JP4224066B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission that is mounted on a vehicle and that reduces fluctuations in torque generated by a prime mover and transmitted to the automatic transmission.

A conventional start control device for a vehicle equipped with an automatic transmission includes an engine speed detecting means, a torque converter, and a vehicle equipped with an automatic transmission that shifts and outputs engine (prime motor) rotation input via a torque converter. A speed ratio detection unit, a stall start detection unit, and an engine output reduction unit are provided.
The engine speed detection means detects the engine speed. The torque converter speed ratio detecting means detects a torque converter speed ratio which is a ratio of the input / output rotational speed of the torque converter. The stall start detection means detects the stall start state of the vehicle based on the engine speed and the torque converter speed ratio. The engine output reduction means reduces the output of the engine when the stall start state of the vehicle is detected (see, for example, Patent Document 1).

Further, a conventional start control device for an automatic transmission is a device that shifts and outputs an engine rotation input via a torque converter, and includes a stall torque start region determination means and a torque converter torque amplification action reduction means. I have.
The stall torque start area determination means determines whether or not the operation area is where the stall torque is generated. The torque converter torque amplification reducing means is a torque transmitted to the input side of the automatic transmission via the lock-up clutch when it is determined that the stall torque is generated based on the output of the stall torque start area determining means. Reducing the relative rotation between the input and output elements of the torque converter until the transmission input torque determined according to the torque transmitted to the input side of the automatic transmission through the torque converter is less than or equal to the allowable value, The torque amplification effect by the torque converter is ensured and reduced (see, for example, Patent Document 2).

JP-A-8-58434 Japanese Patent No. 3465408

In the conventional start control device for a vehicle equipped with an automatic transmission described in Patent Document 1 and the conventional start control device for an automatic transmission described in Patent Document 2, when the stall start state of the vehicle is detected, the engine The output is reduced, the torque transmitted to the input side of the automatic transmission is reduced, the operability when starting the vehicle is improved, and the durability of the drive system is ensured.
However, these do not take into account the start of a vehicle that requires fine speed adjustment.

That is, for example, when the vehicle is started from a stopped state, if there are obstacles around the vehicle, speed adjustment in the very low speed region is necessary. Further, when the road surface has a gradient or there are projections on the road surface, the running resistance temporarily increases due to the gradient or projections, and the vehicle is in a high load state.
Therefore, the driver needs to generate torque that overcomes the running resistance by operating the accelerator.

Here, the torque transmitted to the input side of the automatic transmission, which is generally the sum of the torque generated from the engine and the amplified torque of the torque converter, increases rapidly due to the influence of the amplified torque. It is difficult to adjust a small amount of torque by operating the accelerator.
In addition, after the slope or protrusion is exceeded, the increase in running resistance disappears and the torque excessively increases. Therefore, if a torque more than necessary is output, the vehicle may jump out.

At this time, since the vehicle is stopped, the conventional automatic transmission start control device described in Patent Document 1 and the conventional automatic transmission start control device described in Patent Document 2 The stall start state of the vehicle is detected by increasing the slip rotation speed, and the torque transmitted to the input side of the automatic transmission is reduced.
However, since the start of the vehicle that requires fine speed adjustment is not taken into consideration, there is a problem that the torque is reduced more than necessary, and the torque that overcomes the running resistance cannot be obtained.

  An object of the present invention is to solve the above-described problems, and an object of the present invention is to provide a vehicle with a load applied to the vehicle higher than a predetermined value and a driver moving at a slower speed than the predetermined value. It is an object of the present invention to provide a control device for an automatic transmission capable of reducing torque fluctuations in a high-load slow start requesting state that requires starting.

A control device for an automatic transmission according to the present invention is a control device for an automatic transmission that is connected to a prime mover of a vehicle and has a torque converter including a lock-up clutch, and includes an input side and an output side of the automatic transmission. The slip rotation speed detection means for detecting the slip rotation speed indicating the difference in rotation speed, the vehicle speed detection means for detecting the vehicle speed of the vehicle, and the accelerator operation amount when the driver of the vehicle operates the accelerator provided in the vehicle. Accelerator operation amount detection means for detecting, and a high load for determining whether or not the load on the vehicle is in a high load state higher than a predetermined value and the driver requests the vehicle to start at a lower speed than the predetermined value A slow start request state determining means and a torque fluctuation reducing means for reducing fluctuations in torque generated by the prime mover and transmitted to the automatic transmission. Torque fluctuation reducing means for determining whether the vehicle is in a high load slow start request state based on at least one of the number, the vehicle speed, the accelerator operation amount, and the number of revolutions of the prime mover input from the prime mover control device Is the amplification of the torque converter according to the slip rotation speed by the slip direct connection control of the lock-up clutch when the vehicle is in the high load slow start request state and the slip rotation speed is equal to or higher than the second predetermined rotation speed. It suppresses torque and reduces torque fluctuations.

  According to the control device for an automatic transmission of the present invention, the high load slow start request state determination means requests the vehicle to start at a speed that is higher than a predetermined value and the driver has a speed lower than the predetermined value. The high load slow start request state is detected, and at this time, the torque fluctuation reducing means reduces the fluctuation of the torque generated in the prime mover and transmitted to the automatic transmission, so that the operability of the accelerator can be improved. it can.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, the same or corresponding members and parts will be described with the same reference numerals.

Embodiment 1 FIG.
1 is a block diagram showing a control device for an automatic transmission according to Embodiment 1 of the present invention together with peripheral devices.
In FIG. 1, an automatic transmission 3 that shifts the power generated by the engine 1 and outputs it to an output shaft 2 is connected to an engine 1 (prime mover) of the vehicle. The automatic transmission 3 is provided with a torque converter 5 including a friction type lock-up clutch 4.

  Here, the engine 1 is provided with an engine speed sensor 6 that detects the speed of the engine 1 as an engine speed signal Ne (s). The output shaft 2 is provided with a vehicle speed sensor 7 that detects the vehicle speed as a vehicle speed signal V (s). Further, the torque converter 5 is provided with a slip rotation speed sensor 8 that outputs a difference in rotation speed between the input side and the output side of the automatic transmission 3 as a slip rotation speed signal SL (s).

The engine 1 is connected to an engine control device 9 (control device for a prime mover) that controls the torque generated by the engine 1 and the like. The automatic transmission 3 is connected to a transmission control device 10 (automatic transmission control device) for controlling the slip direct coupling duty ratio and the like of the lockup clutch 4.
Here, the engine control device 9 and the transmission control device 10 are connected to each other.

The engine control device 9 includes an engine speed detection means 11 that detects the engine speed Ne from the engine speed signal Ne (s) input from the engine speed sensor 6.
The transmission control device 10 includes vehicle speed detection means 12, slip rotation speed detection means 13, accelerator operation amount detection means 14, high load slow start request state determination means 15, and torque fluctuation reduction means 16. Yes.

  The engine control device 9 and the transmission control device 10 are constituted by a microprocessor (not shown) having a CPU and a memory storing a program, and constitute the engine control device 9 and the transmission control device 10. Each block is stored in the memory as software.

The vehicle speed detection means 12 detects the vehicle speed V from the vehicle speed signal V (s) input from the vehicle speed sensor 7. The slip rotation speed detection means 13 detects the slip rotation speed SL from the slip rotation speed signal SL (s) input from the slip rotation speed sensor 8.
The accelerator operation amount detection means 14 detects the accelerator operation amount TV from the accelerator opening signal TV (s) detected by the accelerator operation amount sensor 18 when the driver operates the accelerator 17 provided in the vehicle.

  Based on the vehicle speed V, the slip rotational speed SL, the accelerator operation amount TV, and the engine rotational speed Ne detected by the engine rotational speed detecting means 11, the high load slow start request state determining means 15 determines whether the load applied to the vehicle is a predetermined value. It is determined whether or not the vehicle is in a high load slow start request state in which the driver is requesting start of the vehicle at a speed lower than a predetermined value.

  The torque fluctuation reducing means 16 is the slip rotation speed when the vehicle is in a high load slow start request state and the slip rotation speed SL is equal to or higher than a slip rotation speed reference threshold value NSL2 (second predetermined rotation speed) described later. The slip direct coupling duty ratio DTi, which is table data set according to SL, is output to the lockup clutch 4 as the slip direct coupling duty LU, and the slip direct coupling control of the lockup clutch 4 is executed to reduce torque fluctuation. .

Further, the torque fluctuation reducing means 16 uses the torque reduction rate TQi, which is table data set according to the engine speed Ne, when the vehicle is in the high load slow start request state, as the torque reduction request amount Tdw, as an engine control device. 9 to execute a torque reduction request.
Here, the torque fluctuation is prevented by increasing the torque reduction request amount as the generated torque increases.

  The operation of the high load slow start request state determination unit 15 shown in FIG. 1 for determining whether the high load slow start request state is established will be described below with reference to the flowchart of FIG. Note that this operation is periodically repeated.

First, it is determined whether or not the accelerator operation amount TV is smaller than the accelerator operation amount threshold value TV1 (first predetermined operation amount) (step S21).
Here, by comparing the accelerator operation amount TV with the accelerator operation amount threshold value TV1, it is possible to distinguish from the stall test performed in the maintenance process, and to avoid the influence on the stall test.
The accelerator operation amount threshold value TV1 is a value sufficient for the vehicle to start, and is based on an accelerator lower limit value TVMIN (second predetermined operation amount) for preventing engine stall due to a decrease in the torque generated by the engine 1. Is set to a sufficiently large value.

If it is determined in step S21 that the accelerator operation amount TV is smaller than the accelerator operation amount threshold TV1 (that is, Yes), the vehicle speed threshold V1 (first predetermined value) is set. It is determined whether or not the vehicle speed is smaller than (vehicle speed) (step S22).
Here, by comparing the vehicle speed V with the vehicle speed threshold value V1, it is determined whether or not the driver requests the vehicle to start at a speed slower than a predetermined value.

  If it is determined in step S22 that the vehicle speed V is smaller than the vehicle speed threshold value V1 (that is, Yes), the slip rotation speed lower limit threshold value NSL1 (the first rotation speed SL) (the first rotation speed SL) is arbitrarily set. It is determined whether or not it is equal to or greater than a predetermined number of revolutions (step S23).

If it is determined in step S23 that the slip rotation speed SL is equal to or greater than the slip rotation speed lower limit threshold value NSL1 (that is, Yes), the duration measurement counter is counted up (step S24), and the duration time is increased. It is determined whether or not the value of the measurement counter is greater than or equal to the duration determination threshold value T1 (step S25).
The duration measurement counter is, for example, a register provided in the high load slow start request state determination means 15.

  Here, when the slip rotational speed SL is compared with the slip rotational speed lower limit threshold value NSL1, and it is determined that the slip rotational speed SL is equal to or greater than the slip rotational speed lower limit threshold value NSL1, the duration measurement counter is It is determined whether or not the vehicle starts in a high load state in which the load applied to the vehicle is higher than a predetermined value by determining whether or not the duration determination threshold value T1 is equal to or greater.

That is, even when it is determined that the slip rotational speed SL is equal to or higher than the slip rotational speed lower limit threshold value NSL1, for example, when the vehicle suddenly starts and the vehicle is not in a high load state, the time As time passes, the vehicle speed V becomes larger than the vehicle speed threshold value V1.
The duration determination threshold value T1 is necessary and sufficient for the vehicle speed V to be greater than the vehicle speed threshold value V1 in the above case for the purpose of excluding, for example, a case where the vehicle has suddenly started. Set to

  On the other hand, when it is determined in step S21 that the accelerator operation amount TV is equal to or greater than the accelerator operation amount threshold TV1 (ie, No), in step S22, the vehicle speed V is equal to or greater than the vehicle speed threshold V1 (ie, If it is determined that the slip rotation speed SL is smaller than the slip rotation speed lower limit threshold NSL1 (that is, No), the duration measurement counter is set to “0”. "(Step S26), and the process proceeds to step S25.

  If it is determined in step S25 that the duration measurement counter is equal to or greater than the duration determination threshold T1 (ie, Yes), it is determined that the high load slow start request state is established (step S27). The accelerator operation amount TV0 at this time is stored (step S28), and the process of FIG.

  On the other hand, if it is determined in step S25 that the duration measurement counter is smaller than the duration determination threshold T1 (that is, No), the processing in FIG.

  Next, an operation in which the torque fluctuation reducing means 16 shown in FIG. 1 controls the lockup clutch 4 will be described with reference to the flowchart of FIG. Note that this operation is periodically repeated.

First, it is determined whether or not the high load slow start request state is established (step S31).
In step S31, when it is determined that the high load slow start request state is established (that is, Yes), it is determined whether or not the slip rotation speed SL is equal to or greater than the slip rotation speed reference threshold value NSL2. (Step S32).

Here, by setting the slip rotation speed reference threshold value NSL2, a slip rotation speed SL at least equal to or less than the slip rotation speed reference threshold value NSL2 is secured, and the torque converter 5 corresponding to the slip rotation speed SL is amplified. Torque can be obtained and engine stall can be prevented when the high load slow start request state is not established.
Further, the slip rotation speed reference threshold value NSL2 is set to a value larger than the slip rotation speed lower limit threshold value NSL1 in accordance with the required amplification torque.

  If it is determined in step S32 that the slip rotation speed SL is equal to or greater than the slip rotation speed reference threshold value NSL2 (that is, Yes), the slip direct connection duty that is table data set in accordance with the slip rotation speed SL. The rate DTi is set to the slip direct coupling duty LU (step S33), and the processing of FIG.

  Here, in the lockup clutch 4, by performing slip direct coupling control based on the slip direct coupling duty LU set in step S33, an increase in the slip rotation speed SL with respect to a change in the accelerator operation amount TV is suppressed. Further, by suppressing the increase in the slip rotation speed SL, the amplified torque component of the torque converter 5 is reduced, and torque fluctuation is reduced.

  On the other hand, when it is determined in step S31 that the high load slow start request state is not established (ie, No), and in step S32, the slip rotation speed SL is smaller than the slip rotation speed reference threshold value NSL2 ( In other words, if it is determined as No), a value obtained by subtracting the slip direct coupling release reduction amount DF from the slip direct coupling duty LU0 of the previous cycle is set as the slip direct coupling duty LU (step S34), and the processing of FIG. .

Here, the slip direct coupling release reduction amount DF is an arbitrary predetermined value set to gradually decrease the slip direct coupling duty LU, and the slip direct coupling duty LU is a value having “0” as a minimum value.
Further, since the slip direct coupling duty ratio DTi is a value used in a situation where the accelerator operation amount TV does not change greatly, it is stored as table data rather than a value that involves complicated calculations such as feedback.

  An operation in which the torque fluctuation reducing means 16 shown in FIG. 1 executes a torque reduction request to the engine control device 9 will be described with reference to the flowchart of FIG. Note that this operation is periodically repeated.

First, it is determined whether or not a high load slow start request state is established (step S41).
If it is determined in step S41 that the high load slow start request state is established (ie, Yes), a torque reduction request TQi, which is table data set according to the engine speed Ne, is requested. The amount Tdw is set (step S42), and the process of FIG. 4 is terminated.

Here, the torque reduction rate TQi is set so as to increase with an increase in the generated torque of the engine 1 determined based on the engine speed Ne, and is stored as table data.
Therefore, by executing the torque reduction request using the torque reduction request amount Tdw set in step S42, the increase rate of the generated torque of the engine 1 with respect to the accelerator operation amount TV is reduced, and the torque fluctuation is reduced. .
On the other hand, even in the case where the high load slow start request state is established, it is possible to respond by setting the torque reduction rate TQi to “0” in a region where the torque reduction request is not executed.

  On the other hand, if it is determined in step S41 that the high load slow start request state is not established (that is, No), a value obtained by subtracting the torque reduction request release reduction amount TF from the torque reduction request amount Tdw0 of the previous cycle. Is set to the torque reduction request amount Tdw (step S43), and the process of FIG.

  Here, the torque reduction request release reduction amount TF is an arbitrary predetermined value set to gradually decrease the torque reduction request amount Tdw, and the torque reduction request amount Tdw is a value having “0” as a minimum value. It is.

  Next, the operation of the high load slow start request state determination means 15 shown in FIG. 1 for determining whether the high load slow start request state is not established will be described with reference to the flowchart of FIG. This operation is repeatedly executed periodically, regardless of whether or not the high load slow start request state is established.

First, it is determined whether or not the vehicle speed V is equal to or higher than an arbitrarily set vehicle speed threshold value V2 (second predetermined vehicle speed) (step S51).
If it is determined in step S51 that the vehicle speed V is equal to or higher than the threshold value V2 (that is, Yes), it is determined that the high load slow start request state is not established (step S52), and the processing of FIG. finish.

  Here, by comparing the vehicle speed V with the vehicle speed threshold value V2, even if the vehicle performs normal acceleration from the high load slow start request state, the high load slow start request state is not established. Since the determination is made, the influence on the normal acceleration can be avoided.

On the other hand, when it is determined in step S51 that the vehicle speed V is smaller than the vehicle speed threshold value V2 (ie, No), the accelerator operation change amount threshold value TV2 (the accelerator operation change amount ΔTV is arbitrarily set). It is determined whether or not it is equal to or greater than a predetermined change amount (step S53).
Here, the accelerator operation change amount ΔTV indicates a change amount from the accelerator operation amount when it is determined that the vehicle is in the high load slow start request state, and the accelerator operation amount TV0 stored in step S28 of FIG. Using the current accelerator operation amount TVNOW, it is expressed by the following equation (1).

    ΔTV = | TV0−TVNOW | (1)

  If it is determined in step S53 that the accelerator operation change amount ΔTV is equal to or greater than the accelerator operation change amount threshold TV2 (that is, Yes), it is determined that the high load slow start request state is not established (step S52). ), The process of FIG.

When the vehicle is in the high load slow start request state, the driver operates the accelerator 17 in order to generate torque for overcoming the temporarily increased running resistance, so that the accelerator operation amount TV is within a certain range. Fits in.
Therefore, when the accelerator operation change amount ΔTV becomes larger than the accelerator operation change amount threshold value TV2, it is determined that the high load slow start request state is not established.

Here, when the accelerator operation changes in the torque decreasing direction and becomes larger than the accelerator operation change threshold value TV2, the generated torque of the engine 1 decreases.
Therefore, it is determined that the high load slow start request state is not established and the slip direct coupling control of the lockup clutch 4 is released, so that the engine stall can be prevented.

On the other hand, when the accelerator operation changes in the torque increasing direction and becomes larger than the accelerator operation change threshold value TV2, the generated torque of the engine 1 increases.
Therefore, it is determined that the driver has not already requested the start of the vehicle at a slow speed, it is determined that the high load slow start request state is not established, and the slip direct coupling control of the lockup clutch 4 is released, The amplified torque of the torque converter 5 can be used effectively.

On the other hand, when it is determined in step S53 that the accelerator operation change amount ΔTV is smaller than the accelerator operation change threshold value TV2 (that is, No), the accelerator operation amount TV is smaller than the accelerator lower limit value TVMIN. Is determined (step S54).
If it is determined in step S54 that the accelerator operation amount TV is smaller than the accelerator lower limit value TVMIN (that is, Yes), it is determined that the high load slow start request state is not established (step S52), and FIG. The process ends.

On the other hand, if it is determined in step S54 that the accelerator operation amount TV is equal to or greater than the accelerator lower limit value TVMIN (that is, No), the engine speed threshold Ne0 (predetermined) is arbitrarily set. It is determined whether or not the rotational speed is smaller than the motor speed (step S55).
If it is determined in step S55 that the engine speed Ne is smaller than the engine speed threshold value Ne0 (that is, Yes), it is determined that the high load slow start request state is not established (step S52). The process of FIG. 5 is terminated.

Here, by comparing the engine speed Ne with the engine speed threshold value Ne0, engine stall due to a decrease in the engine speed Ne can be prevented.
On the other hand, if it is determined in step S55 that the engine speed Ne is greater than the engine speed threshold value Ne0, the processing in FIG.

According to the control apparatus for an automatic transmission according to the first embodiment of the present invention, it is determined by the high load slow start request state determination means 15 that the high load slow start request state is established, and the slip rotational speed SL is set to the slip rotational speed. When it is equal to or greater than the reference threshold value NSL2, the torque fluctuation reducing means 16 executes slip direct coupling control of the lockup clutch 4.
Therefore, the fluctuation of the torque generated in the engine 1 and transmitted to the automatic transmission 3 is reduced, and the operability of the accelerator 17 can be improved.

Further, when it is determined that the high load slow start request state is established, the torque fluctuation reduction means 16 executes a torque reduction request to the engine control device 9.
Here, by increasing the torque reduction request amount as the generated torque increases, fluctuations in torque generated in the engine 1 and transmitted to the automatic transmission 3 are reduced, and the operability of the accelerator 17 is further improved. Can do.

  Further, since the signal line provided in the normal automatic transmission 3 can be used, it is not necessary to provide a new signal line, and torque fluctuation can be reduced without increasing the cost.

  Although the prime mover is the engine 1 in the first embodiment, the same effect can be obtained even if it is a motor.

It is a block diagram which shows the control apparatus of the automatic transmission which concerns on Embodiment 1 of this invention with a peripheral device. 3 is a flowchart showing an operation of the high load slow start request state determination means in FIG. 1 for determining whether a high load slow start request state is established. It is a flowchart which shows the operation | movement which the torque fluctuation reduction means of FIG. 1 controls a lockup clutch. It is a flowchart which shows the operation | movement which the torque fluctuation reduction means of FIG. 1 performs a torque reduction request | requirement with respect to an engine control apparatus. FIG. 3 is a flowchart showing an operation in which the high load slow start request state determination unit in FIG. 1 determines whether the high load slow start request state is not established.

Explanation of symbols

  1 engine (prime mover), 3 automatic transmission, 4 lock-up clutch, 5 torque converter, 9 engine control device (control device for prime mover), 10 transmission control device (control device for automatic transmission), 12 vehicle speed detection means, 13 slip rotational speed detection means, 14 accelerator operation amount detection means, 15 high load slow start request state determination means, 16 torque fluctuation reduction means, 17 accelerator, TV accelerator operation amount, TV1 accelerator operation amount threshold (first predetermined value) Operation amount), TVMIN accelerator lower limit (second predetermined operation amount), ΔTV accelerator operation change amount, TV2 accelerator operation change threshold value (predetermined change amount), V vehicle speed, V1 vehicle speed threshold value (first predetermined amount) Vehicle speed), V2 vehicle speed threshold (second predetermined vehicle speed), SL slip rotation speed, NSL1 slip rotation speed lower limit threshold ( 1st predetermined rotational speed), NSL2 slip rotational speed reference threshold (second predetermined rotational speed), Ne engine rotational speed, Ne0 engine rotational speed threshold (predetermined prime motor rotational speed).

Claims (4)

A control device for an automatic transmission having a torque converter connected to a prime mover of a vehicle and including a lock-up clutch,
Slip rotational speed detection means for detecting a slip rotational speed indicating a difference in rotational speed between an input side and an output side of the automatic transmission;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
An accelerator operation amount detection means for detecting an accelerator operation amount when a driver of the vehicle operates an accelerator provided in the vehicle;
High load slow start request state determination means for determining whether or not the load applied to the vehicle is in a high load state higher than a predetermined value and the driver is requesting start of the vehicle at a lower speed than the predetermined value. When,
Torque fluctuation reducing means for reducing fluctuations in torque generated by the prime mover and transmitted to the automatic transmission,
The high load slow start request state determination means is configured to determine whether the vehicle is based on at least one of the slip rotation speed, the vehicle speed, the accelerator operation amount, and the rotation speed of the prime mover input from the prime mover control device. Determine whether it is in a high load slow start request state,
When the vehicle is in a high load slow start request state and the slip rotation speed is equal to or higher than a second predetermined rotation speed, the torque fluctuation reducing means performs the slip fluctuation control by slip direct coupling control of the lockup clutch. A control device for an automatic transmission , which suppresses an amplification torque of the torque converter according to a rotational speed and reduces a fluctuation in torque.   The high load slow start request state determination means is configured such that the accelerator operation amount is less than a first predetermined operation amount, the vehicle speed is less than a first predetermined vehicle speed, and the slip rotation speed is not less than a first predetermined rotation speed. 2. The automatic transmission control device according to claim 1, wherein when the state continues for a predetermined time, the vehicle is determined to be in a high load slow start request state.   The high load slow start request state determination means is configured to determine whether the vehicle speed is equal to or higher than a second predetermined vehicle speed, the rotation speed of the prime mover is less than a predetermined prime mover rotation speed, the accelerator operation amount is less than a second predetermined operation amount, and the vehicle The vehicle is in a high load state when any of the conditions in which the amount of change in accelerator operation indicating the amount of change from the amount of operation of the accelerator when determined to be in the high load slow start request state is greater than or equal to a predetermined change amount. 3. The control device for an automatic transmission according to claim 1, wherein it is determined that the vehicle is not in a low speed start request state. The torque fluctuation reducing means, by performing the torque reduction request to the control device of the prime mover, according to any one of claims 1, characterized in that to reduce the fluctuation of the torque to claim 3 Control device for automatic transmission.

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