JP3239560B2 - Transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device,
In particular, it is possible to prevent the engine speed from rising when the throttle valve is opened to a predetermined opening degree or more when changing from the current gear position to the next gear position on the high-speed side. The present invention relates to a shift control device that can be advantageous in durability.

[0002]

2. Description of the Related Art In an internal combustion engine of a vehicle, it is necessary to increase or decrease the engine speed in accordance with the running conditions in order to make the vehicle run smoothly using the generated power. Therefore, the internal combustion engine is provided with a transmission in order to operate at a rotational speed at which the engine output becomes maximum even in all running states and to effectively use the maximum output.

[0003] This transmission has a simple driving operation,
In addition, there is an automatic transmission that automatically shifts gears in accordance with running conditions so that smooth starting, acceleration, and deceleration can be performed, and can smoothly operate. Some automatic transmissions have a plurality of gear stages and change the gear ratio stepwise.

[0004] The automatic transmission having a plurality of gears,
The shift control device is controlled to change the coupling state of the shift speed. The speed change control device controls the speed change means to change to a connection state of one shift speed required by the running condition according to a shift map set in advance based on a vehicle speed, a throttle opening, and the like during running of the vehicle.

[0005] As described above, a transmission control device is disclosed in, for example, Japanese Patent Application Laid-Open No. 3-117766. The shift control device disclosed in this publication, when upshifting the automatic transmission, performs overlap control using the throttle valve opening and the vehicle speed as parameters regardless of whether the power is on or off. It is determined whether or not to perform the underlap control to reduce the shift shock.

[0006]

As described above, some conventional shift control devices are provided with a shift speed changing means for changing the connection state of a plurality of shift speeds of the automatic transmission. As the speed change means, a solenoid valve for supplying and discharging the hydraulic pressure is provided, and the solenoid valve supplies and discharges the hydraulic pressure to the friction engagement clutch and the band brake to engage and disengage, thereby changing the connection state of the plurality of shift speeds. .

[0007] When the gear position changing means changes the combined state of the gear positions from the current gear position to the combined state of the next gear position, the gear change control device sets any of the gear positions from the current gear position to the non-gear state. In some cases, control is performed so as to change to a combined state of the next shift stage after a shift control time in a neutral state that is a combined state.

[0008] As described above, the control for changing the gear from the current gear to the coupled state of the next gear after the gear change control time in which all gears are in the non-coupled state is intended to reduce the shift shock. It is. The shift control time in the neutral state in which all of the gears are in the non-coupled state is changed by the vehicle speed, the throttle valve opening, and the like. If the torque of the internal combustion engine suddenly increases during the shift control time in the neutral state, there is an inconvenience that the engine speed increases.

For example, as shown in FIG. 11, a shift line to be changed from the current gear position of the third gear to the next gear position of the second gear in accordance with the vehicle speed and the throttle valve opening. It is assumed that a shift line to be changed from the current gear position of the second gear to the next gear position of the third gear is set.

In the speed range where the vehicle speed is lower than the hysteresis of the shift line from the third speed to the second speed in FIG. 11, it is difficult for the engine speed to increase. However, in the speed range between the hysteresis of the shift line from the third speed to the second speed and the hysteresis of the shift line from the second speed to the third speed in FIG. 11, there is a disadvantage that the engine speed tends to increase. .

More specifically, in the case of changing the gear position as shown by B in FIG. 12, when the throttle valve is closed by releasing the accelerator pedal as shown in FIG. Solenoid valve SOL1 ・
The solenoid valve SOL2 is turned off, the second speed and the third speed are both disengaged, and then the engagement state is changed from the second speed to the third speed.

At this time, when the throttle valve is opened by depressing the accelerator pedal, the solenoid valve S
OL1 and solenoid valve SOL2 are both turned on.
The change to the engaged state of the speed is stopped, and the hydraulic circuit is returned from the uncoupled state to the coupled state of the second speed before the shift. That is, the speed is changed from the second speed to the third speed and then to the second speed. Therefore, it is difficult for the engine speed to rise.

On the other hand, if it is difficult to change the gear position even if the accelerator pedal as shown by A in FIG.
As shown in FIG. 14, when the throttle valve is closed by releasing the accelerator pedal, this time point is used as a shift determination point and the solenoid valves SOL1 and SOL2 are used.
Are both turned off, the second and third speeds are both disengaged, and then the engagement state is changed from the second speed to the third speed.

However, even if the throttle valve is opened by depressing the accelerator pedal, the vehicle speed is higher than the shift line from the third speed to the second speed, so that the solenoid valve SOL2 is turned on while the solenoid valve SOL1 is turned off. The change to the third-speed engagement state is not stopped, but is maintained in the non-coupled state on the hydraulic circuit, and the change to the third-speed engagement state is continued. That is, the speed is changed from the second speed to the third speed and then to the third speed. Therefore, the depression of the accelerator pedal causes a sudden increase in the torque of the internal combustion engine during the shift control time in the neutral state, which is a non-coupled state, and a rise in the engine speed occurs.

As described above, if the torque of the internal combustion engine suddenly increases in a non-coupled state of the shift speed, slippage occurs in the friction engagement clutch and the band brake as the shift speed changing means, and the engine speed is increased. become. Such an increase in the engine speed is likely to occur when shifting up at or above the maximum vehicle speed at the time of shifting down. For example,
This is likely to occur when the accelerator pedal is released while the vehicle is running in the coupled state of the second gear and the accelerator pedal is depressed immediately after the setting of the change from the second gear to the third gear is performed.

Particularly, the remarkable occurrence of a rise in the engine speed is such that even when the accelerator pedal is depressed, the change from the third speed to the second speed is not performed, and the coupled state of the third speed is continued. This is a case where the shift speed is changed. On the other hand, there is little occurrence of a rise in the engine speed when the change from the third speed to the second speed is set by depressing the accelerator pedal. FIG. 15 shows the relationship between the rising states of the engine speed.

[0017]

SUMMARY OF THE INVENTION Therefore, in order to eliminate the above-mentioned inconvenience, the present invention provides a gear changing means for changing the coupling state of a plurality of gears of an automatic transmission. A shift control device for controlling to change to a combined state of the next shift stage after a shift control time from a current shift stage to a non-coupled state when changing the combined state of the shift stages by The vehicle speed when the throttle valve opening is opened to a predetermined opening or more at the time of changing from the current gear position to the next gear position on the high-speed side by the gear position changing means is changed to the next high-speed gear position. Set to a value smaller than a lower limit value of a shift line to be changed to a combined state of the next shift stage on the high speed side which is equal to or more than a shift line to be changed to a combined state of the current shift stage on the low speed side. Less than the set speed value If it is characterized in that a control means for controlling so as to the speed change control time to zero.

[0018]

According to the structure of the present invention, the control means opens the throttle valve to a predetermined opening degree or more when the gear position changing means changes the current gear position to the combined state of the next higher gear position. Vehicle speed is higher than the shift line to be changed from the next high speed side shift stage to the current low speed side shift stage, and If the speed is equal to or higher than the set speed value which is smaller than the lower limit value of the shift line to be changed by a predetermined value, control is performed so that the shift control time becomes zero. In other words, when changing from the current gear position to the next gear position on the high speed side, the accelerator pedal is depressed to return to the current gear position on the lower speed side than the next gear position on the high speed side. Nevertheless, in a region where it is not possible to return to the combined state of the current shift speeds on the low speed side, control is performed so that the shift control time becomes zero. As a result, the gear change control time in the neutral state does not continue unnecessarily, and it is possible to immediately change to the combined state of the next gear position.

[0019]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 10 show an embodiment of the present invention. In FIG. 3, reference numeral 2 denotes an automatic transmission of an internal combustion engine mounted on a vehicle (not shown), reference numeral 4 denotes a hydraulic circuit for performing a shift operation of the automatic transmission 2, and reference numerals 6-1 and 6-2 denote solenoids serving as speed change means. A valve 8; a shift control device 10; control means 10 for controlling the operation of the solenoid valves 6-1 and 6-2;
Is a vehicle speed sensor, 14 is a throttle valve opening sensor, 1
Reference numeral 6 denotes a shift switch for detecting a shift position, and reference numeral 18 denotes a rotation speed sensor for detecting an engine rotation speed.

The automatic transmission 2 has a plurality of gears, and the gear ratio is changed stepwise by solenoid valves 6-1 and 6-2 of the hydraulic circuit 4. This automatic transmission 2
Control is performed by the control means 10 of the shift control device 8 to change the coupling state of the shift speeds. The control means 10 of the shift control device 8 receives signals from the vehicle speed sensor 12, the throttle valve opening sensor 14, the shift position switch 16, and the rotation speed sensor 18 when the vehicle is running, and determines in advance the vehicle speed V and the throttle valve opening θ. According to the set shift line map, the solenoid valves 6-1 and 6-6 serving as shift speed changing means are provided.
By -2, control is performed to change to the combined state of one shift speed required by the running conditions.

The shift control device 8 is controlled by the control means 10 to change the coupling state of the plurality of shift speeds GP of the automatic transmission 2.
When changing the connection state of the gear positions according to 6-2, in order to change the connection state of the next gear position GP from the current gear position GP through the transmission control time T at which any gear position GP is in the non-connection state. Control.

More specifically, as shown in FIG. 2, when the control is started 100, the transmission control device 8 initializes 200
In this routine, the output setting and the like are performed until the input value is correctly determined. In the input processing 300, the vehicle speed sensor 12
The input values such as the vehicle speed pulse input from the controller and the sensor voltage input from the throttle valve opening sensor 14 are converted into physical quantities such as the vehicle speed V and the throttle valve opening θ.

In the shift control 400, the shift stage GP is set based on the vehicle speed V and the throttle valve opening θ, and the shift stage GP1 is changed from the current shift stage GP1 in order to prevent a shift shock when changing the connection state of the shift stages GP. Of the next gear stage GP after the gear shift control time T at which the gear stage GP of the
In order to change to the coupling state 2, the change of the output to the solenoid valves 6-1 and 6-2 during the shift, the output timing, and the like are set. During the shift control time T, in order to prevent a shift shock, the hydraulic circuit 4 is configured to be in a neutral state in which any shift stage GP is in a non-coupled state.

In the output processing 500, the shift control 40
Output processing is performed to operate the solenoid valves 6-1 and 6-2 according to the output state set at 0.

In such a shift control device 8, the control means 10 includes a solenoid valve 6 serving as a speed change means.
According to −1 · 6-2, the vehicle speed V when the throttle valve opening θ is opened to a predetermined opening or more at the time of changing from the current gear stage GP to the next gear stage GP on the high speed side is changed to:
If the speed is equal to or higher than the set speed value V1 which is smaller than the lower limit value of the shift line to be changed to the engaged state of the next speed stage GP on the high speed side by more than a predetermined value, the shift control time T is set to zero "0". ”.

This control is performed in the shift control 400. This control will be described with reference to FIG.

In the shift control 400, a shift is determined in accordance with a shift map based on the vehicle speed V and the throttle valve opening θ, the next shift stage GP is set (402), and the set next shift stage GP and the current shift stage GP are set. Is determined (404).

If the set next speed stage GP is the same as the current speed stage GP (404: YES), the current output is continued (406) and the process returns (408). If the set next gear stage GP is different from the current gear stage GP (404: NO), the intermediate state of the current gear stage GP is changed to the engaged state of the next gear stage GP. Then, the output to the solenoid valves 6-1 and 6-2 is set (410) at the next time.

Next, the current gear stage GP, for example, 2
It is determined whether or not the change from the high speed engagement state to the third speed engagement state, which is the next gear stage GP (412). If it is not a change from the second speed to the third speed (412: NO), a shift control time T is set (414) from the data of the vehicle speed V and the throttle valve opening θ for each shift, and the set shift control time T is set. Is determined (step 416).

When the shift control time T has elapsed (416:
YES) sets the output to the solenoid valves 6-1 and 6-2 at the set next time as the current output (418),
It returns (408). If the shift control time T has not elapsed (416: NO), the output to the solenoid valves 6-1 and 6-2 in the middle is changed to the current output (420).
And return (408).

As described above, the transmission control 400 to 410-4
In step 14, when changing the connection state of the gear stage GP, the state is changed from the current gear stage GP to the connection state of the next gear stage GP after a shift control time T at which any gear stage GP is in the non-connection state. By controlling the operation of the solenoid valves 6-1 and 6-2 as desired, a shift shock can be prevented.

During a shift in which the current engaged state of the gear stage GP is changed to the engaged state of the next gear stage GP,
As shown in FIG. 4, the output to the solenoid valves 6-1 and 6-2 is set on the way and on the next time, and the output to the solenoid valves 6-1 and 6-2 on the way is determined by the shift control time T after the shift is determined. After the continuation, the process proceeds to the next output to the solenoid valves 6-1 and 6-2.

The solenoid valve 6 in the middle and next time
The output to 0-1 ・ 6-2 and the shift control time T are prepared in advance as data for each shift. Also, the shift control time T
Is the vehicle speed V and the throttle valve opening θ depending on the shift speed.
Due to the different responsiveness of the hydraulic circuit 4, data corresponding to the vehicle speed V and the throttle valve opening θ is changed to an appropriate value that can prevent shift shock according to the vehicle speed V and the throttle valve opening θ. Set it.

As described above, when changing the connection state of the shift speeds by the solenoid valves 6-1 and 6-2 as the shift speed changing means, any one of the shift speeds GP from the current shift speed GP is changed.
In the shift control device 8 which controls to change to the combined state of the next gear stage GP after the gear shift control time T in which the gears are also in the non-coupled state, the control means 10 includes the solenoid valves 6-1. According to 6-2, the current gear stage GP
The vehicle speed V when the throttle valve opening θ is opened to be equal to or more than the predetermined opening at the time of the change to the combined state of the next high-speed gear stage GP from A setting that is equal to or higher than the shift line to be changed to the combined state of the current gear stage GP and is smaller by a predetermined value than the lower limit value of the shift line to be changed to the combined state of the next higher gear stage GP on the high-speed side. If the speed value is equal to or higher than the speed value V1, control is performed to set the shift control time T to zero "0".

This control is performed in the case where it is not possible to return from the combined state of the next high-speed gear stage GP to the present combined state of the low-speed gear stage GP.
2 is performed.

In the determination (412) as to whether or not the current gear stage GP, for example, the second gear engagement state is changed to the next gear stage GP, third gear engagement state, it is determined whether or not the change is made from the second gear state. If the change is to the third speed (412: YES), it is determined whether the vehicle speed V is equal to or higher than the set speed value V1 (422).
I do. The set speed value V1 is set to be smaller by a predetermined value than the lower limit value of the shift line to be changed to the engagement state of the third speed as the next speed stage GP on the high speed side (see L1 in FIG. 5).

If the vehicle speed V is not equal to or greater than the set speed value V1 (422: NO), a shift control time T is set (414) based on the data of the vehicle speed V and the throttle valve opening θ for each shift and set. It is determined whether or not the shift control time T has elapsed (416), and the output to the solenoid valves 6-1 and 6-2 at the set next time is output as the current output (4).
18) or the output to the solenoid valves 6-1 and 6-2 in the middle is set as the current output (420),
It returns (408).

When the vehicle speed V is equal to or higher than the set speed value V1 (42)
2: YES) In this case, the shift control time T is set to zero “0”,
It is determined whether or not the set shift control time T has elapsed (4).
After 16), the output to the solenoid valves 6-1 and 6-2 at the set next time is set as the current output (418), and the process returns (408).

In this way, as shown in FIG. 5, the control means 10 includes the solenoid valves 6-1 and 6-6 serving as speed change means.
When the current gear stage GP is changed from the current gear stage GP to the combined state of the next higher gear stage GP according to −2, the throttle valve opening θ
When the vehicle speed V is opened to a predetermined opening degree or more, the vehicle speed V changes from the next high speed side gear stage GP to the low speed side current gear stage GP.
Is set to be equal to or more than the shift line to be changed to the combined state, and to be smaller by a predetermined value than the lower limit value of the shift line to be changed to the combined state of the next shift stage GP on the high-speed side from the current shift stage GP. When the speed is equal to or more than the line L1 of the set speed value V1, the speed change control time T is controlled to be zero,
It is possible to prevent the engine speed from rising.

That is, at the time of changing from the current gear stage GP to the coupled state of the next higher gear stage GP, the accelerator pedal (not shown) is depressed, so that the next higher gear stage GP is higher than the next gear stage GP. In a region where it is not possible to return to the combined state of the current speed stages GP on the low speed side even though it is desired to return to the combined state of the current speed stages GP on the low speed side, the shift control time T is controlled to be zero. is there.

As a result, the shift control time T, which is in the neutral state, is not immediately continued, but is immediately changed to the combined state of the next shift stage GP, so that the throttle valve opening θ becomes greater than the predetermined opening. Even when the torque of the internal combustion engine is suddenly increased by being opened, it is possible to prevent the engine speed from rising.

When the current gear stage GP is changed from the current gear stage GP to the coupled state of the next higher gear stage GP, the accelerator pedal is depressed to depress the current gear stage GP that is lower than the next higher gear stage GP. In the region where the vehicle can return to the combined state, the shift control time T that is an appropriate neutral state can be set. For this reason, shift shock can be reduced.

Further, since the engine speed is suppressed from rising in all regions, the durability of the automatic transmission 2 can be improved.

The present invention can be carried out as follows in addition to the above-described embodiment.

For example, as shown in FIG. 6, the solenoid valves 6-1 and 6-2, which are the shift speed changing means, change from the second speed as the current shift speed GP to the third speed as the next shift speed GP on the high speed side. When the vehicle speed V when the throttle valve opening θ is opened to be equal to or more than the predetermined opening at the time of the change of the gear position, the vehicle speed V to be changed from the next high speed side gear stage GP to the combined state of the low speed side current gear stage GP Or more than the set speed value V1 that is set to be smaller than the lower limit value of the shift line to be changed from the current shift stage GP to the combined state of the next higher shift stage GP by a predetermined value, In addition, when the vehicle speed V is greater than the present opening of the throttle valve opening θ, the next speed stage GP on the high speed side is shifted to the current speed stage GP on the low speed side.
If it is equal to or longer than the line L2 of the shift line to be changed to the combined state, the shift control time T can be controlled to be zero. Thus, the vehicle speed V at which the shift control time T should be zero is
Is set, it is possible to prevent the blow-up more accurately in consideration of the change in the throttle valve opening.

As shown in FIG. 7, the solenoid valve 6-1 or 6-2, which is a shift position changing means, opens the throttle valve when changing from the current shift stage GP to the coupled state of the next higher shift stage GP. The vehicle speed V when the degree θ is opened to the predetermined opening degree or more is equal to or more than a shift line to be changed from the next high speed side gear stage GP to the combined state of the low speed side current gear stage GP, The vehicle speed V is equal to or higher than a set speed value V1 set by a predetermined value smaller than a lower limit value of a shift line to be changed from the current gear stage GP to the combined state of the next higher gear stage GP on the high speed side, and A predetermined value (ΔV2) for each throttle valve opening θ from a shift line to be changed from the current shift stage GP to the combined state of the next higher shift stage GP on the high-speed side.
If the speed is equal to or more than the line L3 of the set speed value set to be smaller by (ΔV3 · ΔV4), the shift control time T may be controlled to be zero. In this manner, by setting the vehicle speed V at which the shift control time T is to be zero, it is possible to more appropriately prevent the blow-up according to the vehicle speed for each throttle valve opening.

Further, in this embodiment, the shift control time T is set to zero. However, as shown in FIG. 8, if the opening of the throttle valve is changed immediately after the shift, the output for the next shift stage is immediately output. Solenoid valve 6-1 ・ 6-2
Can be controlled so as to be output to This allows
The time in the neutral state can be shortened, and the blow-up can be suppressed.

The shift control time T is not set to zero, but is set to the minimum value among the data set for each vehicle speed or throttle valve opening as shown in FIGS. Select a value with a small rise from the data set for each valve opening, and set it to the minimum value or a value with a small rise when a shift is determined or when the opening of the throttle valve changes immediately after a shift. Can also. In this case, since it is possible to select from the shift control time T recorded in the control means 10, there is little change in the program, which is practically advantageous.

[0049]

As described above, according to the present invention, the throttle valve is opened at the time of the change from the current gear position to the combined state of the next higher gear position, so that the next higher gear position is changed. In a region where it is not possible to return to the combined state of the current shift speeds on the lower speed side even though it is desired to return to the combined condition of the current shift speeds on the lower speed side than the shift speed, control is performed to set the shift control time to zero. .

As a result, the gear change control time in the neutral state is not immediately continued, but is immediately changed to the combined state of the next shift speed, so that the throttle valve opening is opened to a predetermined opening or more. Even if the torque of the internal combustion engine suddenly increases, it is possible to prevent the engine speed from rising.

When changing from the current gear position to the next gear position on the high-speed side, the throttle valve is opened so that the current gear position on the lower speed side is lower than the next gear position on the higher-speed side. In the area where the vehicle can return, a shift control time that is an appropriate neutral state can be set. For this reason, shift shock can be reduced. Further, since the engine speed is suppressed from rising in all regions, the durability of the automatic transmission can be improved.

[Brief description of the drawings]

FIG. 1 is a control flowchart showing an embodiment of a shift control device according to the present invention.

FIG. 2 is a main flowchart of control by a shift control device.

FIG. 3 is a schematic configuration diagram of a transmission control device.

FIG. 4 is a timing chart of ON / OFF of a solenoid valve at the time of shifting.

FIG. 5 is a diagram illustrating a set speed for a shift line based on a vehicle speed and a throttle valve opening.

FIG. 6 is a diagram illustrating a set speed with respect to a shift line based on a vehicle speed and a throttle valve opening according to the first alternative embodiment.

FIG. 7 is a diagram illustrating a set speed with respect to a shift line based on a vehicle speed and a throttle valve opening according to a second different embodiment.

FIG. 8 is a timing chart of ON / OFF of an accelerator and a solenoid valve according to a third different embodiment.

FIG. 9 is a timing chart of ON / OFF of an accelerator and a solenoid valve according to a fourth different embodiment.

FIG. 10 is an explanatory diagram of shift control time data set for each vehicle speed and throttle valve opening.

FIG. 11 is an explanatory diagram of a shift line based on a vehicle speed and a throttle valve opening.

FIG. 12 is an explanatory diagram of a vehicle speed in a case where a shift cannot be performed with respect to a shift line based on a vehicle speed and a throttle valve opening.

FIG. 13 is a timing chart of an accelerator, a shift speed, ON / OFF of a solenoid valve, a hydraulic circuit, and an engine speed.

FIG. 14 is a timing chart when an accelerator, a gear, a solenoid valve is turned on / off, a hydraulic circuit and an engine speed are increased.

FIG. 15 is a diagram illustrating a control state in shifting from the third speed to the second speed and maintaining the third speed when the accelerator is depressed.

[Explanation of symbols]

 2 Automatic transmission 4 Hydraulic circuit 6-1-6-2 Solenoid valve 8 Shift control device 10 Control means 12 Vehicle speed sensor 14 Throttle valve opening sensor 16 Shift switch 18 Revolution sensor

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (3)

(57) [Claims] A speed change means for changing a connection state of a plurality of shift speeds of the automatic transmission; A shift control device for controlling to change to a combined state of the next shift stage after a shift control time in which the shift stage is also disengaged, wherein the shift stage changing means couples the next shift stage on the high-speed side from the current shift stage. When changing to the state, the vehicle speed when the throttle valve opening is opened to a predetermined opening degree or more is changed from the next gear position on the high speed side to the current speed on the low speed side.
Be more than the shift line should be changed to the bonding state of the shift stage, the high-speed side of the set speed value or more which is set by a predetermined value smaller than the lower limit value of the transmission line to be changed binding state of the next shift stage If it is, the shift control apparatus characterized in that a control means for controlling so as to the speed change control time to zero. 2. An automatic transmission, comprising: a shift speed changing means for changing a connection state of a plurality of shift speeds. When the shift speed change means changes the connection state of the shift speeds, any one of the shift speeds from the current shift speed is selected. A shift control device for controlling to change to a combined state of the next shift stage after a shift control time in which the shift stage is also disengaged, wherein the shift stage changing means couples the next shift stage on the high-speed side from the current shift stage. When changing to the state, the vehicle speed when the throttle valve opening is opened to a predetermined opening degree or more is changed from the next gear position on the high speed side to the current speed on the low speed side.
Be more than the shift line should be changed to the bonding state of the shift stage, the high-speed side of the set speed value or more which is set by a predetermined value smaller than the lower limit value of the transmission line to be changed binding state of the next shift stage , and the and the case where the vehicle speed is the throttle valve opening is the opening motion has been during the high-speed side of the next gear speed side of the current to be changed binding state gear or shift line from than current And a control means for controlling the shift control time to zero. 3. A speed change means for changing a connection state of a plurality of shift speeds of the automatic transmission. A shift control device for controlling to change to a combined state of the next shift stage after a shift control time in which the shift stage is also disengaged, wherein the shift stage changing means couples the next shift stage on the high-speed side from the current shift stage. vehicle speed when the throttle valve opening when changing to the state is opening motion above a predetermined opening, the next speed change stage of the high-speed side of the low-speed side of the current
Be more than the shift line should be changed to the bonding state of the shift stage, the high-speed side of the set speed value or more which is set by a predetermined value smaller than the lower limit value of the transmission line to be changed binding state of the next shift stage , and the are and the vehicle speed is the current gear high speed side of the next shift than the shift line should be changed to bonding state of stages for each throttle valve opening by a predetermined value smaller set set speed value or more from In a case , a shift control device includes control means for controlling the shift control time to zero.