JP3523375B2 - Control device for automatic transmission for vehicles - 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 for a vehicle, and more specifically, it engages a forward clutch and an overrun clutch at the time of forward drive of a vehicle that requires an increase in torque transmission capacity. The present invention relates to a control device for an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art Conventionally, as this type of control device, for example, one disclosed in Japanese Patent Laid-Open No. 4-113065 is known.

Such a control device forwards to increase the torque transmission capacity of the automatic transmission when the vehicle with a small speed ratio of the torque converter is driven forward, that is, when a large load is applied to the engine due to sudden acceleration of the vehicle or the like. The clutch and the overrun clutch are both fastened together. Since these clutches are arranged side by side via the one-way clutch, the transmission capacity of the torque from the engine is increased by bringing both the forward clutch and the overrun clutch into the engaged state. Further, increasing the torque transmission capacity in this way is particularly advantageous in the case of an FF (front wheel drive) vehicle in which it is difficult to increase the number of clutch plates and the line hydraulic pressure due to mounting restrictions. .

[0004]

By the way, in the above-mentioned conventional control device, when the forward clutch and the overrun clutch are both engaged, no consideration is given to their operation timing.

Therefore, for example, when hydraulic pressure is supplied to the clutches at the same time, the degree of shock changes depending on which clutch is engaged first,
The select shock was not stable when the select lever was selected to the forward range. In addition, if those clutches are simultaneously engaged, the select shock will increase.

An object of the present invention is to control the engagement timing of the forward clutch and the overrun clutch at the time of forward drive of a vehicle for which an increase in torque transmission capacity is required, so that a select shock can be suppressed to a small level. It is to provide a control device for a transmission.

[0007]

According to a first aspect of the present invention, there is provided a control device for an automatic transmission for a vehicle, wherein a forward clutch and a forward one-way clutch are used to drive an automatic transmission for a vehicle from an input shaft side of the transmission. The forward clutch is engaged to transmit torque to the output shaft side, and the overrun clutch is engaged to transmit torque from the output shaft side of the transmission to the input shaft side via the overrun clutch during engine braking. In a vehicle automatic transmission control device that engages both the forward clutch and the overrun clutch during forward drive of a vehicle that requires an increase in torque transmission capacity, a vehicle that requires an increase in torque transmission capacity When driving forward, the over clutch is engaged after a predetermined deviation time has passed after the forward clutch is engaged. And control means for fastening the Nkuratchi, vehicle speed detecting means for detecting a vehicle speed, the vehicle speed detecting means
The higher the vehicle speed detected by, the shorter the deviation time is set.
And a setting means .

According to a second aspect of the present invention, there is provided a control device for an automatic transmission for a vehicle, wherein a forward clutch is applied when the vehicle is driven forward.
Switch and forward one-way clutch
In order to transmit torque from the input shaft side to the output shaft side,
When the engine clutch is activated by engaging the forward clutch
The output shaft side of the transmission through the overrun clutch.
The overrun to transmit torque from the input shaft to the input shaft
It is required to engage the clutch and increase the torque transmission capacity.
When the vehicle is driven forward,
Automatic gear shift for vehicles with overrun clutch engaged together
In the control device of the machine, the increase of the torque transmission capacity is
When the vehicle is required to drive forward, the forward
After a predetermined time has elapsed after the
-Control means to engage the run clutch and throttle opening
Throttle opening detecting means for detecting the degree, and the slot
The larger the throttle opening detected by the
And a setting means for setting the shift time to be short .

[0009]

[0010]

[0011]

[0012]

According to a first aspect of the present invention, there is provided a control device for an automatic transmission for a vehicle, wherein, when the vehicle is driven forward to increase a torque transmission capacity, a predetermined shift time elapses after a forward clutch is engaged. to the overrun clutch, the shift time to set as the vehicle speed is higher short.

A vehicle automatic shift according to claim 2 of the present invention
The controller of the machine is designed for vehicles that require increased torque transmission capacity.
When driving both vehicles forward, engage the forward clutch.
The overrun clutch is engaged after a predetermined time
The deviation time becomes shorter as the throttle opening increases.
Set.

[0015]

[0016]

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

(First Embodiment) FIGS. 1 to 6 are views for explaining a first embodiment of the present invention. The control device of the present embodiment is an application example as a control device for an automatic transmission configured as shown in FIG.

Therefore, first, the automatic transmission shown in FIG. 1 will be described.

In FIG. 1, reference numeral 50 denotes a torque converter, in which a pump impeller 52 is connected to an output shaft 51 of a vehicle-mounted engine (not shown), and a turbine 53 is connected to an input shaft 61 of a transmission 60. In addition, the pump impeller 52 includes an oil pump 54 that generates pressure oil for controlling the transmission 60.
Are connected. The transmission 60 of this example includes four friction clutches 62, 63, 64 and 65, two friction brakes 66 and 67, and two one-way clutches 68 and 69.
And two sets of planetary gear mechanisms 70 and 71.

The planetary gear mechanism 70 has a front planetary carrier 70A rotatably fitted to the input shaft 61,
A plurality of front pinion gears 70B are rotatably attached, and a front sun gear 70C and a front internal gear 70D, which are rotatably fitted to the front planetary carrier 70A, are engaged with the front pinion gear 70B. The planetary gear mechanism 71 includes the front internal gear 70D and the output shaft 7 of the transmission 60.
To the rear planetary carrier 71A connected between 2 and
A plurality of rear pinion gears 71B are rotatably attached,
The rear pinion gear 71B has a configuration in which a rear sun gear 71C provided on the input shaft 61 and a rear internal gear 71D are engaged with each other.

3rd and 4th speed high clutch 62 (H / C)
Is interposed between the input shaft 61 and the front planetary carrier 70A, and the reverse clutch (R / C) 65 is
A second / fourth speed brake (B / B) which is a band brake interposed between the input shaft 61 and the front sun gear 70C.
67 is interposed between the front sun gear 70C and the transmission case 73. Overrun clutch (O /
C) 64 is interposed between the front planetary carrier 70A and the rear internal gear 71D, and the forward clutch (F / C) 63 and the forward one-way clutch (F / O · C) 69 are connected to the front planetary carrier 70A and the rear internal gear. It is interposed in series with the Lugia 71D. Therefore, the overrun clutch 6
4, the forward clutch 63 is arranged in parallel via the forward one-way clutch 69. The low / reverse brake (L / R / B) 66 and the low one-way clutch (L / O / C) 68 are interposed between the front planetary carrier 70A and the transmission case 73, respectively.

Each clutch 62, 63, 64, 6
5, and the brakes 66 and 67 are respectively fastened to the hydraulic control circuit, and the pressure oil from the oil pump 54 is selectively supplied according to the select position of the select lever operated by the driver and the operating state of the vehicle. By doing so, the optimum shift speed is set as shown in FIG. The select position by the select lever is P range (parking), R range (reverse), N range (neutral), D range (3 forward speeds (1st, 2nd, 3rd speed) automatic shift or 4 forward speeds.
Step (1st, 2nd, 3rd, 4th speed) automatic shifting), 2 ranges (forward 2
It is a stage (1st and 2nd speed) automatic shift) and 1 range (1st speed fixed). Further, in a state where the select lever is selected to the D range, by operating an auxiliary switch (overdrive switch) not shown, it is possible to switch between the forward 3-speed automatic shift and the forward 4-speed automatic shift.

A circle mark in FIG. 2 indicates that the fastening state is maintained,
● indicates that torque should be transmitted during acceleration, (○)
The marks indicate that the overrun clutch 64 is in the engaged state under a predetermined condition described later. The forward clutch 63 is engaged when the select lever is selected to the forward range (D, 2, 1 range).

The relationship between the forward clutch 63, the overrun clutch 64, and the forward one-way clutch 69 will be described. The forward clutch 63 is engaged during forward drive of the vehicle,
Input shaft 61 via forward one-way clutch 69
Torque is transmitted from the side to the output shaft 72 side. On the other hand, during engine braking, the forward one-way clutch 69 does not transmit torque from the output shaft 72 side to the input shaft 61 side. Therefore, at this time, the overrun clutch 64 is in the engaged state and transmits the torque. Further, when the vehicle is required to drive forward with an increase in torque transmission capacity, for example, when the vehicle with a small speed ratio of the torque converter 50 is driven forward, that is, when a large load is applied to the engine due to sudden acceleration of the vehicle, the forward operation is performed. By engaging the overrun clutch 64 together with the clutch 63, the torque transmission capacity of the transmission 60 is increased. Less than,
The forward drive time in which the torque transmission capacity is increased by engaging the overrun clutch 64 together with the forward clutch 63 in this manner is referred to as “when the torque transmission capacity is increased”.

The control device of the present invention controls the engagement timing of the forward clutch 63 and the overrun clutch 64 when the torque transmission capacity is increased as described later.

FIG. 3 is a block diagram of the control unit of the overrun clutch 64, which is a main part of the control device of the present invention.

In FIG. 3, reference numeral 1 denotes an overrun clutch control means for controlling a solenoid 64A for operating the overrun clutch 64. When the solenoid 64 is turned on, the overrun clutch 64 is in a non-fastened state, When the solenoid 64 is turned off, the overrun clutch 64 is in the engaged state. The overrun clutch control means 1 is provided with a speed ratio determination unit 1A and a timer 1B of a torque converter 50 described later. Reference numeral 2 denotes a select position sensor 2 for detecting the select range of the select lever. The sensor 2 causes the select lever to move in the forward range (D, 2,
(1 range), when it is detected that
The range determination means 3 outputs a forward range detection signal to the overrun clutch control means 1. Reference numeral 4 is a vehicle speed sensor as vehicle speed detecting means for detecting vehicle speed, 5 is a throttle sensor as throttle opening detecting means for detecting throttle opening, and these sensors 4, 5 are connected to the overrun clutch control means 1. ing.

Prior to the description of the control when the torque transmission capacity is increased, the method of determining whether or not the torque transmission capacity is increased by the gear ratio determination unit 1A will be described.

The determination is made, for example, in Japanese Patent Laid-Open No. 4-1130.
Similar to the method described in Japanese Patent Laid-Open No. 65, the determination is made by whether or not the speed ratio of the torque converter 50 is a predetermined value or less. That is, as shown in FIG. 4, in consideration of the change in the line hydraulic pressure of the transmission 60 corresponding to the vehicle speed V and the throttle opening θ, the vehicle speed Vc (hereinafter, referred to as a “cutback point”) at the change point of the line hydraulic (hereinafter, referred to as “cutback point”). The "speed ratio of the torque converter 50" is determined based on the "cutback vehicle speed"). That is, the cutback vehicle speed obtained by the throttle opening θ detected by the throttle sensor 5 is V
c (θ) is compared with the vehicle speed V detected by the vehicle speed sensor 4, and when V ≦ Vc (θ), it is determined that the speed ratio of the torque converter 50 is equal to or less than a predetermined value, and torque transmission is performed at this time. It is determined that the capacity is increasing, that is, the forward drive in which the forward clutch 63 and the overrun clutch 64 are engaged.

FIG. 5 shows overrun clutch control means 1
6 is a flowchart for explaining the control content of FIG.

First, it is judged whether or not the select range of the select lever is the N range (step S1), and if it is the N range, the set value T of the timer 1B is set to a predetermined value A (step S1). S8), the solenoid 64A for the overrun clutch is turned off (step S
9). In the case of the present example, the line hydraulic pressure is not supplied to the transmission 60 when the select lever is thus selected to the N range. Therefore, at this time, even if the overrun clutch 64 is engaged, torque is not transmitted, and the power consumption is suppressed by turning off the solenoid 64A.

When the select lever is not selected to the N range, whether or not it is selected to the forward range (D, 2, 1 range), that is, the range determination means 3 outputs the forward range detection signal. It is determined whether or not there is any forward range detection signal (step S2), and the overrun clutch solenoid 64A is turned off (step S9). In this example,
As described above, when the select lever is not selected to the forward range, the line hydraulic pressure is not supplied to the transmission 60. Therefore, at this time, the overrun clutch 64
Torque is not transmitted even when is fastened, the solenoid 64
Since A is turned off, power consumption can be suppressed. The line hydraulic pressure of the transmission 60 is supplied when the select lever is selected to the forward range.

When the select lever is selected to the forward range, it is determined by the above-described determination method whether or not the torque transmission capacity is increasing (step S).
3). If the torque transmission capacity is not increased, the overrun clutch solenoid 64A is turned on to bring the overrun clutch 64 into a non-engaged state (step S4).

When the torque transmission capacity increases, the timer 1B
It is determined whether or not the set value T of is 0 (step S
5) Until it becomes "0", the solenoid 64A is turned on to bring the overrun clutch 64 into a non-engaged state (step S6), and the set value T of the timer 1B is decremented (step S7). Then, on condition that the set value T of the timer 1B has become "0", the solenoid 64A is turned off to bring the overrun clutch 64 into the engaged state (step S9).

Therefore, the overrun clutch 64
After the torque transmission capacity is determined to have increased, the torque is tightened after waiting the time corresponding to the set value T (= A) of the timer 1B. On the other hand, the forward clutch 63 is controlled by a control unit (not shown) when the select range of the select lever is selected to the forward range (D, 2, 1 range), that is, when the range determination unit 3 outputs the forward range detection signal. It is in a fastening state. After all, when the torque transmission capacity is increased, the forward clutch 63 is engaged first, and then the overrun clutch 6 is waited for after the lapse of the deviation time corresponding to the set value T of the timer 1B.
4 will be concluded. In this way, when the torque transmission capacity is increased, restricting the forward clutch 63 to be engaged before the overrun clutch 64 makes the select lever move in the forward range as compared with the case where the order of engaging them is not restricted. The select shock will be stable when selected. In addition, a large select shock caused by the simultaneous engagement of the clutches 63 and 64 can be avoided.

FIG. 6 shows changes in the working pressures of the forward clutch 63 and the overrun clutch 64 when the torque transmission capacity is increased, and the timing of the rise of the working pressure of the forward clutch 63 and the working pressure of the overrun clutch 64 is the timer 1B. There is a time shift corresponding to the set value T.

By the way, the set value T of the timer 1B is as shown in FIGS. 7 (a), 7 (b) and 7 (c).
It may be changed according to the vehicle speed or the detected value of the oil temperature in the transmission, or may be changed in consideration of these detected values comprehensively. That is, the throttle sensor 5
The throttle opening detected by the overrun clutch control means 1 is set by the overrun clutch control means 1 based on the vehicle speed detected by the vehicle speed sensor 4 and the oil temperature in the transmission detected by the oil temperature detection means (not shown). Change T. For example, as shown in FIG. 7A, the larger the throttle opening is, the smaller the set value T is, so that the overrun clutch 64 can be engaged relatively quickly and the torque transmission capacity can be secured promptly at the time of sudden start or the like. become. Further, as shown in FIG. 7B, the set value T is set to be smaller as the vehicle speed is higher, so that the overrun clutch 64 can be engaged relatively quickly and the engine braking effect can be obtained quickly when the vehicle speed is high. become. Further, as shown in FIG. 7C, the higher the oil temperature, the smaller the set value T is because the higher the oil temperature, the faster the engagement of the forward clutch 63.

(Second Embodiment) FIGS. 8 to 10 are views for explaining a second embodiment of the present invention, in which the same parts as those in the first embodiment described above are designated by the same reference numerals. The description is omitted.

As shown in FIG. 8, the overrun clutch control means 10 in this embodiment has a gear position determining means 11, a turbine rotation sensor 12 as an input rotation speed detecting means, and an output as an output rotation speed detecting means. The shaft rotation sensor 13 is connected. The gear position determination means 11 determines the traveling gear position based on the vehicle speed V and the throttle opening θ. The reduction ratio at the determined gear position is Gr. The speed reduction ratio Gr is (the number of rotations of the input shaft 61) / (the number of rotations of the output shaft 72), and becomes smaller as the first, second, and third speeds are reached. Further, the turbine rotation sensor 12 determines the rotation speed N of the turbine 53 of the torque converter 50 per unit time.
detect t. The rotation speed Nt corresponds to the rotation speed of the input shaft 61 of the transmission 60. The output shaft rotation sensor 13 is
The rotation speed of the output shaft 72 of the transmission 60 is detected. In this example, the rotation speed Np of the propeller shaft per unit time, which corresponds to the rotation speed of the output shaft 72, is detected.

FIG. 8 shows the overrun clutch control means 1
It is a flow chart for explaining the contents of control of 0.

First, it is determined whether or not the select range of the select lever is the N range (step S11), and when it is the N range, the overrun clutch solenoid 64A is turned off (step S19). Also in the case of this example, when the select lever is selected to the N range, the line oil pressure is not supplied to the transmission 60 as in the above-described embodiment. Therefore, at this time, even if the overrun clutch 64 is engaged, torque is not transmitted, and the power consumption is suppressed by turning off the solenoid 64A.

When the select lever is not selected to the N range, whether or not it is selected to the forward range (D, 2, 1 range), that is, the range determination means 3 outputs the forward range detection signal. Whether or not there is a forward range detection signal is not output (step S12), and the overrun clutch solenoid 64A is turned off (step S19). In the case of the present example as well, similar to the above-described embodiments, the line hydraulic pressure is not supplied to the transmission 60 when the select lever is not selected to the forward range. Therefore, at this time, torque is not transmitted even if the overrun clutch 64 is engaged,
As the solenoid 64A is turned off, power consumption can be suppressed. The line hydraulic pressure of the transmission 60 is supplied when the select lever is selected to the forward range.

When the select lever is selected to the forward range, the vehicle speed V and the throttle opening θ are read from the vehicle speed sensor 4 and the throttle sensor 5 (step S1).
3) The gear position determination means 11 determines the gear position based on the vehicle speed V and the throttle opening θ (step S14). Overrun clutch control means 10
Is the reduction ratio G at the determined gear position.
Recognize r. Then, the turbine rotation speed Nt and the propeller shaft rotation speed Np are read from the turbine sensor 12 and the output shaft rotation detection sensor 13 (step S1).
6) It is determined whether or not the torque transmission capacity is increasing by the same determination method as that of the above-described embodiment (step S).
6). If the torque transmission capacity is not increased, the overrun clutch solenoid 64A is turned on to bring the overrun clutch 64 into a non-engaged state (step S18).

When the torque transmission capacity is increased, a value obtained by adding a constant α to the product of the reduction ratio Gr and the rotation speed Np (Gr · Np +
α) is compared with the rotation speed Nt, and Nt <(Gr · Np +
α) is determined. This determination is based on the transmission 60
This is a determination as to whether or not the gear shifting operation has been almost completed. That is, theoretically, Nt = (Gr · Np) at the time of torque transmission after the shifting operation of the transmission 60 is completed, and here, in consideration of the detection error and the like, a constant α (for example, 50 rp) is used.
m), it is determined that the time when Nt <(Gr · Np + α) is reached is the time when the shift operation is almost completed. Then, until it is determined that the gear shifting operation is almost completed, the solenoid 64A is turned on and the overrun clutch 64 is in the non-engaged state (step S18), and then, it is determined that the gear shifting operation is almost completed. , The solenoid 64A is turned off to bring the overrun clutch 64 into the engaged state (step S19).

Therefore, the overrun clutch 64
Is determined to be when the torque transmission capacity is increasing, and then N
The engagement is performed after waiting the elapse of time until t <(Gr · Np + α), that is, the elapse of the time until the gear shifting operation of the transmission 60 is almost completed. On the other hand, the forward clutch 63, when the select range of the select lever is selected to the forward range (D, 2, 1 range),
That is, when the range determination means 3 outputs the forward range detection signal, the control section (not shown) brings the state into the fastening state. After all, when the torque transmission capacity is increased, the forward clutch 63 is first engaged, and then the overrun clutch 64 is engaged after a lapse of a deviation time until the gear shift operation of the transmission 60 is almost completed.

It is effective to suppress the shock when the clutch 64 is engaged by engaging the overrun clutch 64 after waiting for the completion of the shifting operation as in the present embodiment. Further, the engagement timing of the overrun clutch 64 can be optimally variably set according to the operating state of the transmission 60.

FIG. 10 shows that the overrun clutch solenoid 64A is turned off when the torque transmission capacity is increased when the select lever is selected from the N range to the D range.
The time point at which the overrun clutch 64 is in the engaged state is delayed by a predetermined deviation time T1. The time T1 corresponds to the elapsed time until the turbine speed Nt becomes Nt <(Gr · Np + α), as shown in the figure.

Other Embodiments When the torque transmission capacity is increased, the deviation time from the engagement of the forward clutch 63 to the engagement of the overrun clutch 64 is determined by the characteristics of the transmission 60 depending on the operating conditions. The setting method may be set, and the setting method may be changed in various ways, or may be changed according to the operating state of the transmission 60, the running state of the vehicle, and the like.

[0050]

As described above, according to the first aspect of the present invention.
The control device for an automatic transmission for a vehicle described in ( 2) and (2) is configured to engage an overrun clutch after a predetermined deviation time has elapsed after engaging a forward clutch during forward driving of a vehicle that requires an increase in torque transmission capacity. As a result, the select shock at the time of engaging those clutches can be reduced.

Further , the control device for an automatic transmission for a vehicle according to claims 1 and 2 of the present invention comprises a vehicle speed and a throttle.
By setting the deviation time from the engagement of the forward clutch to the engagement of the overrun clutch according to the opening degree , it is possible to optimally set the engagement timing of the overrun clutch according to the operating condition of the vehicle. it can.

[0052]

[0053]

[Brief description of drawings]

FIG. 1 is a cross-sectional view showing an example of a transmission controllable by the present invention.

FIG. 2 is an explanatory diagram of an operating state of the transmission shown in FIG.

FIG. 3 is a block configuration diagram of a main part of the first embodiment of the present invention.

4 is an explanatory diagram of a determination method by a gear ratio determination unit shown in FIG.

5 is a flowchart for explaining the operation of the overrun clutch control means shown in FIG.

6 is an explanatory diagram of a change in operating pressure of an overrun clutch controlled by the overrun clutch control means shown in FIG.

FIG. 7 is an explanatory diagram of an example of changing the set time of the timer shown in FIG.

FIG. 8 is a block configuration diagram of a main part of a second embodiment of the present invention.

9 is a flowchart for explaining the operation of the overrun clutch control means shown in FIG.

FIG. 10 is a diagram for explaining the operation timing of the overrun clutch solenoid controlled by the overrun clutch control means shown in FIG.

[Explanation of symbols]

1 Overrun clutch control means 2 Select position sensor 3 Range discrimination means 4 vehicle speed sensor 5 Throttle sensor 60 transmission 61 Input axis 72 Output shaft 63 forward clutch 64 overrun clutch 64A solenoid for overrun clutch

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F16H 59:72 F16H 59:72 103: 12 103: 12 (56) Reference JP-A-4-113065 (JP, A) JP Japanese Patent Application Laid-Open No. 5-256352 (JP, A) Japanese Patent Application Laid-Open No. 1-220758 (JP, A) Japanese Patent Application Laid-Open No. 3-84258 (JP, A) Japanese Patent Application Laid-Open No. 4-136563 (JP, A) Japanese Patent Application Laid-Open No. 2-292568 (JP , A) JP-A-2-261958 (JP, A) JP-A-57-101153 (JP, A) JP-A-5-263913 (JP, A) JP-A-57-57945 (JP, A) JP-A- 5-26333 (JP, A) JP-A-3-56756 (JP, A) JP-A-6-109118 (JP, A) JP-A-3-213766 (JP, A) JP-A-4-54365 (JP, A) A) JP-A-62-106154 (JP, A) Actual development flat 2-333963 (JP, U) Actual development flat 2-4057 (JP, U) (58) Field (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (2)

(57) [Claims] 1. A forward clutch is engaged to transmit torque from an input shaft side of a transmission to an output shaft side through a forward clutch and a forward one-way clutch when a vehicle is driven forward, and an overrun occurs during engine braking. The overrun clutch is engaged to transmit torque from the output shaft side of the transmission to the input shaft side through the clutch, and the forward clutch and the overrun clutch are engaged when the vehicle is driven forward to increase the torque transmission capacity. In a control device for an automatic transmission for a vehicle that engages a clutch together, during forward driving of a vehicle in which the torque transmission capacity is required to increase, the overrun clutch is engaged after a predetermined deviation time has elapsed after the forward clutch is engaged. and control means for fastening a vehicle speed detecting means for detecting a vehicle speed, before When the deviation as the vehicle speed the vehicle speed detecting means for detecting a high
A control device for an automatic transmission for a vehicle, comprising: setting means for setting a short time . 2. A forward clutch when driving a vehicle forward.
And the forward one-way clutch
In order to transmit torque from the force shaft side to the output shaft side,
When the word clutch is engaged and the engine brake is working
The output shaft side of the transmission through the overrun clutch.
The overrun to transmit torque from the input shaft to the input shaft
It is required to engage the clutch and increase the torque transmission capacity.
When the vehicle is driven forward,
Automatic gear shift for vehicles with overrun clutch engaged together
Forward drive of a vehicle for which an increase in the torque transmission capacity is required in a machine control device
Sometimes, after engaging the forward clutch,
After the lag time has elapsed, engage the overrun clutch
And a control unit that, a throttle opening detection means for detecting a throttle opening, throttle opening said throttle opening detecting means for detecting
The larger the value, the shorter the deviation time
A control device for an automatic transmission for a vehicle, which is characterized by being provided .