JP3556018B2 - Control device for automatic transmission - Google Patents

Description

【００５４】
【数２】
ｑ＝Ｔｃ１×（２π×ΔＮ）
【００５５】
【数３】
Ｔｃ１＝ＴＥ×Ｒｔ×ｉ
ここで、ｑは単位時間当たりの発熱量、Ｔｃ１は摩擦要素（クラッチ）への入力トルク、ΔＮは摩擦要素の滑り回転数、ＴＥは上述のエンジン出力トルク、ＲｔはトルクコンバータＴＣのトルク比、およびｉはクラッチ分担トルク比である。
【００５６】
なお、トルクコンバータＴＣのトルク比Ｒｔは、図９に示すトルクコンバータＴＣの性能図を用いて、エンジン回転数ＮＥに対するタービン回転数ＮＴの速度比ｅから求める。また、エンジン出力トルクＴＥはスロットルセンサ２２からスロットルバルブ開度により求められる。さらに、摩擦要素の滑り回転数ΔＮは、タービン回転数センサ２４からのタービン回転数ＮＴおよび車速センサ２５からの出力軸回転数ＮＰを検出し、当該変速段の遊星歯車の歯数から、摩擦要素の入力回転数に対するクラッチ回転数比を求めた上で算出する。
【００５７】
このようにして求めた総発熱量Ｑを図示すると、図１０に示すようになる。
【００５８】
上述のように、ステップＳ８０７において総発熱量Ｑが求められると、ステップＳ８０８に進み、当該摩擦要素における目標発熱量ＱＴと比較される。ここで、当該摩擦要素における目標発熱量ＱＴは、変速の種類、摩擦要素の種類、車速およびスロットルバルブ開度をパラメータとして設定する。その設定に際しては、摩擦要素における摩擦材のＱ−Ｎ線図より限界発熱量を求め、これに安全率を乗じて行う。
【００５９】
ステップＳ８０８において、総発熱量Ｑが目標発熱量ＱＴよりも大きいときにはステップＳ８０９に進み、当該摩擦要素を締結するための次回の作動油圧としての変速時のライン圧ＰＬを、ＰＬ＋αとする。ここで、αは発熱量を減少させるための所定の補正量であり、本実施例においては、今回の変速による締結動作はライン圧が低すぎて摩擦要素の多大な滑りよる発熱であるとして、ライン圧を若干上昇させるような値に設定されている。
【００６０】
ステップＳ８０８において、総発熱量Ｑが目標発熱量ＱＴよりも小さいときにはステップＳ８１０に進み、上述のステップＳ８０６で求めた締結時間Δｔが目標変速時間Ｔ に等しいか否かが判断される。等しいときにはこのルーチンを終了し、等しくないときはステップＳ８１１に進み、当該摩擦要素を締結するための次回の作動油圧としての変速時のライン圧ＰＬを、ＰＬ＋βとする。ここで、βは変速ショックを低減する変速時間補正のためのライン圧補正量として設定されている。
【００６１】
なお、上述の実施例においては、摩擦要素として自動変速機の変速のために選択的に使用されるものを例として説明したが、これはニュートラルレンジから前進または後退レンジへのセレクト時に締結される摩擦要素にも適用できる。さらに、前実施例で説明したロックアップ手段のクラッチに適用してもよい。
【００６２】
さらに、発熱量を減少させるパラメータとしてライン圧について述べたが、これはいずれのパラメータであってもよく、これは例えば前実施例で説明したエンジンの出力トルクを瞬時低下させることにより摩擦要素の入力トルクＴｃ１を低減することや、滑り回転数ΔＮを減ずるために変速車速を補正するようにしてもよい。
【００６３】
【発明の効果】
以上の説明から明らかなように、本発明によれば、状態判断手段がロックアップ手段の締結状態を判断し、かつ、スロットルバルブ状態検出手段がスロットルバルブの開度または開速度が所定値を越えた状態であること所定状態を検出したときには、出力トルク変更制御手段が出力トルク変更手段を所定時間作動させエンジン出力トルクを低下させ、そして、所定時間経過したときには、出力トルク変更制御手段は出力トルク変更手段を作動させ、エンジンの出力トルクを元の状態に復帰させるので、ロックアップ締結状態のときにおける「突き上げショック」や「ガクガク振動」が低減される。
【図面の簡単な説明】
【図１】本発明の自動変速機の制御装置の実施の一形態を示すブロック図である。
【図２】本発明実施例の自動変速機のロックアップ制御装置およびこの実施例を適用した自動変速機を示す全体図である。
【図３】実施例のトルクコンバータ部を示す説明図である。
【図４】実施例装置の制御手順の一例を示すフローチャートである。
【図５】従来例の作動を説明するグラフである。
【図６】本発明実施例の作動を説明するグラフである。
【図７】本発明の自動変速機の制御装置の他の実施の一形態を示すブロック図である。
【図８】実施例装置の制御手順の一例を示すフローチャートである。
【図９】トルクコンバータの性能図である。
【図１０】総発熱量を説明するグラフである。
【符号の説明】
ａ 自動変速機
ｂ 流体伝動装置
ｃ ロックアップ手段
ｄ ロックアップ制御手段
ｅ エンジン
ｆ 出力トルク変更手段
ｇ 状態判断手段
ｈ スロットルバルブ状態検出手段
ｊ 出力トルク変更制御手段
（Ａ） 摩擦要素
（Ｂ） 作動油圧制御手段
（Ｃ） 自動変速機
（Ｄ） 総発熱量演算手段
（Ｅ） 判断手段
（Ｆ） 補正手段[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a control device for an automatic transmission, and more particularly, to a device for controlling an output torque in conjunction with a lock-up state of a fluid fastener provided in the automatic transmission.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as a lockup control device of an automatic transmission, for example, a lockup control device described in Japanese Patent Application Laid-Open No. 5-106473 is known. The lock-up control device of this automatic transmission reduces the amount of heat generated by the friction material while shortening the time from the start to the end of lock-up, and at the same time, reduces the amount of shock at the time of lock-up. From the start to the end of the engagement, the output torque of the engine is reduced.
[0003]
Therefore, according to this conventional apparatus, it is possible to reduce the amount of heat generated by the friction material from the start to the end of the lockup and reduce the shock without impairing the response after the lockup engagement signal is output. It is.
[0005]
[Problems to be solved by the invention]
However, the above-mentioned prior art is intended only to reduce the shock from the start to the end of the lock-up engagement, and does not consider the shock generated after the lock-up engagement.
[0006]
Therefore, for example, when the vehicle is running in a lockup engagement state at a predetermined gear position, it cannot cope with a shock or the like caused by a driver's accelerator work. That is, for example, when the accelerator pedal is suddenly depressed and the throttle opening exceeds a predetermined value during traveling in the lock-up engagement state at the above-mentioned predetermined shift speed, the output torque of the engine also rapidly increases, and FIG. The longitudinal acceleration (G) as shown is generated. This initial large vibration is felt as a so-called "push-up shock", and the subsequent damper vibration of the lock-up device is felt as a so-called "jerky vibration", and both of them give discomfort to the occupants of the vehicle. .
[0009]
SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an automatic transmission that can reduce "thrust-up shock" and "jerky vibration" during lock-up. It is in.
[0011]
[Means for Solving the Problems]
In order to achieve such an object, an invention according to claim 1 is provided in a fluid transmission device of an automatic transmission, and includes a lock-up means for directly connecting an input side and an output side when fastened. In an automatic transmission control device including a lock-up control unit that controls engagement and disengagement of an up-up unit, an output torque changing unit that can change an output torque of an engine and a state of a throttle valve of the engine are detected. Throttle valve state detecting means, and the difference between the engine speed and the turbine speed of the fluid transmission device is equal to or less than a predetermined value, or the turbine speed is closer to the engine speed. A state in which the rate of change is equal to or greater than a predetermined value is detected, and the throttle valve state detecting means detects that the opening of the throttle valve exceeds a predetermined value. When it is detected that is characterized by an output torque changing control means for reducing the engine output torque is operated for a predetermined time the output torque changing means.
[0012]
According to a second aspect of the present invention, there is provided a lock-up means provided in a fluid transmission of an automatic transmission for directly connecting an input side and an output side at the time of fastening, and controlling engagement and disengagement of the lock-up means. An automatic transmission control device including a lock-up control unit for performing an output torque change unit that can change an output torque of the engine; a throttle valve state detection unit that detects a state of a throttle valve of the engine; The rotational difference between the engine speed and the turbine speed of the fluid transmission device is equal to or less than a predetermined value, or the state where the relative change rates of these two speeds on the side where the turbine speed approaches the engine speed is equal to or more than a predetermined value. And when the throttle valve state detecting means detects that the opening speed of the throttle valve exceeds a predetermined value, Characterized in that it comprises an output torque changing control means for causing the output torque changing means reduces the engine output torque is operated for a predetermined time.
[0020]
According to the first aspect of the invention, the state determination means determines that the lock-up means is not in the unlocked state, that is, the lock-up engagement operation or the lock-up engagement is in progress, and the throttle valve state detection means Detects a predetermined state, the output torque change control means operates the output torque change means for a predetermined time to reduce the engine output torque.
[0021]
Then, when the predetermined time has elapsed, the output torque change control means operates the output torque change means to return the output torque of the engine to the original state. In this way, the "push-up shock" and the "jerky vibration" in a state other than the lock-up release state are reduced.
[0023]
BEST MODE FOR CARRYING OUT THE INVENTION
Preferred embodiments of the present invention will be described in detail with reference to the embodiments illustrated in the accompanying drawings. Each example is provided by way of explanation of the invention, not limitation of the invention.
[0024]
FIG. 1 is a block diagram showing one embodiment of the present invention.
[0025]
The control device of the automatic transmission is provided in the fluid transmission device b of the automatic transmission a, lock-up means c for directly connecting the input side and the output side at the time of fastening, and fastening and unfastening of the lock-up means c. Lock-up control means d for controlling the output torque of the engine e, and an output torque changing means f capable of changing the output torque of the engine e; Means g, a throttle valve state detecting means h for detecting a state of a throttle valve of the engine e, and the state determining means g for determining a state other than an unlocked state of the lock-up means c. Output torque change control means j for operating the output torque change means f for a predetermined time to reduce the engine output torque when a predetermined state is detected. There.
[0026]
FIG. 2 is an overall view showing a control device of the automatic transmission according to the embodiment of the present invention and an automatic transmission to which the device of the embodiment is applied, wherein AT denotes the automatic transmission. The automatic transmission AT includes a torque converter TC as a fluid transmission device, a gear mechanism such as a planetary gear, and a transmission GT having a friction element (not shown) for fixing or connecting these mechanisms.
[0027]
The torque converter TC has a general structure as shown in FIG. 3, and is provided with a lock-up piston 1 for directly connecting the input side and the output side, that is, the pump impeller 3 and the turbine runner 5. In the figure, reference numeral 2 denotes a converter cover connected to the pump impeller 3, 4 denotes a stator, 6 denotes a one-way clutch, and the lock-up piston 1 is connected to a turbine runner 5 via a damper spring (not shown) as is well known. I have.
[0028]
The automatic transmission AT is provided with a control valve 7 and an AT control unit 8 as means for controlling the operation of the lock-up piston 1 and the transmission GT as shown in FIG. The optimum shift characteristic and gear position are selected in accordance with the running state such as the above.
[0029]
The AT control unit 8 controls the drive of a line pressure solenoid 10, a lock-up solenoid 11, shift solenoids 12 and 13, and a timing solenoid 14, as shown in FIG. , A full switch 21, a throttle sensor 22 for detecting a throttle valve opening, an engine speed sensor 23, a turbine speed sensor 24, a vehicle speed sensor 25, an oil temperature sensor 26, and an inhibitor switch 27. The lock-up solenoid 11 is a solenoid that controls a hydraulic pressure for obtaining a state of engagement and disengagement by the lock-up piston 1.
[0030]
Further, in this embodiment, the AT control unit 8 performs comprehensive control with an engine control unit 9 that controls the driving of each actuator of the engine E, and this AT control unit 9 is one of the actuators that performs the driving control. Further, a fuel indicator 15 as a torque changing means for changing the output torque is provided. That is, the output torque of the engine E is changed by adjusting the fuel injection amount by the injector 15. In addition, as means for changing the output torque in this way, a means for changing the throttle valve opening, a means for changing the ignition timing, and the like can be used.
[0031]
Here, control at the time of lock-up by the AT control unit 8 and the engine control unit 9 of the present embodiment will be described with reference to the flowchart of FIG. Note that the control of the engagement and the release of the engagement of the lock-up piston 1 will be omitted because the same control as that of the related art is performed.
[0032]
Step S401 is a reading step, in which the engine speed NE and the turbine speed NT are read, and the process proceeds to step S402.
[0033]
Step S402 is a step of calculating a rotational speed difference (NE-NT) between the engine rotational speed NE and the turbine rotational speed NT and a relative change rate d (NE-NT) / dt. Proceed to S403.
[0034]
Step S403 is a step of determining whether or not the lock-up engagement is released. If YES, the process proceeds to step S404, and if NO, the process proceeds to step S401. It should be noted that whether or not the lock-up engagement has been released is determined, for example, when the difference between the engine speed NE and the turbine speed NT is equal to or less than a predetermined value (for example, 100 rpm) and when the lock-up is being engaged, and If the relative change rate d (NE-NT) / dt on the side where the turbine speed NT approaches the engine speed NE shows a value equal to or greater than the predetermined value, the lock-up engagement is in progress, and In the case of, it is determined that the lockup is being released. As described above, the state determining means of the present invention comprises the engine speed sensor 23, the turbine speed sensor 24, and the AT control unit 8 in this embodiment.
[0035]
Step S404 is a step for judging a change in the state of the throttle valve due to the accelerator work of the driver. In this embodiment, the judgment is made based on whether or not the opening speed ΔTH of the throttle valve exceeds a predetermined value A. If the opening speed ΔTH of the throttle valve exceeds the predetermined value A, the process proceeds to step S405, and if not, the process returns to step S401. Instead of the determination based on the opening speed of the throttle valve, the state change may be determined based on whether or not the opening degree of the throttle valve has exceeded a predetermined value.
[0036]
Step S405 is a step of performing processing for lowering the output torque of the engine E, and after this processing, the flow proceeds to step S406. The output torque is reduced by reducing the fuel injection amount from the fuel injector 15. Therefore, the output torque change control means of the present invention is constituted by the AT control unit 8 and the engine control unit 9 in this embodiment.
[0037]
Step S406 is a step of judging whether or not a predetermined time has elapsed after the output torque lowering process. After waiting for the predetermined time, the process proceeds to step S407.
[0038]
Step S407 is a step of canceling the decrease in the output torque performed in step S405 and restoring the state of the original output torque (output torque based on the normal control), and one flow is completed as described above.
[0039]
Next, the operation of the embodiment will be described.
[0040]
For example, when a predetermined condition is satisfied such that the vehicle is at a predetermined shift speed at a predetermined vehicle speed or higher, the AT control unit 8 operates the lock-up solenoid 11 to optimally control the operating oil pressure of the lock-up piston 1. The fastening operation is performed to bring the torque converter TC into a lockup state.
[0041]
During the lock-up engagement or during the lock-up engagement, the output torque of the engine is directly transmitted to the output shaft of the automatic transmission at a predetermined gear through the damper spring. When the opening speed ΔTH of the throttle valve exceeds the predetermined value A in this state, that is, when the accelerator pedal is suddenly depressed, the output torque of the engine suddenly increases in the conventional device, causing the damper spring to bend. As a result, the torque is transmitted, and the “thrusting shock” and the “jerky vibration” associated with the return of the damper spring occur as described above.
[0042]
However, in the present embodiment, when the opening speed ΔTH of the throttle valve exceeds the predetermined value A during such lock-up engagement or during lock-up engagement, this is determined in steps S401 to S404 in FIG. In S405, the fuel injection amount of the injector 15 is reduced, and the output torque of the engine E is reduced for a predetermined time (Step S406).
[0043]
Therefore, as shown in FIG. 6, even when the accelerator pedal is suddenly depressed, the initial "push-up shock" is reduced, and "damping vibration" is reduced because the damper spring has a small deflection.
[0044]
The above-mentioned shock becomes more conspicuous when the accelerator pedal is depressed from the coasting state during lock-up engagement and the engine shifts to the engine drive side, particularly when the accelerator pedal is depressed at a higher speed. Therefore, in the present embodiment, the determination as to whether or not to reduce the engine output torque is made based on whether or not the opening speed ΔTH of the throttle valve has exceeded the predetermined value A. However, as described above, the opening degree may be used. Further, the predetermined value A differs from vehicle to vehicle depending on the characteristics of the engine, the circumference of the feet, the characteristics of the damper spring, and the like.
[0045]
When the reduction of the output torque of the engine E for a predetermined time is completed, the engine control unit 9 restores the output torque (step S407 in FIG. 4).
[0046]
As described above, the embodiments of the present invention have been described in detail with reference to the drawings. However, the specific configuration is not limited to the embodiments, and even if there is a design change or the like without departing from the gist of the present invention. Included in the present invention. For example, in the embodiment, the means for determining whether the lock-up is being performed or the lock-up is being performed is based on a signal from the engine speed sensor and the turbine speed sensor.場合 If the lock-up release is controlled, this state may be detected by a control signal output to the lock-up means.
Further, as a method of reducing the engine output shaft torque, ignition timing retard, boost pressure reduction and the like are also possible.
[0047]
Next, FIG. 7 is a block diagram showing another embodiment of the present invention.
[0048]
In an automatic transmission (C) including a friction element (A) that is engaged or disengaged by hydraulic operation and transmits torque at the time of engagement, and an operating oil pressure control unit (B) that controls an operating oil pressure of the friction element, The total heat value calculating means (D) for calculating the total heat value at the time of engagement of the friction element (A), and the target heat value of the friction element (A) and the total heat value calculated by the total heat value calculation means (D). Determining means for comparing the total heat value with the total heat value to determine whether the total heat value exceeds the target heat value; and determining that the total heat value exceeds the target heat value based on the determination by the determination means. And a correction means (F) for correcting at least one of the parameters contributing to heat generation by a predetermined amount in the direction of reducing the heat generation amount at the time of the next engagement of the friction element A.
[0049]
Here, control at the time of shifting by the AT control unit 8 and the engine control unit 9 of the present embodiment will be described with reference to the flowchart of FIG. In addition, as for the control for keeping the fastening time that completes the fastening from the start of the fastening, that is, the shifting time constant, the same control as the conventional technique described in the above-mentioned Japanese Patent Application Laid-Open No. 1-169164 is performed. The description is omitted here.
[0050]
In step S801, when it is determined that a shift by engaging a predetermined friction element has been started, a timer in the AT control unit 8 is started, and the process proceeds to the next step. Steps S801 to S803 are reading steps, and sequentially read the turbine speed NT from the turbine speed sensor 24, the output shaft speed NP of the automatic transmission and the output torque TE of the engine E from the vehicle speed sensor 25, and step S804. Proceed to. Steps S801 to S803 are repeated until it is determined in step S805 that the shift is completed. The determination as to whether or not the shift is completed can be made based on whether or not NP × Ri has become equal to NT, where Ri is the gear ratio after the shift.
[0051]
If it is determined in step S805 that the shift is completed, the process proceeds to step S806, where the shift time, that is, the engagement time Δt is obtained from the count value of the timer.
[0052]
Next, the process proceeds to step S807, where the total heat value Q 2 at the time of engagement in the above-described predetermined friction element is obtained by calculation using the following calculation formula.
[0053]
(Equation 1)

[0054]
(Equation 2)
q = Tc1 × (2π × ΔN)
[0055]
(Equation 3)
Tc1 = TE × Rt × i
Here, q is the amount of heat generated per unit time, Tc1 is the input torque to the friction element (clutch), ΔN is the slip rotation speed of the friction element, TE is the above-described engine output torque, Rt is the torque ratio of the torque converter TC, And i are clutch sharing torque ratios.
[0056]
Note that the torque ratio Rt of the torque converter TC is obtained from the speed ratio e of the turbine speed NT to the engine speed NE using the performance diagram of the torque converter TC shown in FIG. The engine output torque TE is obtained from the throttle sensor 22 based on the throttle valve opening. Further, the slip rotation speed ΔN of the friction element is determined by detecting the turbine rotation speed NT from the turbine rotation speed sensor 24 and the output shaft rotation speed NP from the vehicle speed sensor 25, and calculating the frictional element from the number of teeth of the planetary gear at the gear. Is calculated after calculating the clutch rotation speed ratio with respect to the input rotation speed.
[0057]
FIG. 10 shows the total calorific value Q obtained in this way.
[0058]
As described above, when the total heat generation amount Q is obtained in step S807, the process proceeds to step S808, and is compared with the target heat generation amount QT of the friction element. Here, the target heating value QT of the friction element is set with parameters of the type of shift, the type of friction element, the vehicle speed, and the throttle valve opening. At the time of setting, the critical heat value is obtained from the QN diagram of the friction material in the friction element, and the critical heat value is multiplied by the safety factor.
[0059]
In step S808, when the total heat generation amount Q is larger than the target heat generation amount QT, the process proceeds to step S809, and the line pressure PL at the time of a shift as the next operating oil pressure for engaging the friction element is set to PL + α. Here, α is a predetermined correction amount for reducing the amount of heat generation, and in the present embodiment, it is assumed that the fastening operation due to the current shift is heat generation due to the line pressure being too low and the friction element slipping too much. The value is set so as to slightly increase the line pressure.
[0060]
In step S808, when the total heat generation amount Q is smaller than the target heat generation amount QT, the process proceeds to step S810, and it is determined whether or not the engagement time Δt obtained in step S806 is equal to the target shift time T 2. If they are equal, this routine ends. If they are not equal, the process proceeds to step S811, and the line pressure PL at the time of the next shift as the operating oil pressure for engaging the friction element is set to PL + β. Here, β is set as a line pressure correction amount for shift time correction for reducing shift shock.
[0061]
In the above-described embodiment, the friction element that is selectively used for shifting the automatic transmission has been described as an example. However, this is engaged when the neutral range is selected from the forward range or the reverse range. Also applicable to friction elements. Further, the present invention may be applied to the lock-up means clutch described in the previous embodiment.
[0062]
Further, the line pressure has been described as a parameter for reducing the calorific value. However, this parameter may be any parameter. For example, the line pressure may be reduced by instantaneously reducing the output torque of the engine described in the previous embodiment. The transmission vehicle speed may be corrected in order to reduce the torque Tc1 or reduce the slip rotation speed ΔN.
[0063]
【The invention's effect】
As is apparent from the above description, according to the present invention, the state determination means determines the engagement state of the lockup means, and the throttle valve state detection means determines whether the opening or the opening speed of the throttle valve exceeds a predetermined value. When a predetermined state is detected, the output torque change control means operates the output torque change means for a predetermined time to reduce the engine output torque, and when a predetermined time has elapsed, the output torque change control means outputs the output torque. Since the change means is operated to return the output torque of the engine to the original state, "thrust-up shock" and "jerky vibration" in the locked-up engagement state are reduced.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an embodiment of a control device for an automatic transmission according to the present invention.
FIG. 2 is an overall view showing a lock-up control device for an automatic transmission according to an embodiment of the present invention and an automatic transmission to which the embodiment is applied.
FIG. 3 is an explanatory diagram showing a torque converter section of the embodiment.
FIG. 4 is a flowchart illustrating an example of a control procedure of the embodiment apparatus.
FIG. 5 is a graph illustrating the operation of a conventional example.
FIG. 6 is a graph illustrating the operation of the embodiment of the present invention.
FIG. 7 is a block diagram showing another embodiment of the control device for the automatic transmission according to the present invention.
FIG. 8 is a flowchart illustrating an example of a control procedure of the embodiment device.
FIG. 9 is a performance diagram of a torque converter.
FIG. 10 is a graph illustrating a total calorific value.
[Explanation of symbols]
a automatic transmission b fluid transmission device c lock-up means d lock-up control means e engine f output torque change means g state determination means h throttle valve state detection means j output torque change control means (A) friction element (B) working oil pressure Control means (C) Automatic transmission (D) Total heating value calculation means (E) Judgment means (F) Correction means

Claims (2)

Lock-up means provided in the fluid transmission of the automatic transmission, and which directly connects the input side and the output side at the time of fastening,
A control device for an automatic transmission including a lock-up control unit that controls engagement and disengagement of the lock-up unit.
Output torque changing means capable of changing the output torque of the engine;
Throttle valve state detection means for detecting the state of the throttle valve of the engine;
The difference between the rotation speed of the engine and the rotation speed of the turbine of the fluid transmission device is equal to or less than a predetermined value. When a certain state is detected, and when the throttle valve state detecting means detects that the opening degree of the throttle valve exceeds a predetermined value, the output torque changing means is operated for a predetermined time to reduce the engine output torque. A control device for an automatic transmission, comprising: an output torque change control means for reducing the output torque. Lock-up means provided in the fluid transmission of the automatic transmission, and which directly connects the input side and the output side at the time of fastening,
A control device for an automatic transmission including a lock-up control unit that controls engagement and disengagement of the lock-up unit.
Output torque changing means capable of changing the output torque of the engine;
Throttle valve state detection means for detecting the state of the throttle valve of the engine;
The difference between the rotation speed of the engine and the rotation speed of the turbine of the fluid transmission device is equal to or less than a predetermined value. When a certain state is detected, and when the throttle valve state detecting means detects that the opening speed of the throttle valve exceeds a predetermined value, the output torque changing means is operated for a predetermined time to reduce the engine output torque. A control device for an automatic transmission, comprising: an output torque change control means for reducing the output torque.

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