JP3395548B2 - Control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission for suppressing a shift shock that occurs when continuously switching two or more gears. is there.

[0002]

2. Description of the Related Art A shock at the time of gear shifting in a vehicle equipped with an automatic transmission is caused by, for example, the inertia torque of a rotating element including an engine, and is generally a clutch or a clutch that is engaged or disengaged to perform gear shifting. The hydraulic pressure of a friction engagement device such as a brake is controlled so that the inertia torque is absorbed by these friction engagement devices. Further, by temporarily reducing the engine torque during gear shifting, the amount of energy absorbed by the friction engagement device is reduced, and gear shift shock is reduced.

On the other hand, a technique for electronically controlling the throttle valve of the engine has been developed and put into practical use. In this type of vehicle, the output of the engine is automatically controlled without depending on the operation of the accelerator pedal by the driver. Therefore, the engine output or the rotational speed can be increased or decreased by itself according to the running state or control state of the vehicle such as gear shift.

An example thereof is described in Japanese Patent Laid-Open No. 5-231525. The invention described in this publication increases the throttle opening by detecting the downshift when the downshift is performed with the throttle valve closed. This presupposes a so-called constant speed shift in which the engine speed is synchronized with the speed at the gear after the downshift and the downshift is executed in this state. Further, a hydraulic pressure limiting means is provided for preventing or suppressing an increase in line pressure due to a temporary increase in the throttle opening when performing a constant speed shift, and the friction engagement device sharply increases the torque capacity during downshift. It is configured to prevent shock caused by holding.

[0005]

By the way, in the automatic transmission, selection of an engine brake range is performed to perform control for prohibiting upshifting to a predetermined middle or low speed stage or higher and control for applying engine braking force at the middle or low speed stage. Is possible. Therefore, it is possible to perform an automatic shift that is controlled based on the traveling state represented by the vehicle speed and the opening of the throttle valve, and a manual shift that is controlled based on a manual operation of the driver.

[0006] In manual gear shifting of an automatic transmission, there may be a case where two or more downshift operations for shifting from a high gear to a low gear via an intermediate gear are continuously executed depending on road conditions and driver's preference. . When the downshift of two or more gears is executed, the fluctuation of the output torque is largely changed before and after the intermediate gear, the shift shock is increased, and the riding comfort of the vehicle may be deteriorated.

However, the invention described in the above publication only discloses the control of the input rotational speed and the line pressure when the automatic transmission is downshifted to a gear position separated by two or more gears. The torque input to the automatic transmission is not controlled when passing through the gears or before and after the intermediate gear. Therefore, it is difficult to improve the shift shock when performing the so-called multi-speed shift via the above-described intermediate stage.

The present invention has been made in view of the above circumstances, and effectively suppresses shift shock when the automatic transmission is downshifted from the high speed stage to the low speed stage by two or more stages via the intermediate stage. An object of the present invention is to provide a control device for an automatic transmission that can perform the above.

[0009]

In order to achieve the above-mentioned object, the invention of claim 1 has a driving force source having a plurality of output control devices, and a driving force source connected to the output side of the driving force source. An automatic transmission control device comprising: a stepped automatic transmission, capable of performing downshift control of two or more steps of shifting the automatic transmission from a high-speed stage to a low-speed stage via an intermediate stage. An output increasing means for increasing the output of the driving force source by controlling any one of the plurality of output control devices when performing downshift control of two or more stages.
Output reducing means for reducing the output of the driving force source by an output control device different from the output control device used for increasing the output of the driving force source when the automatic transmission passes through the intermediate stage. It is characterized by

According to the first aspect of the invention, when the automatic transmission is downshifted from the high speed stage to the low speed stage via the intermediate stage, the output speed of the driving force source is increased by the output control device. The control for synchronizing the output speed of the automatic transmission and the output speed of the driving force source after the low speed stage is achieved is performed.

Then, during the setting of the intermediate stage, a control for reducing the output torque of the driving force source is executed by an output control device different from the output control device increasing the output of the driving force source. Therefore, fluctuations in the output torque of the automatic transmission in the case of continuously downshifting from the high-speed stage to the low-speed stage via the intermediate stage are suppressed, and the automatic transmission between before and after the intermediate stage and during the transit of the intermediate stage is suppressed. The amount of fluctuation in the output torque of the transmission is reduced as much as possible, the shift shock of the automatic transmission is suppressed, and the riding comfort of the vehicle can be improved.

According to a second aspect of the present invention, the responsiveness of the output control device for reducing the output of the driving force source is superior to the responsiveness of the output control device for increasing the output of the driving force source. Is characterized by.

According to the second aspect of the present invention, it is possible to perform control for accurately and promptly reducing the variation amount between the output torque of the automatic transmission before and after the intermediate gear and during the passage of the intermediate gear. The suppression function of can be further enhanced.

The output control device according to claims 1 and 2 includes two or more of an electronic throttle valve, a fuel injection control device, and an ignition timing control device provided in the intake pipe line.

[0015]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described more specifically with reference to the drawings. First, the engine E and the automatic transmission A, which are objects of the present invention, will be described with reference to FIG.
1 is an overall control system diagram of an engine E to which an automatic transmission A is connected. The engine E is configured to electrically control its output, and an electronic throttle valve driven by a servo motor 16. 13 is provided in the intake pipe line 12. Further, the engine E includes a fuel injection control device 13A including an injector that controls the fuel injection amount of the combustion chamber.
And an ignition timing control device 13B including a spark plug, a distributor, and an ignition coil.

On the other hand, the depression amount of the accelerator pedal 15 for controlling the output of the engine E, that is, the accelerator opening, is detected by a sensor (not shown), and the detection signal is input to an engine electronic control unit (E-ECU) 17. Has been done. The electronic control unit 17 mainly includes a central processing unit (CPU), a storage device (RAM, ROM), and an input / output interface.

The electronic control unit 17 receives data for control from the engine (E / G) rotation speed Ne, intake air amount Q, intake air temperature, throttle opening, vehicle speed, engine water temperature and brake switch. Various signals such as signals are input. And based on these data,
The opening degree of the electronic throttle valve 13, the fuel injection amount of the fuel injection control device 13A, or the ignition timing control device 13
At least one of the B ignition timings is controlled.

In the automatic transmission A, the hydraulic pressure control device 18 controls the speed change and the lockup clutch, the line pressure, or the engagement pressure of a predetermined friction engagement device. The hydraulic control device 18 is configured to be electrically controlled, and also has first to third shift solenoid valves S1 to S3 for executing a shift and a first to third engine for controlling an engine braking state. 4 solenoid valve S4, linear solenoid valve SLT for controlling the line pressure, linear solenoid valve SLN for controlling the back pressure of the accumulator, linear for controlling the engagement pressure of the lockup clutch and a predetermined friction engagement device Solenoid valve S
LU is provided.

An electronic control unit (T-ECU) 19 for an automatic transmission, which outputs signals to these solenoid valves to control gear shift, line pressure, accumulator back pressure and the like.
Is provided. This automatic transmission electronic control unit 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and this electronic control unit 19 uses throttle opening, vehicle speed, engine water temperature, signals from brake switches, manual shift lever as control data. Signal of shift position sensor to detect operation,
Signals from the pattern select switch, signals from the overdrive switch, signals from the C0 sensor that detects the rotational speed of the multiple disc clutch C0, which will be described later, oil temperature of the automatic transmission A, signals from the manual shift switch, etc. Has been entered.

According to the present invention, the manual operation of the shift lever allows the automatic transmission A to move from the high speed stage to the low speed stage through which the engine braking force acts via the intermediate stage.
When downshifting by more gears, two controls are executed in parallel as follows.

First, when downshifting from the high speed stage to the low speed stage, the electronic throttle valve 13 is opened more than the depression amount of the accelerator pedal 15 based on the output signal from the engine electronic control unit 17, or At least one of the control for reducing the fuel injection amount by the fuel injection control device 13A and the control for retarding the ignition timing by the ignition timing control device 13B is selected, and the engine speed Ne is the synchronous speed at the low speed stage after downshifting. The output increase control is performed to raise the output to 1.

Secondly, when the automatic transmission A is downshifting two or more gears and passing through the intermediate gear, an output control different from the output control device used for the output increase control of the engine E is performed. The device controls the output reduction of the engine E.

The electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine are connected to each other so that data communication is possible, and the electronic control unit 17 for the engine sends to the electronic control unit 19 for the automatic transmission. For example, a signal such as the intake air amount per rotation (Q / Ne) is transmitted, and an instruction signal for each solenoid valve is sent from the automatic transmission electronic control unit 19 to the engine electronic control unit 17. An equivalent signal, a signal instructing a shift speed, and the like are transmitted.

That is, the electronic control unit 19 for the automatic transmission
Is based on the input data and the map stored in advance, and the ON / OFF of the gear position and the lockup clutch is performed.
F, or the line pressure or the adjustment level of the engagement pressure is judged, and based on the judgment result, an instruction signal is output to a predetermined solenoid valve, and further judgment of fail or control based on it is performed. .

Further, the engine electronic control unit 17 controls the fuel injection amount, the ignition timing, the opening degree of the electronic throttle valve 13 and the like on the basis of the input data, and in addition, when the automatic transmission A shifts the fuel, Reduce the injection amount,
Alternatively, the output torque of the engine E is temporarily reduced by changing the ignition timing or narrowing the opening of the electronic throttle valve 13.

FIG. 4 is a diagram showing an example of a gear train of the above-described automatic transmission A. In the configuration shown here, a stepped automatic transmission A for setting five forward gears and one reverse gear Is configured. That is, the automatic transmission A includes a torque converter 20, a sub-transmission unit 21, and a main transmission unit 22. The torque converter 20 has a lockup clutch 23, and the lockup clutch 23
Is provided between a front cover 25 integrated with the pump impeller 24 and a member (hub) 27 to which a turbine runner 26 is integrally attached. The engine crankshaft (not shown) is the front cover 2
The input shaft 28, which is connected to the No. 5 and to which the turbine runner 26 is connected, is connected to a carrier 30 of an overdrive planetary gear mechanism 29 that constitutes the auxiliary transmission unit 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between 0 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotates in the rotation direction of the input shaft 28). Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 31 is provided.
The ring gear 3 which is an output element of the subtransmission unit 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22. Further, a C0 sensor 34 for detecting the rotational speed of the multi-plate clutch C0, that is, the input rotational speed is provided.

Therefore, in the sub-transmission unit 21, the entire planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 has the same speed as the input shaft 28. It will rotate at low speed. Further, in the state where the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the ring gear 32 is accelerated with respect to the input shaft 28 to rotate in the normal direction, and the high speed stage is established.

On the other hand, the main transmission unit 22 is provided with three sets of planetary gear mechanisms 40, 50, 60, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected. The third planetary gear mechanism 60 and a carrier 62 are coupled to each other, and the carrier 62 is coupled to an output shaft 65. The rotation speed of the output shaft 65, in other words, the vehicle speed is detected by the output shaft rotation speed sensor 65A. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission unit 22, a reverse gear and four gears on the forward side can be set, and a clutch and a brake therefor are provided as follows. First, the clutch will be described. The ring gear 53 and the third gear of the second planetary gear mechanism 50 which are connected to each other.
A first clutch C1 is provided between the sun gear 61 of the planetary gear mechanism 60 and the intermediate shaft 33, and the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 and the intermediate shaft of the second planetary gear mechanism 50 are connected to each other. A second clutch C2 is provided between the first clutch 33 and the second clutch C3.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50 are used.
It is arranged to stop the rotation of 1. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One way clutch F1 is sun gear 41,5
1 engages when trying to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 28).

The third brake B3, which is a multi-disc brake, is provided between the carrier 42 of the first planetary gear mechanism 40 and the casing 66. Then, as a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, a fourth brake B4, which is a multi-disc brake, and a second one-way clutch F2.
And are arranged in parallel with the casing 66. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 tries to rotate in the reverse direction.

In the above structure, the engine E corresponds to the driving force source of claims 1 and 2, and the electronic throttle valve 1
3, the servomotor 16, the fuel injection control device 13A, and the ignition timing control device 13B correspond to the output control device of claims 1 and 2.

Further, in the automatic transmission A, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 5, a circle indicates an engaged state, a circle indicates an engaged state during engine braking, a triangle indicates either engaged or disengaged, and a blank indicates a disengaged state. In this embodiment, the P (parking) range, R (reverse) range, and
N (neutral) range, D (drive) range, 3
Ranges, 2 ranges, and L ranges can be set.

Next, one control example of the present invention will be described with reference to the flowchart of FIG. In the flowchart of FIG. 1, the engine E is powered off based on the deceleration request of the vehicle, the shift lever is manually operated from the D range to the 3 range, and the automatic transmission A is operated from the fifth speed to the fourth speed. The case where the downshift is performed to the third speed is shown. Further, the time chart of FIG. 2 shows the state of each component of the engine E and the automatic transmission A when the control of FIG. 1 is executed.

First, while the vehicle is traveling, the above-described detection signal is input to the electronic control unit 17 for the engine and the electronic control unit 19 for the automatic transmission, and the engine is based on the detection signal and the data stored in advance. The control of E and the automatic transmission A is executed.

Then, based on the above detection signal, it is judged whether or not there is a shift command for starting a shift in the automatic transmission A, or whether the shift is already in progress (step 1).
When an affirmative determination is made in step 1, it is determined whether or not the shift is a multiple downshift from the fifth speed to the third speed (step 2).

For example, when the fifth speed is set by the automatic transmission A while the accelerator pedal 15 is not depressed, the electronic throttle valve 13 is set as shown in FIG.
Is closed, and the ignition timing control device 13B executes a preset ignition operation. Further, since the multi-plate clutch C0 is released, its rotational speed is zero, and the rotational speed of the output shaft 65 of the automatic transmission A tends to be substantially constant or tends to decrease due to running resistance. Negative torque is generated.

Then, in step 2 above, if the shift command for the third speed is detected before the rotational change of the multi-plate clutch C0 engaged when the fourth speed is achieved is detected, the multiplex command is detected. Is determined to be a downshift. When the affirmative judgment is made in Step 2, it is judged whether or not the downshift from the fifth speed to the fourth speed is completed (Step 3). The determination in step 3 is made based on, for example, the rotation speed of the multi-plate clutch C0 that is engaged when achieving the fourth speed and the rotation speed of the output shaft 65.

The rotation speed of the multi-plate clutch C0 and the output shaft 65
If the number of revolutions is not synchronized, a negative determination is made in step 3, and it is determined based on the same reference whether or not it is the timing to start the shift to the third speed (step 4). When a negative determination is made in step 4, specifically, at the time t1 before shifting to the fourth speed, the electronic throttle valve 13
Is executed (step 5) and the process returns.

By controlling the opening of the electronic throttle valve 13, the rotational speed of the engine E is synchronized with the rotational speed after the third speed is reached, and in that state, the fifth speed through the fourth speed are passed to the third speed.
Control for downshifting to speed is executed. Further, in step 5, control of a solenoid valve for engaging / disengaging the friction engagement device for downshifting from the fifth speed to the fourth speed,
Control of hydraulic pressure applied to the friction engagement device is also executed.

As a result, the time t slightly delayed from the time t1
At 2, the engagement of the multi-disc clutch C0 for setting the fourth speed is started, and the rotational speed of the multi-disc clutch C0 gradually increases. The output shaft 65 is synchronized with the increase in the rotational speed of the multi-plate clutch C0.
Is further increased to the negative side. The reason why the time t2 is slightly behind the time t1 is that the response time from the time when the electronic throttle valve 13 is controlled to open until the engine speed of the engine E is actually increased is taken into consideration.

On the other hand, if an affirmative decision is made in step 3,
Specifically, from the time t3 when the multi-plate clutch C0 is engaged and the fourth speed is achieved, the ignition timing retard control is started as shown by the solid line (step 6), and the process is returned. When such retard control is performed and the output torque of the engine E is reduced, the variation amount between the output torque during the downshift from the fifth speed to the fourth speed and the output torque during the passage through the fourth speed. However, as shown by the solid line in FIG.

Further, in step 4, when time t4 is reached after the preset time of the fourth speed, which is previously controlled by a timer or the like, has elapsed based on the rotation speed of the multi-plate clutch C0 and the rotation speed of the output shaft 65. An affirmative decision is made that it is the timing for shifting to the third speed, the ignition timing retard control is ended, and the original ignition timing control is returned to (step 7). As a result, the output torque of the engine E is increased, the rotational speed of the multi-plate clutch C0 is increased, and the output torque fluctuates to the negative side.

After that, the rotational speed of the multi-plate clutch C0 becomes the third speed.
The electronic throttle valve 13 is closed at time t5 earlier than reaching the high speed synchronous rotational speed, and the output torque is slightly increased at time t6 when the rotational speed of the multi-plate clutch C0 reaches the third rotational speed. It is maintained almost constant and the engine braking force acts.

The reason why the electronic throttle valve 13 is closed at time t5 before reaching time t6 is as follows.
This is in consideration of the above-mentioned responsiveness. Step 1 above
In the case of negative determination in 2, both are returned.
Further, the step 5 corresponds to the output increasing means in claim 1, and the step 6 corresponds to the output reducing means in claim 1.

Thus, according to the above control example, when the automatic transmission A is downshifted from the fifth speed to the third speed via the fourth speed by the manual operation of the shift lever, the electronic throttle The rotation speed of the engine E is increased by the control for opening the valve 13, and control is performed to synchronize the output rotation speed of the automatic transmission A and the rotation speed of the engine E after the third speed is achieved.

During the passage of the fourth speed, the ignition timing control device 13B controls the ignition timing so that the output torque of the engine E is reduced. Therefore, fluctuations in the output torque of the automatic transmission A at the time of shifting from the fifth speed to the third speed are suppressed, and the output of the automatic transmission A before and after the fourth speed and during the passage of the fourth speed. The amount of torque fluctuation is reduced as much as possible, the shift shock of the automatic transmission A is suppressed, and the riding comfort of the vehicle can be improved.

When the ignition timing retard control is not performed as indicated by the broken line during the passage of the fourth speed in FIG. 2, the output torque fluctuation amount of the automatic transmission A indicated by the broken line is indicated by the solid line. It can be seen that it is larger than the example torque fluctuation amount.

Further, in this control example, the output reduction control of the engine E at the time of shifting from the fifth speed to the third speed is performed by the electronic throttle valve 13, and the ignition having a better response than the electronic throttle valve 13 is performed. The timing control device 13B performs control to reduce the output of the engine E that is passing through the fourth speed. Therefore, it is possible to control the variation amount of the output torque of the automatic transmission A before and after the fourth speed and during the setting of the fourth speed accurately and quickly, and further improve the function of suppressing the shift shock. You can

The output torque reduction control of the engine E performed in the above control example can be achieved by reducing the fuel injection amount by the fuel injection control device 13A. When the output torque of the engine E is reduced by the fuel injection control device 13A, it is preferable to allow a time margin in consideration of its responsiveness. Furthermore, it is possible to arbitrarily change the combination of the plurality of output control devices used.

The control example described above is also applicable to the case where downshifts of two or more gears are performed between other gears. Further, the present invention is an automatic transmission equipped with a stepped speed change mechanism having four forward gears, in which the shift lever moves from the D range to 2
It is also applicable to multiple downshifts when manually operated on the range.

Further, the present invention can be applied to the case where the vehicle speed decreases in the power-off state in which the electronic throttle valve 13 is closed and the automatic transmission A is automatically downshifted by two or more gears. The present invention is also applicable to the case where a so-called sports mode switch is continuously operated to execute multiple downshifts. It is also possible to mount a motor as a driving force source, and when controlling the output of the motor, the same effect as in the above control example can be obtained by controlling the current.

[0054]

As described above, according to the first aspect of the present invention, when the automatic transmission is downshifted from the high speed stage to the low speed stage via the intermediate stage, the output controller controls the driving force source. The output rotation speed of the automatic transmission is increased and the output rotation speed of the driving force source is controlled to be synchronized after the low speed stage is achieved.

Then, during the setting of the intermediate stage, a control for reducing the output torque of the driving force source is executed by an output control device different from the output control device increasing the output of the driving force source. Therefore, fluctuations in the output torque of the automatic transmission in the case of continuously downshifting from the high-speed stage to the low-speed stage via the intermediate stage are suppressed, and the automatic transmission between before and after the intermediate stage and during the transit of the intermediate stage is suppressed. The amount of fluctuation in the output torque of the transmission is reduced as much as possible, the shift shock of the automatic transmission is suppressed, and the riding comfort of the vehicle can be improved.

According to the second aspect of the present invention, it is possible to perform control for accurately and promptly reducing the amount of fluctuation between the output torque of the automatic transmission before and after the intermediate gear and during the passage of the intermediate gear. The suppression function of can be further enhanced.

[Brief description of drawings]

FIG. 1 is a flow chart for explaining control contents executed by a control device for an automatic transmission according to the present invention.

FIG. 2 is a time chart showing states of components of an engine and an automatic transmission corresponding to the control contents of FIG.

FIG. 3 is a diagram showing an overall control system according to the present invention.

FIG. 4 is a skeleton diagram showing an example of a gear train of an automatic transmission targeted by the present invention.

FIG. 5 is a chart showing an engaged / released state of a friction engagement device for setting each shift speed in the automatic transmission of FIG.

[Explanation of symbols]

13 Electronic throttle valve 13A Fuel injection control device 13B Ignition timing control device 16 Servo motor A automatic transmission E engine

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI F16H 61/04 F02P 5/15 B (56) References JP 63-1747 (JP, A) JP 64-85844 ( JP, A) JP 1-305138 (JP, A) JP 2-95753 (JP, A) JP 6-262966 (JP, A) JP 5-231525 (JP, A) JP Flat 8-244499 (JP, A) JP 61-119871 (JP, A) JP 62-26130 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F02D 29 / 00-29/06 F02D 41/00-45/00 395 B60K 41/00-41/28

Claims (2)

(57) [Claims] 1. A driving force source having a plurality of output control devices, and a stepped automatic transmission connected to an output side of the driving force source, the automatic transmission including a high speed stage to an intermediate stage. In a control device for an automatic transmission capable of performing downshift control of two or more gears that shifts to a low gear via a control unit, when performing downshift control of two or more gears of the automatic transmission, among the plurality of output control devices. The output increasing means for controlling any one of them to increase the output of the driving force source, and the output control device used for increasing the output of the driving force source when the automatic transmission passes through the intermediate stage. An output control device for reducing the output of the driving force source by different output control devices, and a control device for an automatic transmission. 2. The responsiveness of the output control device for reducing the output of the driving force source is superior to the responsiveness of the output control device for increasing the output of the driving force source. Item 2. A control device for an automatic transmission according to item 1.