure remains even during idle stop transition (when the engine 20 speed is decreasing) or when the engine 20 stops rotating. The combined mechanism can be controlled. However, when the oil temperature is high, the pressure leakage is large and the residual pressure is quickly cut off. For this reason, the map 41 shown in FIG. 5 has characteristics that take into account the loss of residual pressure in which the permitted vehicle speed Vth shifts to a low speed as the oil temperature increases. In the case of a system having EOP, the permitted vehicle speed Vth can be set regardless of the oil temperature.

[Switching control 1]
Hereinafter, the switching control 1 for reducing the engine start shock and the engagement shock by engaging the automatic transmission 10 in the second speed during the COM control will be described.

  FIG. 6 is a flowchart illustrating the shift control 1 for the automatic transmission in the IS control. Note that the processing shown in FIG. 6 is repeatedly executed in IS control until IS control ends.

  The CPU branches the process according to the determination of whether or not to return to IS (S21). First, the case where the IS does not return, that is, the start or midway of the IS control will be described.

  When the IS control starts or is in progress, the CPU determines whether an idle stop condition (hereinafter referred to as an IS condition) other than the automatic transmission (hereinafter referred to as AT) 10 is satisfied (S22). For example, when the temperature of the cooling water does not reach a predetermined temperature, the process is terminated assuming that IS conditions other than AT10 are not satisfied.

  On the other hand, when determining that the IS condition other than AT10 is satisfied, the CPU determines whether or not the IS condition of AT10 is satisfied (S23). For example, if the AT10 gear position is not a predetermined gear speed (for example, the first gear) at which IS control is permitted, or if the AT10 oil temperature has not reached the predetermined temperature, the AT10 IS condition is If not established, an AT idle stop NG signal is output (S24).

  If it is determined that IS conditions other than AT10 and AT10 are satisfied, the CPU determines whether or not to start IS control (S25). At the start of IS control, the CPU 10 engages the clutch C2 and the brake B2 of the engagement mechanism, disengages the brake B1 (S26), and outputs an AT idle stop OK signal (S27).

  In the flowchart, the engaged state is expressed as “ON” and the released state is expressed as “OFF”. For example, “C2 / B2 ON” indicates the engaged state of the clutch C2 and the brake B2, and “B1 OFF” indicates the released state of the brake B1.

  When the IS condition is satisfied, the AT 10 is engaged in the first gear. Therefore, immediately before step S26, the brakes B1 and B2 are in the engaged state, and the brake F1 of the mechanical engagement mechanism is in the one-way state. From this state, in step S26, the brake B1 is switched to the released state and the clutch C2 is switched to the engaged state, and the ratio is equivalent to the second speed. Hereinafter, in the switching control 1, F1 is in the one-way state, and the engagement state of C2 ON and B2 ON is referred to as “idle stop engagement (IS engagement)”. In the IS engagement, the AT 10 is in the forward neutral range position that regulates the backward movement of the vehicle.

  On the other hand, if the IS control has already been started, the CPU determines whether or not the vehicle has stopped (S28), and maintains the IS engagement if the vehicle has not stopped (S29). If the vehicle is stopped, C2 and B2 are released and IS engagement is released (S30).

  Next, the case of returning to IS will be described. When returning to IS, the CPU determines whether or not the vehicle is stopped based on the vehicle speed detection signal of the vehicle speed sensor 33 (S31) .If not, the brake B1 is switched to the engaged state, and the AT10 Is engaged with the second gear (S32). Note that if the vehicle is not stopped, the IS engagement is maintained in step S29. Therefore, the AT 10 is engaged in the second gear only by switching the brake B1 to the engaged state. Note that the brake F1 of the mechanical engagement mechanism is in a free state.

  On the other hand, when the vehicle is stopped, the CPU determines whether or not the AT 10 is engaged in the second gear (S33). When the vehicle is not engaged, the clutch C2 and the brakes B1 and B2 are engaged. And the AT 10 is engaged with the second gear (S34). Note that the brake F1 of the mechanical engagement mechanism is in a free state.

  If the second gear is engaged, the CPU determines the vehicle speed and the accelerator opening (S35). The determination in step S35 takes into account, for example, when acceleration is not obtained at the second gear when starting on an uphill, or the driver's prompt acceleration request.

  When the vehicle speed is equal to or higher than the predetermined vehicle speed or when the accelerator opening is less than the predetermined opening, the CPU performs the second speed start without switching the shift range position of the AT10. On the other hand, when the vehicle speed is less than the predetermined vehicle speed or when the accelerator opening is greater than or equal to the predetermined opening, the CPU engages the AT 10 with the lowest gear (S36). That is, the engagement state of the brakes B1 and B2 is maintained, the clutch C2 is released, the brake F1 is in the one-way state, and the AT 10 is engaged in the first gear.

  FIG. 7 shows the engine speed Ne, hydraulic pressure, and vehicle speed V in the switching control 1.

  When the IS condition is satisfied, the AT 10 is switched from the D range to the IS engagement. In other words, by releasing the hydraulic pressure of the brake B1 (B1 pressure) while applying the hydraulic pressure of the clutch C2 (C2 pressure), the ratio of AT10 becomes equivalent to the second speed, compared to the case where the C2 pressure is not applied (equivalent to the first speed) Shock at engine stop is reduced (timing t1). In addition, at the time of IS recovery by COM control, the ratio of AT10 becomes equivalent to the second speed by applying B1 pressure due to the residual pressure of C2 pressure and B2 pressure, and engine start shock is reduced (timing t2).

  As described above, according to the switching control 1, when the engine 20 is restarted by the COM control, the AT 10 is brought into the second gear in-gear state simply by engaging the brake B1, and the engine start shock and the in-gear shock are Mitigation is possible. Furthermore, since the transition to the in-gear state of the AT 10 is completed in a short time when the IS is returned by COM control, the acceleration response is improved when the IS is returned.

  Further, when the engine 20 is stopped in the IS control, the ratio of the AT 10 is equivalent to the second speed, and the engine stop shock when shifting to the idle stop state is reduced. Further, after returning to IS, when the vehicle speed is low or the accelerator opening is large, the clutch C2 can be released and the AT 10 can be shifted to the first gear to improve acceleration response.

[Switching control 2]
Next, the switching control 2 for reducing the engine start shock and the engagement shock by engaging the automatic transmission 10 corresponding to the fifth gear during COM control will be described.

  FIG. 8 is a flowchart for explaining the shift stage switching control 2 of the automatic transmission in the IS control. Note that the processing shown in FIG. 8 is repeatedly executed in IS control until IS control ends. Also, the same processes as those in FIG. 6 are denoted by the same reference numerals, detailed description thereof is omitted, and description will be made focusing on portions of the switching control 2 that are different from the switching control 1.

  First, at the start of IS control, the CPU sets the clutch C1 to the engaged state and the brake B1 to the released state (S26 ′).

  When the IS condition is satisfied, the AT 10 is engaged in the first gear. Therefore, immediately before step S26 ′, the brakes B1 and B2 are in the engaged state, and the brake F1 of the mechanical engagement mechanism is in the one-way state. From this state, in step S26 ′, the brake B1 is switched to the released state, the clutch C1 is switched to the engaged state, and the ratio is equivalent to the fifth speed. Hereinafter, in the switching control 2, F1 is in the one-way state, and the engagement state in which C1 is ON is referred to as “IS engagement”. In the IS engagement, the AT 10 is in the forward neutral range position that regulates the backward movement of the vehicle.

  If the IS control has already been started and the vehicle has not stopped, the CPU maintains the IS engagement (the engagement state of C1) (S29 ′). When the vehicle is stopped, C1 is released and IS engagement is released (S30 ′).

  Next, when the vehicle is not stopped when returning to IS, the brake B1 is switched to the engaged state, and the AT 10 is engaged corresponding to the fifth gear (S32 '). Note that when the vehicle is not stopped, the IS engagement is maintained in step S29 ′, so that the AT 10 is engaged corresponding to the fifth gear only by switching the brake B1 to the engaged state.

  On the other hand, if the vehicle is stopped when returning to IS, the CPU determines whether or not the AT10 is engaged at the fifth gear (S33 '), and if not engaged, the clutch C1 and brake B1 is switched to the engaged state, and the AT 10 is engaged corresponding to the fifth gear (S34 ').

  When engaged in the fifth gear, the CPU keeps the brake B1 engaged, disengages the clutch C1, engages the brake B2, and engages the AT10 in the first gear. (S36 ').

  FIG. 9 shows the engine speed Ne, hydraulic pressure, and vehicle speed V in the switching control 2.

  When the IS condition is satisfied, the AT 10 is switched from the D range to the IS engagement. In other words, by releasing the hydraulic pressure of the brake B1 (B1 pressure) while applying the hydraulic pressure of the clutch C1 (C1 pressure), the ratio of AT10 becomes equivalent to the fifth gear, compared to the case where the C1 pressure is not applied (corresponding to the first gear) The shock when the engine is stopped is reduced (timing t1 '). In addition, at the time of IS return by COM control, the ratio of AT10 becomes equivalent to the fifth gear by applying B1 pressure due to the residual pressure of C1 pressure, and the engine start shock is reduced (timing t2 ').

  As described above, according to the switching control 2, when the engine 20 is restarted by the COM control, the AT 10 is in the in-gear state corresponding to the fifth gear only by engaging the brake B1, and the engine start shock and the in-gear shock are Can be reduced. Furthermore, since the transition to the in-gear state of the AT 10 is completed in a short time when the IS is returned by COM control, the acceleration response is improved when the IS is returned.

  Further, when the engine 20 is stopped in the IS control, the ratio of the AT 10 is equivalent to the fifth speed, and the engine stop shock when shifting to the idle stop state is reduced. Furthermore, after in-gearing corresponding to the fifth gear, the brake C1 is released and the brake B2 is engaged so that the AT 10 is shifted to the first gear, so the acceleration response after the IS return is improved.

Claims (5)

Automatic shift that selects a predetermined shift stage from a plurality of shift stages according to the running state of the vehicle, shifts the driving force from the internal combustion engine (20), and transmits the driving force to the driving wheels of the vehicle Machine (10),
A starting mechanism (TC) provided with the internal combustion engine;
A plurality of planetary gear mechanisms (P1-P4) equipped with sun gear, carrier and ring gear rotating elements;
In an automatic transmission control device (30) comprising a plurality of engagement mechanisms (C1, C2, C3, B1, B2, B3, F1) for connecting or fixing rotating elements of the planetary gear mechanism,
Control means for controlling the engagement combination of the plurality of engagement mechanisms to establish the gear position;
Determination means for determining whether or not the running idle stop control for stopping the internal combustion engine from running the vehicle is possible,
When it is determined that the idle stop control during traveling is possible, the control means
A first engagement combination of a predetermined shift speed (first speed) for which idle stop control during traveling is permitted, and a first shift combination corresponding to a shift speed (second speed, fifth speed) having a smaller gear ratio than the predetermined shift speed. Disengage the hydraulic engagement mechanism (B1) common between the two engagement combinations,
A control device for an automatic transmission that engages hydraulic engagement mechanisms (C2, C1) that are not common between the first engagement combination and the second engagement combination. The automatic transmission, as one of the plurality of engagement mechanisms, a first state in which the input shaft (11) of the automatic transmission is allowed to rotate in the forward direction, the forward direction and the reverse direction of the input shaft. A mechanical engagement mechanism (F1) capable of switching between the second state of fixing any rotation of
During execution of the running idle stop control, the control means permits the rotation of the input shaft of the automatic transmission and restricts the vehicle from moving in the reverse direction. Engage the engagement mechanism (F1, C2, B2) including the engagement mechanism as idle stop engagement,
2. The automatic transmission control device according to claim 1, wherein the non-common hydraulic engagement mechanism (C2) is included in the idle stop engagement. Return determination means for determining whether to return from an idle stop;
Based on the detection result of the vehicle speed detection means (33) for detecting the vehicle speed of the vehicle, the vehicle further comprises stop determination means for determining whether or not the vehicle is in a stopped state,
When it is determined that the return determination means returns from an idle stop and the stop determination means is not in a stopped state, the control means is
Engage the common hydraulic engagement mechanism (B1),
When the vehicle speed detection means detects a vehicle speed less than a predetermined speed, or when the accelerator opening degree more than a predetermined opening degree is detected by the opening degree detection means (37) for detecting the accelerator opening degree, 3. The control device for an automatic transmission according to claim 1, wherein the combination combination of the coupling mechanisms is switched to a combination of engagements corresponding to the lowest gear position.   The vehicle speed of the vehicle, which is determined by the determination means to be able to perform the idling stop control during traveling, is set to be lower as the oil temperature detected by the oil temperature detection means (36) for detecting the oil temperature is higher. The control device for an automatic transmission according to any one of claims 1 to 3.   5. The execution of the idling stop control during traveling is described in any one of claims 1 to 4, wherein the control means maintains the engagement of the non-common hydraulic engagement mechanisms (C2, C1). Control device for automatic transmission.

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