JPH09292010A - Control device for automatic transmission - Google Patents

Abstract

(57) An object of the present invention is to improve the durability of an automatic transmission having a sub-transmission portion in front of a main transmission portion and to facilitate start control. SOLUTION: An auxiliary transmission portion capable of switching between at least two stages of high and low is connected to an input side of a main transmission portion for setting a reverse traveling state and a plurality of forward traveling states, and the auxiliary transmission portion is set at a neutral setting and a reverse traveling step. A control device for an automatic transmission that switches a sub-transmission unit to a high-speed stage, which is a neutral detection means for detecting a neutral setting (step 3) and a racing detection means for detecting a racing state (step 4).
And a low speed instruction means (step 5) for switching the auxiliary speed changer to a low speed when racing is detected when the neutral setting is made.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling an automatic transmission for a vehicle, and more particularly to a control device for an automatic transmission in which an auxiliary transmission portion is connected to an input side of a main transmission portion.

[0002]

2. Description of the Related Art A main speed changer capable of setting a plurality of forward speeds and reverse speeds and an auxiliary speed changer capable of switching between at least two high and low speeds are connected in series in a power transmission direction to provide automatic transmission. It has been conventionally practiced to increase the number of shift stages that can be set in a transmission. With this kind of automatic transmission,
Normally, the sub-transmission unit is set to the high-speed stage at the highest speed in the forward state, and control is performed so as to reduce the engine speed during high-speed running.However, the gear ratio of an automatic transmission is the same as that of the main transmission unit. Since it is determined by both the speed change states of the auxiliary speed change unit and the auxiliary speed change unit, the auxiliary speed change unit is set not only to the highest speed but also to other speeds.

An example thereof is described in Japanese Patent Laid-Open No. 370463/1992. In the automatic transmission described in this publication, a sub-transmission unit capable of switching between high and low stages is connected to an input side of a main transmission unit capable of setting a reverse drive state and a plurality of forward drive states. . In this automatic transmission, the gear ratio obtained by setting the main transmission unit in the reverse drive state is considerably large, so at the same time, the sub-transmission unit is set in the high speed stage, and the gear ratio in the reverse drive stage is usually required. It is set to a value. Therefore, in this automatic transmission, when setting the reverse gear, the main transmission part is set to the reverse state and the sub-transmission part is set to the high speed stage.
If it is executed at the same time when the manual shift is performed from the neutral range to the reverse range, the number of friction engagement devices that switch the engagement / disengagement state is large, and a response delay may occur. In the control device described above, the auxiliary transmission unit is set to the high speed stage in the neutral range and the main transmission unit is set to the neutral state so that torque is not generated in the output shaft.

[0004]

In the conventional automatic transmission described above, since the sub-transmission unit is connected to the input side of the main transmission unit, the engine torque is shifted by the sub-transmission unit and input to the main transmission unit. Will be done. Therefore, when racing is performed to increase the engine speed in the neutral state, the input speed of the main speed change unit is doubled because the auxiliary speed change unit is set to a high speed stage, and as a result, the durability of the main speed change unit is increased. It could be reduced.

Further, in the above-mentioned conventional automatic transmission, since the sub-transmission unit is set to the low speed stage at the starting shift stage at the time of forward movement, the sub-transmission unit is subjected to shift control when the neutral range is switched to the forward range. Become. Therefore, when setting the gear for starting, the input speed to the main gear changes due to the gear shift in the auxiliary gear, and the hydraulic pressure of the friction engagement device for setting the gear for starting is changed. It could be difficult to control.

The present invention has been made in view of the above circumstances, and has the durability of an automatic transmission in which a sub-transmission unit and a main transmission unit, each of which can be set to a plurality of gears, are connected in series. It is an object of the present invention to provide a control device that can be improved and facilitate start control.

[0007]

In order to achieve the above-mentioned object, the invention described in claim 1 has at least an input side of a main transmission section for setting a reverse drive state and a plurality of forward drive states. A neutral detecting means for detecting a neutral setting in a control device of an automatic transmission, which is connected to a sub-transmission unit capable of switching between high and low stages, and which switches the sub-transmission unit to a high-speed stage when a neutral setting and a reverse gear setting are made. And a racing detection means for detecting a racing state, and a low-speed gear instruction means for switching the sub-transmission portion to a low-speed gear when racing at the neutral setting is detected. .

Therefore, according to the first aspect of the present invention, since the neutral speed is set and the sub-transmission unit is switched to the high speed speed in the reverse speed, the speed change from the neutral speed to the reverse speed is easy. If so, the sub-transmission unit is set to the low speed stage and the input rotation speed to the main transmission unit is suppressed, so the durability of the main transmission unit is improved.

Further, in the invention as set forth in claim 2, on the input side of the main transmission unit for setting the reverse traveling state and the plurality of forward traveling states, different shifting states are set for the reverse traveling stage and the starting shift stage for forward traveling. In a control device for an automatic transmission in which a sub-transmission unit is connected, and the sub-transmission unit is set to a shift position for a reverse gear when a neutral setting is made, a shift for detecting that the neutral setting has been switched to the forward drive state. A rapid switching operation is performed between the detection means and the friction engagement device that sets the auxiliary transmission portion to the shift state for the reverse gear when it is detected by the shift detection means that the neutral setting is switched to the forward state. And a rapid switching means for causing the switching.

Therefore, in the second aspect of the present invention, when the neutral setting is shifted to the forward drive state, first, the shift for setting the auxiliary transmission section to the shift state at the time of starting occurs. Specifically, the friction engagement device is rapidly switched before the gear shift of the main gear shift unit. Therefore, it is possible to control the hydraulic pressure for setting the main transmission unit to the shift speed for starting.

Further, in the invention described in claim 3, in addition to the configuration described in claim 2, the forward movement is based on the input rotational speed to the automatic transmission after the friction engagement device is switched. An engagement control means for controlling the engagement timing of the friction engagement device for setting the state is further provided.

Therefore, in the third aspect of the invention, when the forward speed is set from the neutral setting, the hydraulic pressure of the friction engagement device to be engaged in the main speed change section is controlled based on the input speed of the automatic transmission. Therefore, it is possible to perform smooth start control.

[0013]

Next, the present invention will be described more specifically with reference to the drawings. First, an example of the engine E and the automatic transmission A that are the objects of the present invention will be described. FIG. 2 is an overall control system diagram showing the automatic transmission A.
The engine E, which is connected to, has a main throttle valve 13 and a sub-throttle valve 14 located upstream of the main throttle valve 13 in the intake pipe line 12. The main throttle valve 13 is connected to an accelerator pedal 15 and is opened / closed according to the amount of depression of the accelerator pedal 15. The sub throttle valve 14 is adapted to be opened and closed by a throttle actuator 16 such as a servo motor.

The throttle actuator 16 is controlled to adjust the opening of the sub-throttle valve 14,
In addition, an engine electronic control unit (E-ECU) 17 for controlling the fuel injection amount and ignition timing of the engine E
Is provided. The electronic control unit 17 includes a central processing unit (CPU) and storage devices (RAM, ROM).
In addition, the electronic control unit 17 mainly includes an input / output interface, and the electronic control unit 17 has engine (E / G) rotation speed N, intake air amount Q,
Intake air temperature, throttle opening, vehicle speed, engine water temperature,
Various signals such as a signal from a brake switch are input.

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

An electronic control unit (T-ECU) 19 for an automatic transmission that outputs a signal to these solenoid valves to control gear shift, line pressure, accumulator back pressure, etc.
Is provided. This electronic control unit for automatic transmission 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and this electronic control unit 19 indicates throttle opening, vehicle speed, engine water temperature, signals from brake switch, and shift position as data for control. Signal, signal from pattern select switch, signal from overdrive switch, clutch C described later
A signal from a C0 sensor that detects the rotational speed of 0, an oil temperature of the automatic transmission, a signal from a manual shift switch, and the like are input.

The electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine are connected so as to be able to communicate data with each other, and the electronic control unit 17 for the engine is connected to the electronic control unit 19 for the automatic transmission. Signals such as the amount of intake air per revolution (Q / N) are transmitted to the electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine. And a signal instructing a gear position are transmitted.

That is, the electronic control unit 19 for the automatic transmission.
Is based on input data and a map stored in advance, and indicates ON / OF of a gear position and a lock-up clutch.
F, or the pressure regulation level of the line pressure or the engagement pressure is determined, and an instruction signal is output to a predetermined solenoid valve based on the result of the determination, and further, a failure determination and control based on the failure are performed. . In addition to controlling the fuel injection amount, the ignition timing, the opening degree of the sub-throttle valve 14, etc. based on the input data, the electronic control unit 17 for the engine also sets the fuel injection amount during the shift in the automatic transmission A. The output torque is temporarily reduced by reducing the amount, changing the ignition timing, or narrowing the opening of the sub-throttle valve 14.

FIG. 3 is a diagram showing an example of the gear train of the above-mentioned automatic transmission A. In the configuration shown here, five forward speeds and one reverse speed are set. That is, the automatic transmission A shown here is
, A sub transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lock-up clutch 23
The lock-up clutch 23 has a front cover 25 integrated with the pump impeller 24.
(Hub) 2 integrally mounted with the turbine runner 26
7 is provided. An engine crankshaft (each not shown) is connected to a front cover 25 and an input shaft 28 to which a turbine runner 26 is connected.
Is connected to the carrier 30 of the overdrive planetary gear mechanism 29 that constitutes the subtransmission portion 21.

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

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

On the other hand, the main transmission section 22 has three sets of planetary gear mechanisms 40, 50 and 60, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected to each other. The three members of the third planetary gear mechanism 60 and the carrier 62 are connected, and the output shaft 65 is connected to the carrier 62. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

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

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

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

In the above-described automatic transmission A, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 4, a circle indicates an engaged state, a circle indicates an engaged state during engine braking, a triangle indicates either engaged or disengaged, and a blank indicates a disengaged state.

Each gear stage shown in FIG. 4 is set appropriately by selecting a range by a shift device (not shown), and the ranges are arranged as shown in FIG.
In FIG. 5, a support device (not shown) that operably supports a shift lever (not shown) in eight operation positions by combining six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle. The shift lever is supported by. Further, P is a parking range position, R is a reverse range position, N is a neutral range position, D is a drive range position, "4" is a "4" range position for setting a gear up to the fourth speed, and "3" is a third range. "3" range position for setting gears up to 3rd speed, "2" for "2" range position for setting gears up to 2nd speed, L forbids upshifting to gears above 1st speed The low-range position is shown.

When the P range is selected from these ranges, all the friction engagement devices such as the above-mentioned brakes and clutches are released, and a parking gear (not shown) is attached to a predetermined member integrated with the output shaft 65. ) Engages with the output shaft 6
It is designed to prevent the rotation of 5. Further, when the N range is selected, each friction engagement device in the main transmission portion 22 is set to the released state, but in the sub transmission portion 21, the brake B0 is engaged.

This is because in order to set the reverse speed, it is necessary to engage the three friction engagement devices of the brake B0, the second clutch C2 and the fourth brake B4 of the auxiliary transmission section 21 as shown in FIG. Therefore, if hydraulic pressure is supplied to these friction engagement devices at the same time, the hydraulic pressure may drop and the response may be delayed. Therefore, in order to prevent such an inconvenience, the brake B0 is engaged in advance to wait. By Therefore, the subtransmission unit 21 is set to the high speed stage in the neutral range.

Further, when the "3" range is selected, the first brake B1 is engaged when setting the third speed, and the engine brake is brought into the effective state. Also "2"
When the range is selected, the clutch C0 of the subtransmission unit 21 is engaged when setting the second speed, and the engine braking is activated. When the L range is selected, the fourth brake B4 is engaged when setting the first speed, and the engine braking is activated.

As described above, the auxiliary transmission unit 21 brakes the brake B in the reverse gear, the neutral range and the fifth forward speed.
Although 0 is engaged and set to the high speed stage, the required switching speed for switching this to the low speed stage differs depending on the shift pattern, and therefore the hydraulic circuit shown in FIG. 6 is provided. That is, an orifice 70 and an orifice 71 with a check ball which are arranged in parallel with each other are connected to the brake B0 by an oil passage 72, and these orifices 70, 71 are further connected via an oil passage 73.
It is connected to a B0 pressure supply / discharge source (not shown) such as a shift valve. An orifice control valve 75 is connected in parallel to each of the orifices 70 and 71. The orifice control valve 75 is for selectively connecting the oil passage 76 communicating with the brake B0 and the oil passage 77 communicating with the B0 pressure supply / exhaust source with a signal pressure from a predetermined solenoid valve 78. It is supposed to work. The orifice control valve 75 is controlled so that the oil passages 76 and 77 communicate with each other when it is necessary to rapidly exhaust the pressure from the brake B0.

The rapid exhaust pressure from the brake B0 is executed when the engine speed increases in the N range and when the N range is manually shifted to the forward range (for example, D range). FIG. 1 shows an example of the control,
First, after processing the input signal such as reading data and resetting flags or switches or timers (step 1), whether or not each sensor such as a vehicle speed sensor or a throttle opening sensor is normal based on the input signal. Is determined (step 2).

If the sensor has an abnormality, the routine exits without performing any control. If the sensor 2 has no abnormality, an affirmative decision is made in step 2 to determine whether or not the N range is selected. Judge (step 3). This can be determined based on the combination of ON / OFF states of the switches based on the arrangement of the shift positions shown in FIG. 5 and the operating state of the neutral start switch (not shown). The step 2 corresponds to the neutral detecting means of claim 1.

When an affirmative decision is made in step 3, the engine speed Ne is a predetermined reference speed (for example 3000).
rpm) or more (step 4). If an affirmative decision is made in step 4, it means that the engine is idling at high speed with no load for traveling, that is, in the racing state. In that case, proceed to step 5. , Quick drain from clutch B0. In this control, the B0 pressure supply / exhaust source shown in FIG. 6 is connected to the drain, and the oil passages 76 and 77 are connected to each other by the orifice control valve 75 so that not only the orifices 70 and 71 but also the orifice control valve 7
It is carried out by exhausting pressure via 5. This is done by outputting a signal from the electronic control unit 19 described above to a predetermined solenoid valve.

As shown in FIG. 4, a one-way clutch F0 which is engaged in a driven state is arranged between the sun gear 31 which is engaged and fixed by the brake B0 and the carrier 30 which is an input element. Therefore, if the quick drain is released from the brake B0 and the brake B0 is released, the one-way clutch F0 is engaged. That is, the carrier 30 and the sun gear 31 are connected to each other, and the planetary gear mechanism 29 of the subtransmission unit 21 rotates integrally, so that the subtransmission unit 21 is set to the low speed stage. As a result, the input rotation speed to the automatic transmission A is not increased by the auxiliary transmission portion 21, so that the input rotation speed of the main transmission portion 22 does not increase above the engine rotation speed and its durability is impaired. There is no. The step 4 corresponds to the racing detection means in claim 1, and the step 5 corresponds to the low speed step instruction means.

On the other hand, when the negative determination is made in step 4 because the engine speed Ne is lower than the reference speed, the brake B0 of the subtransmission unit 21 is engaged to drive the subtransmission unit 21 at high speed. Steps are set (step 6). That is, the standby process in the N range is performed. This is a control for engaging one of the three friction engagement devices to be engaged in the reverse gear in advance to prevent a decrease in hydraulic pressure and a delay in response when the reverse gear is set. .

If there is a possibility that the engagement and disengagement of the brake B0 may be repeated due to the engine speed going up and down across the reference speed in the N range, the reference speed at which the brake B0 is engaged. It is also possible to prevent the hunting in which the brake B0 is frequently engaged and released by providing a difference (hysteresis) between the number of revolutions and the reference number of revolutions to be released.

If the N range is not detected and a negative determination is made in step 3, shift from the N range to the D range is determined (step 7). This step 7 corresponds to the shift detecting means in claim 2, and this can be judged based on the output from the shift position sensor normally provided in the shift device. If an affirmative decision is made in step 7, the operation proceeds to step 8 and the brake B
Do a quick drain of 0. This is the same control as in step 5 described above, in which the brake B0 in the subtransmission unit 21 is rapidly exhausted to release it.

In this case, since torque is being input from the engine E to the automatic transmission A, the one-way clutch F0 is engaged by releasing the brake B0, and the sub-transmission unit 21
Is set to the low speed stage (direct connection). Therefore, step 8 corresponds to the rapid switching means of claim 2. As described with reference to FIGS. 2 and 3, since the input rotation speed to the automatic transmission A is detected as the rotation speed of the clutch C0 of the auxiliary transmission unit 21, when the auxiliary transmission unit 21 is switched to the direct connection state. The input speed of the automatic transmission A can be detected.

Therefore, in step 9 following step 8, the control of the engagement timing of the friction engagement device associated with the manual shift from the N range to the D range is performed at the input rotation speed N.
Perform based on C0. Specifically, the engagement pressure of the first clutch C1 engaged in the D range is set to the input rotation speed NC0.
The output torque is smoothly increased to prevent shift shock. Therefore, this step 9 corresponds to the engagement control means of claim 3.

If the determination in step 7 is negative, it means that a shift other than the shift from the N range to the D range has been performed. In this case, the control (process) corresponding to each shift is performed. Is performed (step 10).

Although the present invention has been described above based on a specific example, the present invention is not limited to the above-described example. For example, the auxiliary transmission unit can be switched between the overdrive state and the direct connection state. Does not have to be
It is possible to use an appropriate configuration such as a configuration in which it can be switched to two stages of a direct connection stage and a low speed stage having a larger gear ratio, or a configuration in which three or more stages can be set.
In particular, the sub-transmission unit according to the second aspect of the invention need only be such that the reverse gear and the forward gear are set to different gear shift states. The automatic transmission that is the subject of the present invention is shown in FIG.
A gear train other than the gear train shown in FIG. 6 may be provided, and the structure for rapidly controlling the switching of the auxiliary transmission unit is not limited to that shown in FIG. It is possible to use the one of the constitution. Furthermore, the present invention can be applied not only to the engine but also to a motor and a control device for an automatic transmission of a vehicle using the engine and a motor as a power source.

[0043]

As described above, according to the first aspect of the present invention, when the racing in which the input rotational speed or the engine rotational speed increases is detected when the neutral is set, it is placed in front of the main transmission portion. Since a certain sub-transmission unit is switched to the low speed stage, the input speed to the main transmission unit in the racing state can be reduced, and as a result, not only the main transmission unit but also the overall durability of the automatic transmission is improved. Can be made. Further, when the neutral setting is made, the sub-transmission unit is set to the high speed stage unless a racing state is particularly set. Therefore, it is possible to prevent a response delay and a decrease in hydraulic pressure when shifting from the neutral setting to the reverse stage.

According to the second aspect of the present invention, in the case of shifting from the neutral setting that requires switching of the sub-transmission unit to the forward drive state, first, the friction engagement in which the sub-transmission unit is set to the reverse drive state is performed. Since the devices are rapidly switched, the setting of the forward speed by the main speed change unit can be controlled and executed as expected. Particularly, according to the invention of claim 3, the input rotation is performed in the state in which the auxiliary speed change unit is switched for the forward speed. Since the engagement timing of the friction engagement device of the main transmission unit that detects the number and sets the forward speed based on the detected value is controlled, the forward speed can be set smoothly without worsening the shock. .

[Brief description of drawings]

FIG. 1 is a schematic flowchart for explaining a control example implemented by a control device of the present invention.

FIG. 2 is a control system diagram of an engine and an automatic transmission that are objects of the present invention.

FIG. 3 is a skeleton diagram showing an example of a gear train of the automatic transmission.

FIG. 4 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 5 is a diagram showing an array of the shift positions.

FIG. 6 is a diagram schematically showing a hydraulic circuit for quick draining a brake of an auxiliary transmission unit.

[Explanation of symbols]

 A engine E automatic transmission B0 brake 19 electronic control unit for shifting 75 orifice control valve

Claims (3)

[Claims] 1. A sub-transmission unit capable of switching between at least two stages of high and low is connected to an input side of a main transmission unit for setting a reverse drive state and a plurality of forward drive states, and is connected at a neutral setting and a reverse drive stage. In a control device for an automatic transmission that shifts the sub-transmission unit to a high speed stage, a neutral detection unit that detects a neutral setting, a racing detection unit that detects a racing state, and a racing when a neutral setting is detected. A control device for an automatic transmission, comprising: a low-speed gear instruction means for switching the sub-transmission portion to a low-speed gear. 2. A sub-transmission unit, which is set to a different speed state between a reverse stage and a starting shift stage when moving forward, is connected to an input side of a main transmission unit that sets a reverse state and a plurality of forward states, Further, in a control device for an automatic transmission in which the sub-transmission unit is set to a shift state for a reverse gear when the neutral setting is made, shift detecting means for detecting that the neutral setting has been changed to the forward state, and the shift detecting means. And a rapid switching means for rapidly switching the friction engagement device that sets the sub-transmission portion to the shift position for the reverse gear when it is detected that the neutral setting has been switched to the forward state. A control device for an automatic transmission characterized in that 3. Engagement control means for controlling the engagement timing of the friction engagement device that sets the forward movement state based on the input rotation speed to the automatic transmission after the friction engagement device has been switched. The control device for the automatic transmission according to claim 2, further comprising: