JPH1122814A - Gear shift transient control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear shift transient control device for automatic transmission, which enables coordination of the feedback control for the engaging pressure of a friction engagement element at the time of shifting with the torque- down control of the engine at shifting and which can establish a further enhancement of the shifting feeling. SOLUTION: A gear shift transient control device for an automatic transmission is equipped with a control unit 4 (torque-down means) which reduces the engine torque during shifting by a certain amount set previously and a control unit 2 (feedback control means, torque-down amount setting means) which makes feedback control of the engaging pressure through a duty solenoid valve 3 (liquid pressure control element) so that the actual input shaft revolving speed of a shifting mechanism 11 during shifting becomes identical to the target revolving speed in accordance with the degree of throttle opening and the engine load and also sets the torque-down amount at the present shifting on the basis of the change mode of the correction amount of the engaging pressure in the feedback control at the previous run of shifting.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift transient control device for performing feedback control during shifting of a hydraulic pressure supplied to a friction engagement element of a transmission mechanism in an automatic transmission.
The present invention relates to a shift transient control device for an automatic transmission, which achieves harmony between the feedback control and the torque reduction control of the engine at the time of shifting, thereby contributing to further improving the shift feeling.

[0002]

2. Description of the Related Art Generally, as an automatic transmission for a vehicle,
2. Description of the Related Art It has become widespread to input the rotation of an engine via a torque converter, change the speed by a transmission mechanism having a plurality of planetary gear sets, and output the speed to a propeller shaft (axle side). A transmission mechanism in this type of automatic transmission transmits the rotation of the input shaft from the torque converter to a specific gear or carrier that constitutes a planetary gear according to the shift position, or controls the rotation of the specific gear or carrier. Usually, a plurality of hydraulic friction engagement elements such as clutches and brakes are provided to transmit power to the output shaft as appropriate or to restrain rotation of a specific gear or carrier as appropriate.

[0003] When a solenoid valve or the like incorporated in the hydraulic control circuit is controlled, the friction engagement element is engaged or released to perform gear shifting. In this case, when the frictional engagement element switches from disengagement to engagement or from engagement to disengagement, if the change in the fastening force does not progress appropriately, there is a problem that an excessive torque shock occurs. For example, in upshifting, the first stage of shifting (the so-called torque phase) ends when the load on the disengagement side frictional engagement element decreases to zero, and the stage after the point at which the effective gear ratio starts to change (the so-called inertia phase). Then, by appropriately increasing the engagement capacity of the engagement-side friction engagement element (that is, the supply hydraulic pressure),
It is necessary to reduce the input shaft rotation speed of the transmission mechanism at an appropriate rate of change.

In this case, if the engagement capacity is too large, the input shaft speed rapidly decreases and the shift time required for upshifting is shortened, but the output shaft torque temporarily increases and becomes large. Shift shock occurs. On the other hand, if the engagement capacity is too small, the shift time becomes too long, resulting in a crisp shift feeling.

Therefore, conventionally, for example, Japanese Patent Laid-Open No. 3-374 is disclosed.
As disclosed in Japanese Patent Publication No. 70-70, a control method for changing the input shaft rotation speed of the transmission mechanism with a predetermined change characteristic by feedback-controlling a hydraulic pressure (engagement pressure) at the time of shifting supplied to the friction engagement element. There is. Further, as described in the above publication, learning control for correcting the initial value of the engagement pressure at the time of the next shift, based on the control result of the feedback control (change mode of the correction amount), is also known. I have.

[0006]

By the way, in the above-mentioned conventional control method, the oil pressure during shifting can be kept closer to the optimum value, and so-called shed shift (shift from ideal oil pressure during shifting) can be prevented. Decrease. However, conventionally, since the hydraulic pressure at the time of gear shifting, which is adjusted every time in real time by the above-described feedback control and the initial value thereof is corrected, and the input torque from the engine at the time of gear shifting are not always in harmony, it is not always possible to further increase gear shifting. There was a problem in terms of improving the ring.

That is, due to variations in the engine performance and the hydraulic pressure adjustment circuit of the transmission, for example, the input torque from the engine at the time of gear shifting is adjusted by the above-described feedback control or learning control. If it is greater than the capacity, this frictional engagement element will slip every time. Therefore, as shown in FIG.
The measured value Nt _{1 of} t temporarily exceeds the target value Nt _0, and the end point of the torque phase (that is, the start point of the inertia phase) is shifted from the target time point T ₀ to the time point T ₁ .
Accordingly, the output shaft torque Tp of the transmission shifts from the target waveform Tp ₀ to Tp ₁ , and the so-called torque pull-in (temporary decrease in torque) in the torque phase becomes large in the time axis direction, and the transmission is shifted. There was a problem that the feeling deteriorated.

[0008] It has been conventionally practiced to uniformly reduce the engine torque during gear shifting to suppress gear shift shock. Also, for example, Japanese Patent Application Laid-Open No. 61-119
As disclosed in Japanese Unexamined Patent Publication No. 432/1988 and Japanese Unexamined Patent Publication No. 61-119434, the amount of torque reduction during the next shift is determined in accordance with the deviation from a reference value of a shift parameter (shift time, engine speed, etc.) It is also known to change. However, it has not been conventionally performed to control the engine torque to a more preferable value based on the control result of the feedback control as described above.

Accordingly, the present invention provides an automatic transmission in which the feedback control of the engagement pressure of the friction engagement element during gear shifting and the engine torque down control during gear shifting are achieved, and the shift feeling is further improved. It is an object of the present invention to provide a shift transient control device.

[0010]

In order to achieve the above object, a shift transient control device for an automatic transmission according to claim 1 is provided.
A shift transient control device for an automatic transmission, comprising: a shift mechanism that performs a shift by engagement / release switching of a plurality of friction engagement elements; and a hydraulic pressure control element that controls an engagement pressure of the friction engagement elements. Feedback control means for performing feedback control of the engagement pressure via the hydraulic pressure control element so that the actual input shaft rotation speed of the transmission mechanism during shifting is adjusted to a target rotation speed according to a throttle opening and an engine load; Based on a torque-down means for reducing the engine torque during the shift by a set torque-down amount and a change mode of the correction amount of the engagement pressure in the feedback control during the previous shift, And torque-down amount setting means for setting the torque-down amount.

According to a second aspect of the present invention, there is provided a shift transient control device for an automatic transmission, wherein the torque down amount setting means functions only when the correction amount at the time of the previous shift is positive, and the torque down amount setting means at the time of the current shift. In addition to the configuration in which the torque down amount is set, when the correction amount in the previous shift is negative, the engagement value for changing the initial value of the engagement pressure in the current shift is set so as to cancel the correction amount. A pressure initial value changing means is further provided.

According to a third aspect of the present invention, there is provided a shift transient control apparatus for an automatic transmission, wherein the torque down amount setting means sets the torque down amount separately for each type of shift.

[0013]

An embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the shift transient control device of the present embodiment includes a turbine speed measurement unit 1,
It comprises a control unit 2 for the transmission, a duty solenoid valve 3 and a control unit 4 for the engine.

Here, the turbine speed measuring means 1 determines the input shaft speed Nt of the transmission mechanism 11 in the automatic transmission 10.
(In this case, a sensor for detecting the number of rotations of the rotating shaft connected to the turbine runner of the torque converter 12).

Next, the control unit 2 includes a feedback control unit, a torque down amount setting unit,
And an engagement pressure initial value changing means, specifically, a microcomputer which operates according to a preset program and has a memory for storing various set values. In this case, the control unit 2 performs the feedback control of the engagement pressure of the engagement side frictional engagement element in the inertia phase during the gear shift by the processing shown in the flowcharts of FIGS. 2 and 3 described later, and corrects the feedback control. Based on the amount, determine the amount of torque reduction of the engine in the next shift,
In addition, it is characterized in that the initial value of the engagement pressure is corrected.

The duty solenoid valve 3 is
A pressure adjusting means, which corresponds to a hydraulic control element of the present invention and is incorporated in a hydraulic control circuit provided at a lower portion of a transmission mechanism casing, operates in accordance with a hydraulic control signal of the control unit 2 to output an oil pump (not shown). This is to adjust the line pressure, which is the pressure, to adjust the hydraulic pressure (ie, the engagement pressure) supplied to the friction engagement element of the transmission mechanism.

The control unit 4 for the engine is an engine 2 also composed of a microcomputer.
The zero control means performs various commonly known electronic controls of the engine, such as ignition timing control, intake air amount control, fuel supply amount control, opening / closing valve opening / closing timing control, and supercharging pressure control.
In this case, the control unit 4 has a function of reducing the output torque of the engine at the time of shifting according to the torque reduction amount set in the processing of the control unit 2 in accordance with the torque reduction command from the transmission control unit 2. And constitutes the torque-down means of the present invention.

Here, the torque reduction is specifically realized by adjusting the ignition timing of the engine 20, the intake air amount, the fuel supply amount, the opening / closing timing of the intake / exhaust valve, or the supercharging pressure. Is done. Further, in this case, at the time of shifting, the torque is always reduced by a predetermined constant amount, and the torque down amount based on the correction amount of the feedback control described later is added to this constant amount.
A configuration in which only the torque reduction of the torque reduction amount based on the correction amount of the feedback control described later may be performed.

The control of the oil pressure of the disengagement side frictional engagement element during gear shifting or the control of the engagement side oil pressure in the torque phase may be performed by, for example, the control unit 2 in the conventional manner. Are characterized in feedback control of the hydraulic pressure on the engagement side and in the torque-down amount determination processing based on the correction amount of the feedback control, and the description of the other control processing will be omitted. Also, the configuration and operation of the transmission 10 and the engine 20 are not particularly limited in the present invention, and a description thereof will be omitted.

Next, the hydraulic control process of the frictional engagement element on the engagement side in the inertia phase during gear shifting by the control unit 2 will be described with reference to the flowchart of FIG.
The series of processing shown in FIG. 2 is a part (subroutine) of the processing executed by the control unit 2.
For example, it is repeatedly executed at regular intervals during a shift. First, in step S2, it is determined whether or not an inertia phase during shifting is detected. If detected, the process proceeds to step S4, and if not, the process proceeds to step S14. In step S14, the integrated values ΔP and Sum described later are reset to zero.

Here, the inertia phase detection is performed by detecting the start of the inertia phase, which is the second stage of the shift, for example, according to the following principle. That is,
At the start of the inertia phase, the rotation speed Nt of the transmission mechanism input shaft detected by the turbine rotation speed measurement means 1
However, if it is an upshift, it starts to decrease sharply.
Therefore, when such a change in the rotational speed is detected,
It is determined that the inertia phase has started.

Next, at step S4, the input shaft speed N
The target change rate dN ₀ of t is calculated. This calculation is performed, for example, as follows. That is, the difference (change amount ΔNt) between the actual input shaft rotation speed Nt based on the measured value at that time and the input shaft rotation speed Nt after shifting obtained from the vehicle speed and the gear ratio after shifting is determined by the throttle opening. A value ΔNt / T obtained by dividing by a time T until a predetermined shift time set in advance according to the degree, the engine load, and the like is set as a target change rate dN ₀ .

Next, in step S6, the actual change in the input shaft speed Nt at that time is calculated from the actual input shaft speed Nt obtained at that time based on the output signal of the turbine speed measurement means 1. The rate dNt is calculated and read. The calculation of the actually measured value of the input shaft rotation speed Nt is performed in a separate process at a cycle of, for example, 10 msec. Based on the difference between the previous value and the current value, the change rate dNt (per unit time) Is determined.

Next, in step S8, a feedback correction amount Cof of the hydraulic pressure is obtained from the values of dN ₀ and dNt obtained in steps S4 and S6 by a proportional integration method, and the integrated value of the correction amount Cof during the inertia phase is obtained. ΔP is determined. More specifically, the correction amount Cof and the integrated value Δ are calculated by, for example, the following equations (1) to (4) based on preset constants Ki and KP.
P is required.

Sum = Sum + Ki × (dN ₀ −dNt) (1) Pro = KP × (dN ₀ −dNt) (2) Cof = Sum + Pro (3) ΔP = ΔP + Cof (4)

Next, at step S10, the input torque Tvo determined from the intake pressure of the engine and the throttle opening degree.
Also, the required hydraulic pressure PL at the time of shifting is obtained from the shifting type based on a known function.

In step S12, step S8
Is added to the feedback correction amount Cof obtained in step S10, the required hydraulic pressure PL obtained in step S10, and a learning value ΔPold described later registered in the previous same type of shift, and the final control amount PLout of the hydraulic control is obtained. Is required,
A hydraulic control signal corresponding to this value is output to the duty solenoid valve 3. Although not shown in FIG. 2,
At the end of the shift, the correction amount Co obtained in step S8
A process of registering the integrated value ΔP of f as the learning value ΔPold for each shift type is performed. Then, the learning value Δ of the correction amount
In this case, Pold has a meaning as a correction amount of the present invention or a change mode of the correction amount.

Next, the process of determining the amount of torque reduction of the engine by the control unit 2 will be described with reference to the flowchart of FIG. Note that the series of processes shown in FIG. 3 is performed as a part (subroutine) of the process executed by the control unit 2 every time a shift is performed, from the end of the shift to the start of the next shift. . First, in step S22, the learning value ΔPold of the correction amount obtained and registered by the processing shown in FIG. 2 is read.

Next, in step S24, it is determined whether or not the learning value ΔPold of the correction amount is a plus value. If the learning value ΔPold is plus, the process proceeds to step S26. If the value of ΔPold is 0 or minus, the torque reduction amount is reduced. Do not update
A series of processing ends. When the value of ΔPold is 0 or less, the previously set torque down amount is maintained as it is. If the value of ΔPold has never been positive and the torque down amount has never been updated, the previously set constant amount is maintained as the torque down amount during shifting.

Next, in step S26, step S2
The type of shift at the time when the learning value ΔPold of the correction amount read in step 2 is obtained is read. In step S28, for example, the following equation (5) is used to calculate ΔPold from the value of ΔPold read in step S22 and the shift type read in step S26 to convert ΔPold into engine torque, thereby obtaining the torque reduction amount. The correction amount ΔTe is obtained.

ΔTe = μ · D · n · A · ΔPold (5) The above equation (5) is for the case where the frictional engagement element on the fastening side is of a hydraulically driven multi-plate type, where μ is the friction The friction coefficient of the friction surface of the engagement element, D is the effective diameter of the friction engagement element, n is the number of plates of the friction engagement element, and A is the pressure receiving area of the drive piston.

Next, in step S30, the value of ΔPold is reset to 0, and then in step S32, the determined torque down amount is output and used for the torque down control by the control unit 4 in the next same type of shift. .

In the control process described above, step S2
By treatment ～S12, so that the input shaft speed Nt in the inertia phase during shifting changes at a predetermined change rate dN _0, the engagement pressure of the frictional engagement elements of the transmission mechanism 11 (a so-called line pressure) is feedback-controlled You. And
In each control cycle during this control, the pressure correction value Cof obtained each time in step S8 is integrated every time in the process of step S8, and this integrated value ΔP is
After the shift is completed, it is registered as ΔPold for each shift type.

Next, if the value of ΔPold registered as described above is positive by the processing of steps S22 to S32, the value corresponding to the value of ΔPold converted to engine torque is applied so as to cancel this correction amount. The torque reduction amount of the shift type is increased and corrected and updated and set.

Therefore, when the actual engagement pressure at the time of shifting, which is adjusted by feedback control or the like, is insufficient with respect to the actual engine torque at the time of shifting, and the capacity of the friction engagement element is insufficient. , The value of ΔPold is a positive value of a magnitude corresponding to the degree of the shortage, and the engine torque Te is further reduced by the amount corresponding to the shortage at the time of the next same type of shift. Become.

Accordingly, the above-described problem that occurs when the engine torque is relatively high as shown in FIG. 4 is always corrected in the second and subsequent shifts of the same type, and is improved as shown by a dotted line in FIG. As a result of the shift characteristic, shortening of the torque phase time and reduction of the torque pull-in amount in the torque phase are achieved, and the effect of obtaining a better shift feeling is achieved.

In the control of this embodiment, when the learning value ΔPold of the correction amount in the above-described feedback control is equal to or less than 0, the correction amount is canceled so as to cancel the correction amount in the next feedback control at the same kind of shift. The initial value of the engagement pressure is changed. That is, in this case, since the step S30 is not executed by the branch processing of the step S24, the value of ΔPold is maintained as it is. For this reason, in this case, in the feedback control in the next same type of shift, the process of step S12 (PLout = PL + C
of + ΔPold), the initial hydraulic pressure at the start of the feedback control becomes PL + Cof + ΔPold, and the result of the previous shift is reflected in the initial hydraulic pressure.

Therefore, the problem when the engagement pressure is too high with respect to the engine torque is eliminated. This is because if the engagement pressure is too high with respect to the engine torque, the shift characteristics will be opposite to those shown in FIG. 4, and the torque phase time will be excessively shortened, and the shift will be completed as a whole early, The amplitude of the output shaft torque fluctuation in the torque phase becomes excessively large, and a large shift shock occurs. However,
In this example, if such a problem occurs due to some factor, the value of ΔPold becomes a negative value corresponding to the degree thereof. The initial oil pressure is reduced by the amount, and the above-mentioned problem is solved.

In this example, the value of ΔPold is a positive value, and when the torque down amount of the engine is updated based on this value, the value of ΔPold is reset to 0 in the process of step S30. Is done. Therefore, in this case, in the feedback control in the next same type of shift, in the process of step S12, ΔPold =
0, that is, PLout = PL + Cof, and the initial hydraulic pressure at the start of the feedback control is PL + Cof, and the result of the previous shift is not reflected.

That is, in this example, if the engagement pressure becomes insufficient as a result of the feedback control, the engine torque is reduced correspondingly in the next shift, and if the engagement pressure is excessive, the engine torque is reduced in the next shift. The engagement pressure initial value of the minute feedback control is reduced. For this reason, in the steady state, harmony between the engine torque and the engagement pressure at the time of shifting is maintained, and more optimal shifting characteristics are always realized.

If the engagement pressure is excessive, the control method for reducing the engine torque reduction amount by that amount and consequently increasing the engine torque, or the next time if the engagement pressure becomes insufficient, A control method in which the initial value of the engagement pressure is increased correspondingly in the above-described speed change may be another aspect of the present invention.
However, an increase in the engagement pressure or the engine torque at the time of gear shifting increases the required power. Therefore, in any case as in this example, a mode in which the correction is performed in the direction of reduction is preferable.

In this embodiment, the value of ΔPold is registered for each shift type, and the update setting of the torque down amount and the change of the initial value of the engagement pressure are performed for each shift type. Variations are also finely corrected, so that further improvement in shift characteristics can be realized.

The present invention is not limited to the above-described embodiment, and may have various aspects. For example, in the above embodiment, during a gear shift, the engine torque is basically reduced by a fixed amount, and the torque reduction amount is corrected and updated and set based on the correction amount learned as a result of the feedback control. However, there may be a mode in which only the torque reduction based on the correction amount is performed without performing such a fixed amount of torque reduction.

The engagement pressure initial value changed based on the correction amount of the feedback control may be the engagement pressure at the start of the torque phase instead of the engagement pressure at the start of the inertia phase.

The process of determining the amount of torque reduction as illustrated in FIG. 3 is performed by the control unit 4 for the engine.
There may be a mode in which the execution is performed by Furthermore, it goes without saying that the control unit for the engine and the control unit for the transmission may be integrated into one set of units, and all of the control of the transmission and the engine may be performed by this one unit.

[0046]

According to the shift transient control device of the first aspect,
The feedback control means feedback-controls the engagement pressure of the friction engagement element of the transmission mechanism so that the actual input shaft rotation speed of the transmission mechanism during shifting is adjusted to the target rotation speed according to the throttle opening and the engine load. Further, the torque down amount setting means sets the torque down amount of the engine at the time of the current shift based on a change mode of the correction amount of the engagement pressure in the feedback control at the time of the previous shift. Then, the torque-down means reduces the engine torque during shifting,
Reduce by the set torque down amount.

Therefore, when the actual engagement pressure at the time of shifting, which is adjusted by the feedback control, is insufficient with respect to the actual engine torque at the time of shifting, and the capacity of the friction engagement element is insufficient. The value of the correction amount is a positive value of the magnitude corresponding to the degree of the shortage, and the engine torque is further reduced by the amount corresponding to the shortage at the time of the next same type of shift. .

Therefore, the above-mentioned problem that occurs when the engine torque is relatively high as shown in FIG. 4 is always corrected in the second and subsequent shifts of the same kind, and a better shift as shown by the dotted line in FIG. As a characteristic, the torque phase time can be shortened and the amount of torque drawn in the torque phase can be reduced, and an effect that a better shift feeling can be obtained can be obtained.

Further, in the shift transient control device according to the second aspect, the torque down amount setting means functions only when the correction amount during the previous shift is positive, and the torque down amount during the current shift. Setting (increase the torque down amount). On the other hand, when the correction amount at the time of the previous shift is negative, the engagement pressure initial value changing means changes the initial value of the engagement pressure at the time of the current shift so as to cancel the correction amount.

[0050] For this reason, it is possible to obtain an advantageous effect that the problem when the engagement pressure is too high with respect to the engine torque can be eliminated without increasing the engine torque. Because if the engagement pressure is too high for the engine torque,
The shift characteristic is opposite to that shown in FIG. 4, and the torque phase time is excessively shortened, and the shift ends as a whole quickly. However, the amplitude of the output shaft torque fluctuation in the torque phase becomes excessively large, and a large shift is performed. Shock occurs.

In order to suppress such a shift shock, when the engagement pressure is excessive, control may be performed to reduce the amount of torque reduction of the engine by that amount and consequently increase the engine torque by that amount. However, increasing the engine torque during gear shifting is not preferable because it increases the required power.

However, according to the present invention, when such a problem occurs due to some factor, the correction amount becomes a negative value corresponding to the degree thereof. Since the initial value of the combined pressure is reduced, the above-mentioned problem is solved without increasing the engine torque.

That is, according to the present invention, if the engagement pressure becomes insufficient as a result of the feedback control, the engine torque is reduced by that amount in the next shift, and if the engagement pressure is excessive,
In the next shift, the engagement pressure initial value of the feedback control is reduced accordingly. For this reason, in the steady state, harmony between the engine torque and the engagement pressure at the time of shifting is maintained, and more optimal shifting characteristics are always realized. In addition, the engine torque and the initial value of the engagement pressure are always corrected only in the decreasing direction at the time of shifting, which is advantageous in terms of fuel efficiency and the like.

In the shift transient control device according to the third aspect, the setting of the torque down amount is separately performed for each type of shift. For this reason, the variation inherent in the shift type is also finely corrected, and further improvement in the shift characteristics can be realized.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of a shift transient control device that is an example of the present invention.

FIG. 2 is a flowchart showing a characteristic control process of the apparatus.

FIG. 3 is a flowchart showing a characteristic control process of the apparatus.

FIG. 4 is a diagram illustrating a conventional problem and the operation of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Turbine rotation speed measurement means (rotation speed detection means) 2 Transmission control unit (feedback control means, torque-down amount setting means, and engagement pressure initial value changing means) 3 Duty solenoid valve (fluid pressure control element) 4 Control Unit for Engine 10 Transmission 11 Transmission Mechanism 12 Torque Converter 20 Engine

Claims (3)

[Claims] 1. A shift of an automatic transmission having a transmission mechanism for performing a shift by switching between engagement and disengagement of a plurality of friction engagement elements, and having a hydraulic control element for controlling an engagement pressure of the friction engagement elements. A transient control device that adjusts the actual input shaft rotation speed of the transmission mechanism during shifting to a target rotation speed according to a throttle opening and an engine load.
Feedback control means for feedback-controlling the engagement pressure via the hydraulic pressure control element; torque-down means for reducing the engine torque during shifting by a set torque-down amount; and the feedback control at the time of previous shifting. A shift-down control device for an automatic transmission, comprising: a torque-down amount setting unit that sets the torque-down amount at the time of a current shift based on a change mode of the correction amount of the engagement pressure in (1). . 2. A configuration in which the torque down amount setting means functions only when the correction amount during the previous shift is positive, and sets the torque down amount during the current shift. When the correction amount at the time of the shift is negative, an engagement pressure initial value changing means for changing an initial value of the engagement pressure at the time of the current shift is further provided so as to cancel the correction amount. 2. The shift transient control device for an automatic transmission according to claim 1, wherein: 3. The shift transient control device for an automatic transmission according to claim 1, wherein the torque-down amount setting means separately sets the torque-down amount for each type of shift.