JP2004324678A - Method for controlling vehicle in speed changing - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for controlling a vehicle in speed changing, by which method, the speed changing suitable for a driver's intention is achieved by carrying out a speed changing operation by a driver's operation for an accelerator pedal when a multi-mode transmission is shifted. <P>SOLUTION: A diesel hybrid vehicle 10 has a diesel engine 11, the multi-mode transmission 12, and a clutch 12a for automatically carrying out the connection and disconnection of the power transmission between the engine 11 and the multi-mode transmission 12. In the method for controlling the diesel hybrid vehicle 10 in speed changing, when the accelerator pedal has been returned by a specified amount during running, the multi-mode transmission 12 is shifted up to the higher stage by only one step. When the accelerator pedal has not been operated within a specified time after the shifting-up, the speed changing is carried out based on an ordinary speed changing diagram. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle shift control method, and more particularly, to a shift operation of a step-variable transmission (multi-mode transmission) capable of automatic shifting, performing a shift operation by a driver's accelerator operation so that the driver's intention is changed. The present invention relates to a vehicle shift control method capable of realizing a combined shift.
[0002]
[Prior art]
2. Description of the Related Art In recent years, diesel hybrid vehicles have been developed from the viewpoint of global environment conservation and resource saving. This diesel hybrid vehicle includes a diesel engine provided with a filter for purifying exhaust gas in an exhaust passage, a stepped transmission capable of automatic transmission, and a clutch for engaging and disengaging power transmission between the diesel engine and the stepped transmission. And a motor generator for assisting power generation by the diesel engine output or assisting the diesel engine output by the battery power.
[0003]
The motor generator is configured to be able to take two operation states, a powering operation mode functioning as a motor serving as a traveling drive source, and a regenerative operation mode functioning as a generator. In the diesel hybrid vehicle configured as described above, the stepped transmission is automatically shifted when shifting, and the clutch is automatically engaged and disengaged.
[0004]
As with the automatic transmission (AT), this continuously variable transmission that can be automatically shifted by an electronic control unit (ECU) when a predetermined vehicle speed or an accelerator opening is reached when a driver keeps depressing an accelerator pedal. In general, the speed is automatically changed based on a predetermined shift line map.
[0005]
In addition, the above-mentioned diesel hybrid vehicle is controlled so that the driving efficiency is increased by selectively using the driving force of the diesel engine and the driving force of the motor generator according to the traveling state. For example, at low speed (low rotation) or low load, such as when starting, the engine efficiency is poor. Therefore, the diesel engine is stopped and the vehicle runs only with the motor. During normal driving, both the diesel engine and the motor drive the wheels. Is controlled to
[0006]
By the way, in such a diesel hybrid vehicle, the stepped transmission is automatically shifted at the time of shifting, and the clutch is automatically engaged and disengaged. There is a need to reduce this torque shock.
[0007]
In order to solve such problems, various related technologies have been proposed. That is, for example, a technology for reducing gear shift shock by performing torque assist by a motor generator at the same time as clutch disengagement (see Patent Document 1), a technology for compensating for a drop in torque during gear shifting (see Patent Document 2), and stepped A technology that gradually reduces the torque assist by the motor generator before the automatic transmission of the transmission starts, reduces the torque disparity that occurs when the clutch is disengaged and the engine torque disappears during shifting, and reduces the gradient of torque change ( Patent Literature 3), and a technique of controlling a shift when an accelerator pedal is returned (see Patent Literatures 4 and 5).
[0008]
[Patent Document 1]
JP-A-11-69509 [Patent Document 2]
Japanese Patent Application Laid-Open No. 2002-142303 [Patent Document 3]
JP 2001-315552 A [Patent Document 4]
Japanese Patent Application Laid-Open No. 9-144874 [Patent Document 5]
JP-A-9-144873
[Problems to be solved by the invention]
However, in the above-described conventional technology, the stepped transmission capable of automatic shifting is provided by an electronic control unit (ECU) when a predetermined vehicle speed or an accelerator opening is reached when the driver keeps depressing the accelerator pedal. It is configured to automatically shift based on a predetermined shift line map. Therefore, if the driver returns the accelerator opening too much, there is a possibility that a two-step shift-up operation is performed, for example, from third speed to fifth speed.
[0010]
That is, despite the state in which the driver is depressing the accelerator pedal, the engine output is automatically limited and the shift operation is performed, and the shift is performed at a timing different from the driver's intention, resulting in poor drivability. There was a risk of getting an impression.
[0011]
SUMMARY OF THE INVENTION The present invention has been made in view of the above, and is a vehicle capable of performing a shift operation by a driver's accelerator operation at the time of shifting of a stepped transmission capable of automatic shifting, thereby realizing a shift that meets the driver's intention. It is an object of the present invention to provide a shift control method.
[0012]
[Means for Solving the Problems]
In order to achieve the above object, a method for controlling a shift of a vehicle according to the present invention includes an engine, a stepped transmission capable of automatic shifting, and a connection / disconnection of power transmission between the engine and the stepped transmission. A shift control method for a vehicle having an automatic clutch, wherein when the accelerator pedal is returned by a predetermined amount during traveling of the vehicle, the stepped transmission is shifted up by one step only. Is what you do.
[0013]
Therefore, according to the present invention, a shift operation can be performed by the driver's accelerator operation during automatic shifting by the stepped transmission, and a shift geared to the driver's intention can be realized. In other words, despite the state in which the driver is depressing the accelerator pedal, the engine output is automatically limited and the gearshift operation is performed, thereby suppressing a situation in which the gearshift is performed at a timing different from the driver's intention. Can be improved.
[0014]
Further, a shift control method for a vehicle according to the present invention is characterized in that a fuel injection amount reduction margin during the shift is changed based on a return speed of the accelerator pedal.
[0015]
Therefore, according to the present invention, when the driver quickly releases the accelerator pedal, the fuel injection amount reduction margin is changed to quickly limit the output of the engine and increase the output, and shorten the shift control period. A quick shift intended by the driver can be realized.
[0016]
Further, in the vehicle shift control method according to the present invention, when the accelerator pedal operation is not performed within a predetermined time after the one-stage upshift, the shift is performed based on a preset normal shift diagram. It is characterized by doing.
[0017]
Therefore, according to the present invention, driving on the low gear side due to the driver forgetting to upshift can be suppressed, and fuel efficiency can be improved.
[0018]
Further, the vehicle shift control method according to the present invention is directed to a hybrid vehicle in which the vehicle equipped with the stepped transmission further includes a motor generator for assisting the engine output by power generation by the engine output or battery power. In this case, the shift of the hybrid vehicle is controlled.
[0019]
Therefore, according to the present invention, by applying the present invention to a diesel hybrid vehicle that has been developed in recent years from the viewpoint of preserving the global environment and conserving resources, a driver can automatically change the speed of the vehicle using a stepped transmission. The shift operation can be performed by the accelerator operation of the vehicle, and a shift geared to the driver's intention can be realized.
[0020]
Further, since the clutch is automatically disengaged at the time of shifting, there is a possibility that torque loss (free running feeling) may occur, but this torque loss can be suppressed by performing torque assist by the motor generator, and drivability can be reduced. Can be improved.
[0021]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a case where the present invention is applied to a diesel hybrid vehicle will be described in detail with reference to the drawings. It should be noted that the present invention is not limited by the embodiment.
[0022]
Embodiment 1 FIG.
FIG. 1 is a schematic diagram showing a schematic configuration of a diesel hybrid vehicle. First, a schematic configuration of a diesel hybrid vehicle 10 which is a front wheel drive vehicle (FF vehicle) will be described with reference to FIG. The diesel hybrid vehicle 10 is provided with a diesel engine 11 as a traveling drive source at the front of the vehicle. In this diesel engine 11, the fuel injection amount is controlled by a common rail type fuel injection system (not shown).
[0023]
The diesel engine 11 has a turbocharger (not shown). Further, a particulate filter (not shown) carrying a NOx catalyst is provided in an exhaust passage of the diesel engine 11 in order to purify diesel particulates and NOx in the exhaust gas.
[0024]
The driving force generated by the diesel engine 11 is transmitted to a front wheel 13 as a main driving wheel via a multi-mode transmission (MMT) 12 and a drive shaft 14. The multi-mode transmission 12 electrically controls automatically the gear shifting operation in accordance with the traveling state with an actuator. That is, no torque converter is mounted.
[0025]
Further, the diesel hybrid vehicle 10 is provided with a clutch 12a for engaging and disengaging the power transmission between the diesel engine 11 and the stepped transmission of the multi-mode transmission 12, and the engaging and disengaging operation is performed by an actuator in accordance with the traveling state. It is electrically controlled automatically.
[0026]
Further, a propeller shaft 16 is connected to the transfer 15 for transmitting the driving force separately, and a motor generator (MG) 17 having a drive system gear unit (gear train) integrated therewith is connected to an end thereof. Further, the rear wheel 18 is configured to be merely rotated by the front wheel 13 which is a driving wheel.
[0027]
The motor generator 17 is connected via an inverter 19 to a battery 20 which is a chargeable / dischargeable secondary battery. The motor generator 17 is configured to be able to take two operation states, a powering operation mode functioning as a motor that is a driving source for driving, and a regenerative operation mode functioning as a generator.
[0028]
For example, motor generator 17 receives power supply from battery 20 in the powering operation mode and generates power for driving drive shaft 14 via propeller shaft 16.
[0029]
In the regenerative operation mode, the motor generator 17 converts the driving force transmitted from the diesel engine 11 or the drive shaft 14 via the propeller shaft 16 into electric power, and charges the battery 20.
[0030]
Whether the motor generator 17 is operated in the power running operation mode or the regenerative operation mode is determined in consideration of the state of charge (SOC) of the battery 20.
[0031]
The diesel hybrid vehicle 10 configured as described above is basically controlled by an electronic control unit (ECU) (not shown) together with each component as follows, and can travel in various states. For example, in a relatively low-speed state in which the diesel hybrid vehicle 10 has started traveling, the vehicle runs (EV traveling) by powering the motor generator 17 with the diesel engine 11 stopped.
[0032]
When the speed of the diesel hybrid vehicle 10 reaches a predetermined speed or load after the start of driving, the diesel engine 11 is cranked and started using the motor generator 17, and the operation shifts to operation using the diesel engine 11. During a steady operation, normally, the diesel engine 11 is operated so as to generate an output substantially equal to the required power of the drive shaft 14. At this time, almost all of the output of the diesel engine 11 is transmitted to the drive shaft 14.
[0033]
On the other hand, when the state of charge SOC of the battery 20 is lower than the predetermined reference value, the diesel engine 11 is operated at an output higher than the required power of the drive shaft 14, and a part of the surplus power is The power is regenerated by the generator 17 and used for charging the battery 20. When the torque of the diesel engine 11 is insufficient, the insufficient torque is assisted by driving the motor generator 17, and the required torque can be secured.
[0034]
The diesel hybrid vehicle 10 is also subjected to so-called eco-run (economy & ecological running) control in order to save fuel and reduce exhaust emissions. That is, for example, when the diesel hybrid vehicle 10 stops at a traffic light at an intersection or the like, the diesel engine 11 is automatically stopped under a predetermined stop condition, and then, under a predetermined restart condition (for example, when an accelerator pedal is depressed). At time), control to restart the diesel engine 11 is also performed.
[0035]
The above is the basic configuration and basic control operation of the diesel hybrid vehicle 10 according to the present invention.
[0036]
Next, a shift control method, which is a main part of the present invention, will be described with reference to FIGS. Here, FIG. 2 is a graph showing a shift line map, and each shift line 30, 31, 32, 33 in FIG. 2 shows the first to second speeds, the second to third speeds, and the third to fourth speeds, respectively. This corresponds to an upshift from the fourth speed to the fifth speed. FIG. 3 is a flowchart showing a control operation for shifting gears based on the accelerator return amount.
[0037]
As with an automatic transmission (AT), when a driver keeps depressing an accelerator pedal, a shift by a conventional multi-mode transmission is performed by an electronic control unit (ECU) when a predetermined vehicle speed or accelerator opening is reached. Generally, the speed is automatically changed based on a shift line map (see FIG. 2).
[0038]
On the other hand, according to the present invention, when the driver performs a predetermined accelerator return operation, it is determined that the driver intends to shift up, and the shift up by one speed is performed, thereby realizing a shift geared to the driver's intention. It is intended to be. In this case, it is assumed that the shift up is one stage.
[0039]
Hereinafter, a description will be given by taking as an example the case of shifting up from third speed to fourth speed. As shown in FIG. 3, when the driver wants to carry out an upshift during the third speed, and the accelerator pedal is returned by a predetermined amount by the operation of returning the accelerator pedal (step S10), the amount of return of the accelerator opening is reduced. It is determined whether or not it is larger than a predetermined threshold value (for example, 5%) (step S11).
[0040]
When the amount of return of the accelerator opening is returned larger than the predetermined threshold value (Yes at Step S11), a one-step shift up from the third speed to the fourth speed is performed (Step S12). For example, when the accelerator opening is returned from the state of 40% to the state of 30%, the return amount is 10%, so that it is determined that the accelerator opening is larger than the threshold value of 5%, and the shift-up is performed. Will be done.
[0041]
However, since the upshift is being performed, step S11 does not include the case where the accelerator is returned until the accelerator is fully closed. The return amount and the return speed of the accelerator opening are monitored and calculated by an electronic control unit (ECU).
[0042]
Further, when a shift request is made and the multi-mode transmission 12 automatically performs a shift-up operation according to the running state (step S12), the clutch is automatically disengaged during this shift, so that torque is lost ( Although there is a possibility that a feeling of idling may occur, the torque loss can be suppressed by performing the torque assist by the motor generator 17.
[0043]
On the other hand, when the return amount of the accelerator opening is not returned larger than the predetermined threshold value (No at step S11), it is determined that the driver does not intend to perform the upshift, and the current gear position ( (3rd speed) is maintained (step S13). Thus, it is possible to suppress a situation where the gear is shifted at a timing different from the driver's intention.
[0044]
Although illustration is omitted, if there is no accelerator return operation within a predetermined time (for example, 30 seconds) after the one-step upshift in step S12, in order to suppress operation on the low gear side. Normal upshifting is performed according to the shift line map as shown in FIG. As a result, fuel efficiency can be improved. The monitoring of the predetermined time can be realized by using a timer counter of an electronic control unit (ECU).
[0045]
As described above, since the shift by the conventional multi-mode transmission is performed based on the shift map shown in FIG. 2, if the driver returns the accelerator opening too much, the shift from the third gear to the fourth gear is performed. In spite of the intention of shifting up by one gear, as shown by arrows from (1) to (3) in the figure, two-shifting was performed from third gear to fifth gear.
[0046]
On the other hand, according to the control method according to the present invention, by comparing the amount of return of the accelerator opening with the threshold value as described above, the arrows from (1) to (2) in the figure are indicated by arrows. In addition, one-step upshifting from the third gear to the fourth gear is appropriately performed, and the gearshift intended by the driver can be performed.
[0047]
In other words, the output of the diesel engine 11 is automatically limited and the shift operation is executed even though the driver is depressing the accelerator pedal, and a situation in which the shift is performed at a timing different from the driver's intention can be suppressed. . Thereby, drivability can be improved.
[0048]
As described above, according to the shift control method for the diesel hybrid vehicle 10 according to the first embodiment, the shift operation is performed by the accelerator operation of the driver during the shift of the multi-mode transmission 12, and the shift operation is performed according to the driver's intention. Speed can be realized.
[0049]
In addition, if there is no accelerator return operation within a predetermined time after the upshift of the first gear, the normal upshift is performed according to the shift map, so that the driver operates on the low gear side because the driver forgets to upshift. Can be suppressed, and the fuel efficiency can be improved.
[0050]
In the first embodiment, the description has been given assuming that the threshold value of the return amount of the accelerator opening is set to 5%. However, the present invention is not limited to this and can be set arbitrarily. Also, the case of shifting up from third gear to fourth gear has been described as an example. However, the present invention is not limited to this. The invention can be applied, and the same effect as in the case of the first embodiment can be expected.
[0051]
Further, in the first embodiment, an example in which the present invention is applied to the diesel hybrid vehicle 10 has been described. However, the present invention is not limited thereto, and the present invention may be applied to various other vehicles without departing from the spirit of the present invention. It is applicable, and the same effects as above can be expected.
[0052]
Embodiment 2 FIG.
The shift control method for the diesel hybrid vehicle 10 according to the second embodiment realizes a shift that meets the driver's intention by changing the amount of reduction in the fuel injection amount during shifting based on the accelerator return speed. It is like that. In the second embodiment, as in the case of the first embodiment, it is assumed that a single-step shift is performed.
[0053]
This shift control method will be described with reference to FIGS. 1, 4, and 5. FIG. Here, FIG. 4 is a flowchart showing a control operation for changing a margin for reducing the fuel injection amount at the time of gear shifting based on the accelerator return speed. FIG. 5 is a graph showing the engine output at the time of shifting, and showing a modified example of the fuel injection amount reduction allowance based on the accelerator return speed.
[0054]
In FIG. 5, the original engine output based on the normal shift line map is indicated by a solid line, and the engine output when the accelerator is suddenly returned to change the fuel injection amount reduction margin is indicated by a broken line. I have. Further, for convenience of explanation, points a, b, c, d, e, f, and g are attached in the graph.
[0055]
Hereinafter, a description will be given by taking as an example the case of shifting up from third speed to fourth speed. As shown in FIG. 4, when the driver wants to perform an upshift during the third speed, and the accelerator pedal is returned by a predetermined amount by the accelerator pedal return operation (step S20), the return amount of the accelerator opening is reduced. It is determined whether or not the return speed is greater than a predetermined threshold value (for example, 5%) and is equal to the return speed of a spring for returning the attitude of the accelerator pedal depressed by the driver to the initial state. (Step S21).
[0056]
In other words, when the return speed of the accelerator pedal is equal to the return speed of the spring, it means that the force to depress the accelerator pedal at a speed higher than the return speed of the spring is released, and this is intended for the driver to shift up quickly. Means that Since the shift up is being performed, step S21 does not include the case where the accelerator is returned until the accelerator is fully closed.
[0057]
If the return amount of the accelerator opening is returned larger than the predetermined threshold value and the return speed is equal to the return speed of the spring (Yes at step S21), the driver intends to perform a quick upshift. Therefore, the engine output is limited by increasing the amount of reduction in the fuel injection amount before the shift is performed (step S22).
[0058]
That is, as shown in FIG. 5, compared with the original engine output limitation based on the normal shift line map before the shift is performed, the reduction in the fuel injection amount is increased so that the engine output is quickly pulled out. Control is performed so that the negative gradient of the broken line ae is greater than the negative gradient of ab.
[0059]
The shift is performed by the multi-mode transmission 12, and after the shift is performed, the fuel injection amount is increased to increase the engine output (step S23). That is, as shown in FIG. 5, the fuel injection amount is increased so that the engine output starts up faster than the original engine output increase based on the normal shift line map after the shift is performed. Control is performed such that the plus slope of the broken line fg is greater than the plus slope.
[0060]
The fuel injection amount reduction allowance can be changed by using a value obtained by multiplying an original engine output value based on a normal shift line map by a predetermined coefficient set in advance, or by using another A shift line map can be prepared and used.
[0061]
In this way, the engine output is limited and the output is increased, and the shift control period is shortened. That is, in the control of the present invention, as shown in FIG. 5, the shift control period (the period a to g) is shorter than the original shift control period (the period a to d) based on the normal shift line map. ).
[0062]
As described above, when the driver returns the accelerator pedal quickly, the engine output is quickly limited and the output is increased, and the shift control period is shortened, so that a quick shift intended by the driver can be realized. .
[0063]
Note that when a shift request is made from step S22 to step S23, and the multi-mode transmission 12 automatically performs a shift-up operation in accordance with the traveling state, the clutch is automatically disengaged during this shift, so that the torque Although there is a possibility that a loss (a feeling of idling) may occur, the torque loss can be suppressed by performing the torque assist by the motor generator 17.
[0064]
On the other hand, if the condition of the accelerator return amount shown in step S21 is not satisfied (step S21: No), it is determined that the driver does not intend to make a quick upshift, and a normal shift line map (see FIG. 2). (Step S24).
[0065]
Although illustration is omitted, if there is no accelerator return operation within a predetermined time (for example, 30 seconds) after the one-step shift-up in steps S22 to S23, operation on the low gear side is suppressed. In order to do so, normal upshifting is performed according to a shift line map as shown in FIG. As a result, fuel efficiency is improved. The monitoring of the predetermined time can be realized by using a timer counter of an electronic control unit (ECU).
[0066]
As described above, according to the shift control method for the diesel hybrid vehicle 10 according to the second embodiment, when the driver releases the accelerator pedal quickly, the engine output is limited and the output is increased, and the shift control is performed. By shortening the period, a quick shift intended by the driver can be realized.
[0067]
In addition, if there is no accelerator return operation within a predetermined time after the upshift of the first gear, the normal upshift is performed according to the shift map, so that the driver operates on the low gear side because the driver forgets to upshift. Can be suppressed, and the fuel efficiency can be improved.
[0068]
In the second embodiment, the threshold value of the return amount of the accelerator opening is described as being set to 5%. However, the present invention is not limited to this and can be set arbitrarily. Also, the case of shifting up from third gear to fourth gear has been described as an example. However, the present invention is not limited to this. The invention can be applied, and the same effect as in the case of the first embodiment can be expected.
[0069]
【The invention's effect】
As described above, according to the vehicle shift control method of the present invention, the engine, the stepped transmission capable of automatic transmission, and the connection / disconnection of power transmission between the engine and the stepped transmission are automatically determined. A shift control method for a vehicle including a clutch which is performed when the accelerator pedal is returned by a predetermined amount during traveling of the vehicle, wherein the stepped transmission is shifted up by one step only. Therefore, a shift operation can be performed by an accelerator operation of the driver at the time of automatic shifting by the stepped transmission, and a shift geared to the driver's intention can be realized. In other words, despite the state in which the driver is depressing the accelerator pedal, the engine output is automatically limited and the gearshift operation is performed, thereby suppressing a situation in which the gearshift is performed at a timing different from the driver's intention. Can be improved.
[0070]
Further, according to the vehicle shift control method according to the present invention, the fuel injection amount reduction amount during the shift is changed based on the accelerator pedal return speed, so that the driver can quickly release the accelerator pedal. When it is returned, the fuel injection amount reduction margin is changed to limit the output of the engine and increase the output, and the shift control period is shortened, so that a quick shift intended by the driver can be realized.
[0071]
Further, according to the vehicle shift control method according to the present invention, if the accelerator pedal operation is not performed within a predetermined time after the one-step shift-up, the control is performed based on a preset normal shift diagram. Therefore, driving on the low gear side due to the driver forgetting to upshift can be suppressed, and fuel efficiency can be improved.
[0072]
Further, according to the vehicle shift control method according to the present invention, the vehicle equipped with the stepped transmission further includes a motor generator that performs power generation by the engine output or assists the engine output by the battery power. Since the vehicle is characterized by controlling the shift of the hybrid vehicle, a shift operation can be performed by a driver's accelerator operation at the time of automatic shifting by the stepped transmission of the vehicle, and the driver's intention is met. Shifting can be realized. Further, since the clutch is automatically disengaged at the time of shifting, there is a possibility that torque loss (free running feeling) may occur, but this torque loss can be suppressed by performing torque assist by the motor generator, and drivability can be reduced. Can be improved.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a schematic configuration of a diesel hybrid vehicle.
FIG. 2 is a graph showing a shift line map.
FIG. 3 is a flowchart showing a control operation for shifting gears based on an accelerator return amount.
FIG. 4 is a flowchart showing a control operation for changing a margin for reducing a fuel injection amount during a gear shift based on an accelerator return speed.
FIG. 5 is a graph showing an engine output during a gear shift and showing a modified example of a fuel injection amount reduction allowance based on an accelerator return speed.
[Explanation of symbols]
Reference Signs List 10 Diesel hybrid vehicle 11 Diesel engine 12 Multi-mode transmission 12a Clutch 13 Front wheel 14 Drive shaft 15 Transfer 16 Propeller shaft 17 Motor generator 18 Rear wheel 19 Inverter 20 Battery 30, 31, 32, 33 Shift line

Claims (4)

A shift control method for a vehicle, comprising: an engine, a stepped transmission capable of automatically shifting, and a clutch that automatically engages and disengages power transmission between the engine and the stepped transmission.
A shift control method for a vehicle, wherein when the accelerator pedal is returned by a predetermined amount during traveling of the vehicle, the stepped transmission is shifted up by one step only. The control method according to claim 1, wherein a fuel injection amount reduction amount during the shift is changed based on a return speed of the accelerator pedal. The gear shift according to claim 1 or 2, wherein if the accelerator pedal operation is not performed within a predetermined time after the one-step upshift, the shift is performed based on a preset normal shift diagram. A control method during shifting of a vehicle. The vehicle equipped with the stepped transmission is a hybrid vehicle further provided with a motor generator that assists the engine output by power generation by the engine output or battery power, and controls a shift of the hybrid vehicle. 4. The control method according to claim 1, wherein the shift control is performed on a vehicle.

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