JP2004183843A - Controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reliably detect the movement of a vehicle under neutral control in its early stages. <P>SOLUTION: A controller for a power train performs neutral control to uncouple an input clutch 310 when conditions that no accelerating operation is performed, but a braking operation is performed in a forward running position, and a vehicle moving condition is predetermined are established, and includes a primary pulley rotational number detection sensor 410 to detect the pulse signal generated by rotating a shaft of a primary pulley 500 of a CVT (continuously variable transmission) 300, and an ECU (electronic control unit) 1000 which judges the uncoupled condition of the input clutch 310 based on the difference between the number of rotation of the primary pulley and the number of rotation of a turbine, and determines the start of movement of a vehicle by setting the pulse threshold set in relation to the pulse signal to determine the start of movement of the vehicle to be larger before uncoupling the input clutch 310 than after uncoupling it. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for an automatic transmission of a vehicle, and more particularly to a control device for an automatic transmission that executes neutral control.
[0002]
[Prior art]
BACKGROUND ART An automatic transmission mounted on a vehicle is configured to include a transmission mechanism that is connected to an engine via a torque converter and the like and has a plurality of power transmission paths. The power transmission path is automatically switched, that is, the gear ratio (travel speed stage) is automatically switched. In general, a vehicle having an automatic transmission is provided with a shift lever operated by a driver, and a shift position (for example, a reverse travel position, a neutral position, a forward travel position) is set based on the shift lever operation. The automatic shift control is performed within the thus set shift position (usually, within the forward running position).
[0003]
In a vehicle having such an automatic transmission, in a state where the forward traveling position is set and the vehicle is stopped, a driving force from an idling-rotating engine is transmitted to the transmission via a torque converter, and this is transmitted to a wheel. , A so-called creep phenomenon occurs. The creep phenomenon is very useful under certain conditions, such as making it possible to smoothly start from a stop on an uphill road, but is unnecessary when you want to keep the vehicle stopped. To reduce creep. That is, the creep force from the engine is suppressed by the brake, and there is a problem that the fuel efficiency of the engine is reduced accordingly.
[0004]
For this reason, in the forward drive position, when the brake pedal is depressed and the brake is actuated, the accelerator is almost fully closed, and the vehicle is stopped, the transmission is neutralized in the forward drive position. It has been proposed to improve the fuel efficiency as a near neutral state.
[0005]
Japanese Patent Laying-Open No. 2001-336629 (Patent Document 1) discloses a control device that realizes a smooth start from a neutral state. This control device automatically switches the gear ratio in accordance with the traveling state of the vehicle in a state where the traveling range (position) is selected, and executes automatic transmission control. The control device is configured to form a neutral state when the vehicle brake is operated and stopped in a state where a travel range (position) is selected, and when the accelerator of the engine is off. A control device for an automatic transmission for a vehicle, comprising: a brake operation detector that detects an operation state of a brake of a vehicle; an output rotation number detector that detects a rotation number of an output member of the automatic transmission; and a brake operation detector. Even when it is detected that the brake of the vehicle is operated, when the rotation of the output member is detected by the output rotation speed detector, the automatic transmission is configured to release the neutral state and set a predetermined gear ratio. And a control circuit for controlling
[0006]
According to this control device, when the operation of the brake is released in a state in which the neutral state is formed, for example, the wheels are located on uneven portions, or are located on an inclined road surface, for example. The wheels often move even slightly, and such movements of the wheels are detected by the output rotation speed detector. It is possible to accurately detect whether or not the operation of the brake is actually released. Therefore, when the travel range (position) is selected, the brake of the vehicle is operated and the vehicle is stopped, and the engine is in the off state and the neutral state is formed, the depression of the brake pedal is gradually or halfway depressed. Even when the brake is released, it is possible to detect that the brake operation has actually been released by the rotation speed detector (even if the brake operation detector, that is, the brake switch has not detected the release of the brake). Immediately, the neutral state is released, and a shift to a predetermined speed ratio or speed stage (for example, a LOW speed ratio or a LOW speed stage) in the forward travel range (position) can be made. For this reason, the neutral state can be released without control delay, and smooth start control of the vehicle can be performed.
[0007]
[Patent Document 1]
JP 2001-336629 A
[Problems to be solved by the invention]
However, the control device disclosed in Patent Document 1 can detect the start of the vehicle and release the neutral state even if the brake switch does not detect the release of the brake, but includes the following problems. . That is, in order to detect the movement of the vehicle in the neutral state in this way, for example, a sensor that detects a pulse from the rotating shaft is used as a rotation speed detector. Judge. As described above, in the neutral state, the movement of the vehicle is detected by detecting a small number of pulses. On the other hand, when shifting from the normal state to the neutral state, the input clutch (also referred to as forward clutch or forward clutch) shifts from the engaged state to a state close to disengaged, so that the torsion between the engine and the transmission is released. Therefore, if there is a gear tooth for rotation detection directly below the sensor, a pulse may be input when shifting to the neutral state. If the input clutch is released when the neutral control is started and the input clutch is released, it is erroneous to determine that the vehicle starts to move if the input is even one pulse. In order to avoid this erroneous determination, it is necessary to set a large number of pulses for determining that the vehicle is starting to move. However, if the number of pulses is set to be large, the vehicle cannot be detected by the sensor until the vehicle starts moving considerably during execution of the neutral control. As a result, the release of the neutral state is delayed.
[0009]
The present invention has been made in order to solve the above-described problem, and an object of the present invention is to provide a control device for an automatic transmission that executes a neutral control, and a control method for a vehicle for determining release from a neutral state. An object of the present invention is to provide a control device that can detect a start of movement early and reliably.
[0010]
[Means for Solving the Problems]
A control device according to a first aspect of the present invention provides a drive source for a driving source when a condition that an accelerator operation is not performed, a brake operation is performed, and a moving state of a vehicle is a predetermined state is satisfied in a forward traveling position. To control the automatic transmission that executes the neutral control that releases the input clutch that transmits the driving force from the automatic transmission to the automatic transmission. This control device includes a sensor for detecting a pulse signal generated by rotation of an input shaft or an output shaft of the automatic transmission, a determination unit for determining a disengaged state of the input clutch, and a control unit for the input clutch associated with the neutral control. And determining means for determining the moving state of the vehicle by differentiating the determination pulse signal for determining the moving state of the vehicle before and after the release, which is set for the pulse signal.
[0011]
According to the first invention, a pulse counter is used as a sensor, and the pulse counter detects a pulse signal generated by rotation of an input shaft or an output shaft of the automatic transmission, and counts the number of pulses. You. In the determining means for determining the moving state of the vehicle, the determination pulse signal for determining the moving state of the vehicle, which is set with respect to the pulse signal, before and after the input clutch is released in the neutral control, is made different. At this time, for example, the number of determination pulses before the input clutch is released, which is set as a determination pulse signal, is set to be larger than the number of determination pulses after the input clutch is released. The number of determination pulses was increased before the neutral control was started, that is, before the input clutch was released, and the number of determination pulses was reduced after the neutral state, that is, after the input clutch was released. Therefore, with the release of the input clutch, the torsion between the engine and the transmission is released, and even if there is a gear tooth for rotation detection just below the sensor, the number of determination pulses for determining that the vehicle has moved. Is large, so it is not erroneously determined that the vehicle has started moving. On the other hand, when the input clutch is disengaged (more specifically, the input clutch is disengaged to achieve a predetermined slip state) and the vehicle enters the neutral state, the twist between the engine and the transmission is released. Also, since the number of determination pulses for determining that the vehicle has moved is small, it is possible to accurately determine the movement of the vehicle. As a result, it is possible to provide a control device for an automatic transmission that can quickly and reliably detect the start of movement of the vehicle for determining release from the neutral state. In consideration of the gear ratio at the time of starting, detecting the pulse signal of the input shaft of the automatic transmission has higher resolution, and is therefore preferable to detecting the pulse signal of the output shaft.
[0012]
The control device according to a second aspect of the present invention, in addition to the configuration of the first aspect, sets the determination pulse signal as the number of pulses and determines the number of determination pulses before the input clutch is released from the number of determination pulses after the input clutch is released. Was also bigger.
[0013]
According to the second aspect, when the input clutch is released, the torsion between the engine and the transmission is released, and the pulse counter detects a pulse. However, since the number of determination pulses is large, it is not erroneously determined that the vehicle has started moving. When the input clutch is disengaged and the vehicle enters the neutral state, the number of determination pulses for determining that the vehicle has moved is small, so that the movement of the vehicle can be determined only by detecting a small number of pulses by the pulse counter.
[0014]
The control device according to a third aspect of the present invention is the control device according to the first or second aspect, wherein the determining means determines that the absolute value of the difference between the turbine speed and the input speed to the automatic transmission is a predetermined value. Means for determining the disengagement state of the input clutch based on whether or not the above is included.
[0015]
According to the third aspect of the invention, when the neutral control is started and the normal state is shifted to the neutral state, when the release of the input clutch is started, the turbine speed (the output clutch speed) which is the output shaft speed of the torque converter is started. Engine speed). On the other hand, the input rotation speed to the automatic transmission (the rotation speed of the input clutch on the driving wheel side) is 0 because the vehicle is stopped. For this reason, with the release of the input clutch, the absolute value of the difference between the turbine speed and the input speed to the automatic transmission gradually increases. Therefore, if the absolute value is equal to or larger than the predetermined value, it can be determined that the input clutch is in the released state. Before and after this, the determination pulse signal is set differently.
[0016]
In a control device according to a fourth aspect, in addition to the configuration of the third aspect, the determining means determines that an absolute value of a difference between the turbine speed and the input speed to the automatic transmission is equal to or greater than a predetermined value. Means for determining that the input clutch is in the disengaged state based on the fact that a certain time has continued for a predetermined time is included.
[0017]
According to the fourth aspect, when the neutral control is executed and the release of the input clutch is started, the turbine speed increases. On the other hand, the input rotation speed to the automatic transmission is 0 because the vehicle is stopped. For this reason, with the release of the input clutch, the absolute value of the difference between the turbine speed and the input speed to the automatic transmission gradually increases. Therefore, when the time during which the absolute value is equal to or greater than the predetermined value continues for the predetermined time or more, it can be determined that the input clutch is in a completely released state. Before and after this, the determination pulse signal is set differently.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same components are denoted by the same reference numerals. Their names and functions are the same. Therefore, detailed description thereof will not be repeated.
[0019]
A power train of a vehicle including the control device according to the present embodiment will be described with reference to FIG. The control device according to the present embodiment is realized by an ECU (Electronic Control Unit) 1000 shown in FIG. Hereinafter, the automatic transmission will be described as a belt-type continuously variable transmission, but the present invention is not limited to this.
[0020]
As shown in FIG. 1, the power train of the vehicle includes an engine 100, a torque converter 200, a forward / reverse switching device 290, a continuously variable transmission (CVT) 300, a differential gear 800, and a continuously variable transmission (CVT). , The ECU 1000 and the hydraulic control unit 1100.
[0021]
The output shaft of engine 100 is connected to the input shaft of torque converter 200. Engine 100 and torque converter 200 are connected by a rotating shaft. Therefore, the output shaft speed NE (engine speed NE) of the engine 100 detected by the engine speed sensor and the input shaft speed (pump speed) of the torque converter 200 are the same.
[0022]
The torque converter 200 includes a lock-up clutch 210 for directly connecting the input shaft and the output shaft, a pump impeller 220 on the input shaft side, a turbine impeller 230 on the output shaft side, and a one-way clutch 250. And a stator 240 exhibiting an amplifying function. Torque converter 200 and CVT 300 are connected by a rotating shaft. The output shaft speed NT (turbine speed NT) of the torque converter 200 is detected by a turbine speed sensor 400.
[0023]
CVT 300 is connected to torque converter 200 via forward / reverse switching device 290. The CVT 300 includes an input-side primary pulley 500, an output-side secondary pulley 600, and a metal belt 700 wound around the primary pulley 500 and the secondary pulley 600. Primary pulley 500 includes a fixed sheave fixed to a primary shaft and a movable sheave supported only slidably on the primary shaft. Secondary pulley 700 includes a fixed sheave fixed to a secondary shaft and a movable sheave supported only slidably on the secondary shaft. In the CVT 300, the rotation speed NIN of the primary pulley is detected by a primary pulley rotation speed sensor 410, and the rotation speed NOUT of a secondary pulley is detected by a secondary pulley rotation speed sensor 420.
[0024]
These rotation speed sensors are provided so as to face the rotation shafts of the primary pulley and the secondary pulley and the teeth of a rotation detection gear attached to a drive shaft connected thereto. These rotation speed sensors are sensors capable of detecting a slight rotation of a primary pulley as an input shaft and a secondary pulley as an output shaft of the CVT 300. For example, a magnetoresistive sensor generally referred to as a semiconductor sensor is used. This is a sensor using an element.
[0025]
The forward / reverse switching device 290 includes a double pinion planetary gear, a reverse (reverse) brake B1, and an input clutch C1. The planetary gear has a sun gear connected to an input shaft, a carrier CR supporting first and second pinions P1 and P2 connected to a primary fixed sheave, and a ring gear R connected to a reverse friction engagement element. The input clutch C1 is interposed between the carrier CR and the ring gear R. The input clutch 310 is also called a forward clutch or a forward clutch, and is always used in an engaged state when the vehicle moves forward, except for the parking (P) position, the reverse running (R) position, and the neutral (N) position. .
[0026]
When the vehicle is in a forward running (D) position and stopped with the condition of the vehicle satisfying a predetermined condition, the input clutch 310 is disengaged or a predetermined slip state is set to a neutral control. Control.
[0027]
Referring to FIG. 2, ECU 1000 and hydraulic control unit 1100 that control these power trains will be described.
[0028]
As shown in FIG. 2, ECT (Electronic Controlled Automatic Transmission) _ECU 1010 receives a signal indicating turbine speed NT from turbine speed sensor 400 and a signal indicating primary pulley speed NIN from primary pulley speed sensor 410. A signal representing the secondary pulley rotation speed NOUT is input from the secondary pulley rotation speed sensor 420.
[0029]
As shown in FIG. 2, the hydraulic control unit 1100 includes a shift speed control unit 1110, a belt clamping pressure control unit 1120, a lock-up engagement pressure control unit 1130, a clutch pressure control unit 1140, and a manual valve 1150. Including. From the ECU 1000, the shift control duty solenoid (1) 1200 of the hydraulic control unit 1100, the shift control duty solenoid (2) 1210, the linear solenoid 1220, the lock-up solenoid 1230, and the lock-up engagement pressure control duty solenoid. A control signal is output to 1240.
[0030]
With reference to FIG. 2, the structure of ECU 1000 that controls these power trains will be described in more detail. As shown in FIG. 2, ECU 1000 includes an engine control computer 1010 for controlling engine 100 and a transmission control computer 1020 for controlling CVT 300.
[0031]
In addition to the input / output signals shown in FIG. 1, the transmission control computer 1020 has a stop lamp switch, a signal indicating that the brake pedal is depressed by the driver, and a G sensor. A signal representing the degree of inclination of the uphill road at the time of this is input, respectively. Further, the engine control computer 1010 receives, from the accelerator opening sensor, a signal indicating the opening of the accelerator being depressed by the driver, a throttle position sensor, a signal indicating the opening of the electromagnetic throttle, and an engine speed sensor. A signal representing the rotation speed (NE) of engine 100 is input. Engine control computer 1010 and transmission control computer 1020 are interconnected.
[0032]
In the hydraulic control unit 1100, based on a control signal output from the transmission control computer 1020 to the linear solenoid 1220, the belt clamping pressure control unit 1120 controls the clamping pressure of the belt 700 of the CVT 300, and the clutch pressure control unit 1140 The engagement pressure of the input clutch 310 is controlled.
[0033]
With reference to FIG. 3, a description will be given of a control structure of a program of a pulse threshold setting process executed by transmission control computer 1020 which is a control device according to the present embodiment.
[0034]
At step (hereinafter, step is abbreviated as S) 100, transmission control computer 1020 determines whether or not neutral control is being executed. This determination is made by, for example, referring to a flag indicating that the neutral control is being executed, which is stored in the memory of the transmission control computer 1020. If the neutral control is being executed (YES in S100), the process proceeds to S110. If not (NO in S100), this process ends.
[0035]
At S110, transmission control computer 1020 performs a pulse input process from primary pulley rotation speed sensor 410. At this time, a rising (or falling) edge interval CPNIN of the pulse is measured, and it is determined whether or not the measured edge interval CPNIN is longer than a predetermined time TNINZERO (msec). If the pulse from the primary pulley rotation speed sensor 410 is longer than a predetermined time TNINZERO (msec), it is determined that no pulse has been input from the primary pulley rotation speed sensor 410 and the primary pulley 500 has stopped. Is done. If measured edge interval CPNIN is greater than predetermined time TNINZERO (msec) (YES in S110), the process proceeds to S120. If not (NO in S110), the process proceeds to S130.
[0036]
At S120, transmission control computer 1020 clears pulse input counter KPNIN. At S130, transmission control computer 1020 determines whether or not a pulse has been input from primary pulley rotation speed sensor 410. If there is a pulse input from primary pulley rotation speed sensor 410 (YES in S130), the process proceeds to S140. If not (NO in S130), this process ends.
[0037]
At S140, transmission control computer 1020 counts up pulse input counter KPNIN.
[0038]
At S150, transmission control computer 1020 determines whether or not input clutch 310 is disengaged. This determination is made based on whether or not the absolute value of the difference between the turbine speed NT and the primary pulley speed NIN is equal to or greater than a predetermined value α. If the absolute value of the difference between turbine rotational speed NT and primary pulley rotational speed NIN is equal to or greater than a predetermined value α (YES in S150), it is determined that input clutch 310 has been released, and the process proceeds to S160. Moved to Otherwise (NO at S150), it is determined that input clutch 310 has not been released, and the process proceeds to S170.
[0039]
At S160, transmission control computer 1020 determines whether or not pulse input counter KPNIN is equal to or greater than pulse threshold value γ. At S170, transmission control computer 1020 determines whether pulse input counter KPNIN is equal to or greater than pulse threshold β. At this time, pulse threshold β> pulse threshold γ. That is, the magnitude of the pulse threshold is changed before and after the release of the input clutch 310. If the input clutch 310 has not been released (NO in S150), a large value (pulse threshold β: S170), if the input clutch 310 has been released (YES in S150), a small value (pulse threshold). Value γ: S160). This is because, when the input clutch 310 is released by the start of the neutral control, the twist of the rotating shaft generated between the engine 100 and the CVT 300 is released, so that the vehicle does not start moving. This is also because a pulse may be input when there is a tooth of the rotation detection gear directly below the primary pulley rotation speed sensor 410. If pulse input counter KPNIN is greater than or equal to pulse threshold β or pulse threshold γ (YES in S160, YES in S170), the process proceeds to S180. Otherwise (NO in S160, NO in S170), this process ends.
[0040]
In S180, transmission control computer 1020 determines that the vehicle has started moving, and ends the neutral control. At S190, transmission control computer 1020 clears pulse input counter KPNIN.
[0041]
The operation of the neutral control in this vehicle based on the above structure and flowchart will be described.
[0042]
If neutral control is being executed (YES in S100), and a pulse is input from primary pulley rotation speed sensor 410 after processing such as clearing pulse input counter KPNIN (S120) is performed, a pulse input counter is set. KPNIN counts up (S140).
[0043]
If the absolute value of the difference between turbine speed NT and primary pulley speed NIN is equal to or greater than a predetermined value α (YES in S150), since input clutch 310 is released, the counted pulse input is increased. The counter KPNIN is compared with the pulse threshold β (S160).
[0044]
If the absolute value of the difference between turbine speed NT and primary pulley speed NIN is not greater than or equal to a predetermined value α (NO in S150), since input clutch 310 has not been released, the counted-up pulse input counter is incremented. KPNIN is compared with the pulse threshold value γ (S170). At this time, pulse threshold β> pulse threshold γ.
[0045]
As shown in FIG. 4, during the phase 1 of the neutral control, the input clutch 310 is released by the second sweep of the clutch pressure control duty. At this time, the absolute value of the difference between the turbine rotational speed NT and the primary pulley rotational speed NIN becomes equal to or greater than a predetermined value α. Therefore, if the absolute value of the difference between the turbine speed NT and the primary pulley speed NIN is equal to or greater than the predetermined value α (the input clutch 310 is released), a small pulse threshold γ is used ( (S160) If it is less than α (the input clutch 310 is not released), the start of the vehicle is determined using the large pulse threshold β (S170).
[0046]
As described above, according to the ECU according to the embodiment of the present invention, the pulse counter detects the pulse signal generated by the rotation of the rotating shaft of the primary pulley of the CVT, and counts the number. In order to determine the moving state of the vehicle, before and after the input clutch is released according to the neutral control, a pulse threshold value for determining the moving state of the vehicle, which is set for the pulse signal, differs. The pulse threshold value before the input clutch is released is set to be larger than the pulse threshold value after the input clutch is released. With the release of the input clutch, the torsion of the rotating shaft between the engine and the transmission is released, and even if a pulse S is inputted due to the presence of a gear tooth for rotation detection just below the sensor, it is determined that the vehicle has moved. Since the number of determination pulses for performing the determination is large, it is not erroneously determined that the vehicle has started moving. On the other hand, when the input clutch is released, the pulse threshold value is small, so that it is possible to accurately determine the start of the movement of the vehicle. As a result, the movement of the vehicle for determining the release from the neutral state can be detected early and reliably.
[0047]
In consideration of the gear ratio at the time of starting, detecting the pulse signal of the rotating shaft of the primary pulley of the CVT has higher resolution, and is therefore preferable to detecting the pulse signal of the rotating shaft of the secondary pulley.
[0048]
In S150, transmission control computer 1020 determines whether or not input clutch 310 has been released. This determination is made in advance by the absolute value of the difference between turbine speed NT and primary pulley speed NIN. The determination may be made based on whether or not the state of being equal to or more than the predetermined value α has continued for a predetermined time or more.
[0049]
Furthermore, in the present embodiment, the automatic transmission has been described as a belt-type continuously variable transmission, but the present invention is not limited to this. The automatic transmission may be a toroidal-type continuously variable transmission.
[0050]
Further, the automatic transmission may be an automatic transmission having a fluid coupling and a planetary gear type reduction mechanism. In this case, the primary pulley rotation speed NIN in the processing of S150 is instead (the output shaft rotation speed NOUT of the automatic transmission × the gear ratio of the automatic transmission).
[0051]
The embodiments disclosed this time are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.
[Brief description of the drawings]
FIG. 1 is a control block diagram of an automatic transmission according to an embodiment of the present invention.
FIG. 2 is a detailed view of an ECU shown in FIG.
FIG. 3 is a diagram showing a control structure of a program of a pulse threshold value setting process executed by an ECU.
FIG. 4 is a timing chart showing an operation of a vehicle equipped with the automatic transmission according to the embodiment of the present invention.
[Explanation of symbols]
100 engine, 200 torque converter, 210 lock-up clutch, 220 pump impeller, 230 turbine impeller, 240 stator, 250 one-way clutch, 290 forward / reverse switching device, 300 input clutch, 400 turbine speed sensor, 410 primary pulley speed Sensor, 420 secondary pulley rotation speed sensor, 500 primary pulley, 600 secondary pulley, 700 belt, 800 differential gear, 1000 ECU, 1010 engine control computer, 1020 transmission control computer, 1100 hydraulic control unit, 1110 shift speed control unit, 1120 belt Clamping pressure control unit, 1130 lock-up engagement pressure control unit, 1140 clutch pressure control unit, 1150 manual bar Lube, 1200 Shift control duty solenoid (1), 1210 Shift control duty solenoid (2), 1220 linear solenoid, 1230 lock-up solenoid, 1240 lock-up engagement pressure control duty solenoid.

Claims (4)

When the accelerator operation is not performed, the brake operation is performed, and the moving state of the vehicle is in a predetermined state in the forward traveling position, the driving force from the driving source is transmitted to the automatic transmission. A control device for an automatic transmission that executes a neutral control for releasing an input clutch to be applied,
A sensor for detecting a pulse signal generated by rotation of an input shaft or an output shaft of the automatic transmission,
Determining means for determining the released state of the input clutch;
Before and after disengaging the input clutch accompanying the neutral control, a determination pulse signal for determining the moving state of the vehicle, which is set for the pulse signal, is changed to determine the moving state of the vehicle. And a determination unit. 2. The control device according to claim 1, wherein the determination pulse signal is set as a pulse number, and the number of determination pulses before the input clutch is released is larger than the number of determination pulses after the input clutch is released. 3. The determining means determines the disengagement state of the input clutch based on whether or not an absolute value of a difference between a turbine speed and an input speed to the automatic transmission is equal to or greater than a predetermined value. The control device according to claim 1, comprising: The determining means, based on the fact that the time during which the absolute value of the difference between the turbine speed and the input speed to the automatic transmission is equal to or greater than a predetermined value has continued for a predetermined time, 4. The control device according to claim 3, further comprising means for determining that the input clutch is in a released state.

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