JP4419491B2 - Shift control device for vehicle - Google Patents

Description

  The present invention relates to a transmission control device for a vehicle that controls a transmission ratio of a transmission mounted on the vehicle.

Conventionally, as a control device for controlling a transmission mounted on a vehicle, it is possible to control a gear ratio between an input member and an output member of the transmission with an actuator based on conditions such as a vehicle speed control request. Various transmission control devices are known. An example of such a transmission control device is described in Patent Document 1. In the vehicle described in Patent Document 1, the driving force of the engine is input to the transmission via a power transmission rate variable mechanism. This transmission is a continuously variable transmission whose speed ratio changes steplessly, and is provided with a control circuit that controls the speed ratio of the continuously variable transmission. In Patent Document 1, it is determined from the idle switch and the brake switch that the driver is about to decelerate, the deceleration by the brake operated by the driver is calculated, and the vehicle speed and deceleration at this time are calculated. It is described that a target gear ratio is set so that an optimum engine brake acts, and the actual gear ratio is controlled. For this reason, it is said that the engine braking force according to the deceleration of the vehicle can be applied, and safer and more effective deceleration can be performed.
Japanese Patent No. 2723146

  By the way, in the transmission control apparatus described in the above-mentioned publication of Japanese Patent Application Laid-Open No. 2005-228688, it is not limited to setting a target gear ratio for applying an engine braking force that is optimal for deceleration. Was not recognized and there was room for improvement.

  The present invention has been made against the background of the above circumstances, and when controlling the transmission gear ratio, a vehicle gear shift capable of reflecting problems other than engine braking force in the control of the gear ratio. The object is to provide a control device.

In order to achieve the above object, according to a first aspect of the present invention, a transmission is provided in a power transmission path from the engine to the wheels, and in a vehicle transmission control device for controlling a transmission ratio of the transmission, When it is determined that the control for increasing the transmission ratio of the transmission is established, the control for increasing the transmission ratio of the transmission is performed based on the temporary target transmission ratio, and the engine braking force is strengthened. a lock determination means for determining whether or not to lock, if the wheel by the lock determination hand stage is determined to be locked, the engine braking force is strengthened by performing control to increase the transmission ratio of the transmission And a first gear ratio control means for selecting a target gear ratio at which the wheel is not locked as a target gear ratio when performing control for increasing the gear ratio of the transmission. And it is characterized in Rukoto.

According to a second aspect of the present invention, a transmission is provided in a power transmission path from the engine to the wheels, and a transmission control device for a vehicle that controls a transmission ratio of the transmission based on a deceleration request in the vehicle. , A deceleration request determining means for determining whether or not the deceleration request exceeds a predetermined value, and if it is determined that the deceleration request exceeds a predetermined value, the transmission shift of the transmission is based on a temporary target gear ratio. when the engine braking force and controls to increase the ratio is intensified, and the lock determination means for the wheel it is determined whether the lock, when the wheels by the lock determination hand stage is determined to be locked, the transmission Control to increase the gear ratio of the machine and control to increase the gear ratio of the transmission to the target gear ratio at which the wheels do not lock even if the engine braking force is strengthened. To have a second gear ratio control means for selecting a target gear ratio when is characterized in.

Further, the invention according to claim 3, in addition to the second aspect, if the reduced speed required by said deceleration request determining means is determined to be equal to or less than the predetermined value, the deceleration request is below a predetermined value The present invention is further characterized by further comprising third speed ratio control means for maintaining the speed ratio of the transmission before it is determined to be present.

Furthermore, in the invention according to claim 4, in addition to the structure of claim 1 or 2, the speed change based on the target speed ratio selected by the first speed ratio control means or the second speed ratio control means. When the engine speed is increased by performing control to increase the gear ratio of the machine, noise judging means for judging whether or not engine noise is generated, and based on the judgment result of the noise judging means, the speed ratio of the transmission is set. Fourth gear ratio control means for selecting a target gear ratio at which engine noise does not occur when the engine speed is increased by performing control to increase, as a target gear ratio when performing control to increase the gear ratio of the transmission It is characterized by having.

According to the first aspect of the present invention, when the control for increasing the transmission gear ratio is established, if the control for increasing the transmission gear ratio is performed based on the temporary target gear ratio, the engine braking force is increased. It is thereby determined whether or not the wheels are locked, if the wheel is determined to be locked, even intensified engine braking force and controls to increase the gear ratio of the speed change unit is not locked wheel target speed The ratio can be selected to control the transmission gear ratio. Therefore, when the gear ratio is controlled according to the vehicle speed control request, it is possible to suppress the locking of the wheels accompanying the change in the gear ratio.

According to the invention of claim 2, when controlling the transmission gear ratio based on the deceleration request in the vehicle, if the deceleration request exceeds a predetermined value, the transmission gear ratio is set based on the temporary target transmission gear ratio. with control performed when it is intensified engine braking force wheel to increase it is determined whether the lock, if the wheel is determined to be locked, the engine braking force and controls to increase the gear ratio of the speed change device It is possible to select a target gear ratio at which the wheel does not lock even if the torque is strengthened, and to control the gear ratio of the transmission. Therefore, when the gear ratio is controlled in response to the deceleration request, it is possible to suppress the wheel lock caused by the change in the gear ratio.

  According to the invention of claim 3, in addition to obtaining the same effect as that of the invention of claim 2, when the deceleration request is less than a predetermined value, the transmission of the transmission before the deceleration request becomes less than the predetermined value is obtained. The gear ratio can be maintained. Accordingly, it is possible to ensure the acceleration performance of the vehicle when an acceleration request is generated instead of the deceleration request.

According to the fourth aspect of the present invention, the same effect as that of the first or second aspect of the invention can be obtained, and on the basis of the target speed ratio selected by the first speed ratio control means or the second speed ratio control means. When control for increasing the transmission gear ratio is performed and the engine speed increases, it is determined whether or not engine noise occurs. Based on this determination result, control is performed to increase the transmission gear ratio, and when the engine speed increases, the target gear ratio at which engine noise does not occur is set to the target gear ratio when control for increasing the transmission gear ratio is performed. selected as the ratio, it is possible to control the gear ratio of the speed change device. Therefore, noise caused by an increase in engine speed can be suppressed.

  Next, an embodiment of the present invention will be described with reference to the drawings. First, FIG. 2 shows an example of a power train of a vehicle to which the present invention can be applied and a control system of the vehicle. In the vehicle Ve shown in FIG. 2, a fluid transmission device 3, a lockup clutch 4, a forward / reverse switching mechanism 5, a belt-type continuously variable transmission 6, and the like are provided on a power transmission path between the engine 1 and the wheels 2. ing. As the engine 1, an internal combustion engine, for example, a diesel engine, a gasoline engine, an LPG engine, or the like can be used.

  The fluid transmission device 3 and the lockup clutch 4 are provided in a power transmission path between the engine 1 and the forward / reverse switching mechanism 5, and the fluid transmission device 3 and the lockup clutch 4 are arranged in parallel to each other. Has been. The fluid transmission device 3 is a device that transmits power by the kinetic energy of the fluid, and the lockup clutch 4 is a device that transmits power by a frictional force. The forward / reverse switching mechanism 5 includes a planetary gear mechanism (not shown) and a hydraulically controlled friction engagement device (not shown), for example, a brake and a clutch.

  The direction of rotation of the output member relative to the input member can be selectively switched by switching engagement / release of the friction engagement device. Further, by controlling the engagement / release of the friction engagement device, the forward / reverse switching mechanism 5 can be switched between a state in which power transmission between the engine 1 and the wheel 2 is possible and a state in which power transmission is impossible. It is.

  The belt type continuously variable transmission 6 is provided in a power transmission path between the forward / reverse switching mechanism 5 and the wheels 2. The belt type continuously variable transmission 6 has a primary shaft 7 and a secondary shaft 8 arranged in parallel to each other. The primary shaft 7 is provided with a primary pulley 9, and the secondary shaft 8 is provided with a secondary pulley 10. The primary pulley 9 has a fixed sheave 11 fixed to the primary shaft 7 and a movable sheave 12 configured to be movable in the axial direction of the primary shaft 7. A groove M <b> 1 is formed between the fixed sheave 11 and the movable sheave 12.

  Further, a hydraulic servo mechanism 13 is provided for moving the movable sheave 12 in the axial direction of the primary shaft 7 so that the movable sheave 12 and the fixed sheave 11 approach and separate from each other. The hydraulic servo mechanism 13 includes a hydraulic chamber 19 and a piston (not shown) that operates in the axial direction of the primary shaft 7 according to the hydraulic pressure of the hydraulic chamber 19 and is connected to the movable sheave 12. .

  On the other hand, the secondary pulley 10 has a fixed sheave 14 fixed to the secondary shaft 8 and a movable sheave 15 configured to be movable in the axial direction of the secondary shaft 8. A V-shaped groove M <b> 2 is formed between the fixed sheave 14 and the movable sheave 15.

  In addition, a hydraulic servo mechanism 16 is provided that moves the movable sheave 15 in the axial direction of the secondary shaft 8 to bring the movable sheave 15 and the fixed sheave 14 closer to or away from each other. The hydraulic servo mechanism 16 includes a hydraulic chamber 100 and a piston (not shown) that operates in the axial direction of the secondary shaft 8 by the hydraulic pressure of the hydraulic chamber 100 and is connected to the movable sheave 15. An endless belt 17 is wound around the primary pulley 9 and the secondary pulley 10 configured as described above.

  On the other hand, a hydraulic control device 18 having a function of controlling the hydraulic servo mechanisms 13 and 16 and the lockup clutch 4 and the forward / reverse switching mechanism 5 of the belt type continuously variable transmission 6 is provided. Further, an electronic control device 52 as a controller for controlling the engine 1, the lockup clutch 4, the forward / reverse switching mechanism 5, the belt type continuously variable transmission 6, and the hydraulic control device 18 is provided. An arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and a microcomputer mainly including an input / output interface are included.

  For this electronic control unit 52, the operating state of the shift position selecting device 50, the engine speed, the acceleration request (for example, the operating state of the accelerator pedal), the deceleration request (for example, the operating state of the brake pedal), the opening of the throttle valve Detection signals such as the rotational speed of the primary shaft 7 and the rotational speed of the secondary shaft 8 are input. By operating this shift position selection device 50 by a vehicle occupant, shift positions such as a parking (P) position, a reverse (R) position, a neutral (N) position, and a drive (D) position can be selectively switched. It is. The parking position and the neutral position are non-driving positions that are selected when the power transmission path between the engine 1 and the wheels 2 is incapable of power transmission. On the other hand, the reverse position and the drive position are drive positions that are selected when the power transmission path between the engine 1 and the wheels 2 can transmit power.

  The function of the vehicle Ve shown in FIG. 1 will be described. Various types of data are stored in the electronic control unit 52. A signal for controlling the engine 1 from the electronic control unit 52 based on the signal input to the electronic control unit 52 and the stored data, a belt type A signal for controlling the continuously variable transmission 6, a signal for controlling the forward / reverse switching mechanism 5, a signal for controlling the lockup clutch 4, a signal for controlling the hydraulic control device 18, a signal for controlling the display 54, etc. are output. .

  An example in which the forward / reverse switching mechanism 5 is controlled based on a signal from the shift position selection device 50 will be described. For example, when the neutral position or the parking position is selected, the forward / reverse switching mechanism 5 cannot transmit power.

  On the other hand, when the drive position or the reverse position is selected, the forward / reverse switching mechanism 5 is in a state where power can be transmitted. Then, the power of the engine 1 is transmitted to the primary shaft 7 of the belt-type continuously variable transmission 6 via the fluid transmission device 3 or the lock-up clutch 4 and the forward / reverse switching mechanism 5. The torque of the primary shaft 7 is transmitted to the secondary shaft 8 via the primary pulley 9, the belt 17, and the secondary pulley 10. Then, the torque of the secondary shaft 8 is transmitted to the wheel 2 to generate a driving force.

  Next, the shift control of the belt type continuously variable transmission 6 will be described. First, the amount of oil in the hydraulic chamber 19 of the hydraulic servo mechanism 13 is controlled, and the thrust that moves the movable sheave 12 of the primary pulley 9 in the axial direction is adjusted based on the amount of oil in the hydraulic chamber 19. Further, the thrust (clamping pressure) for moving the movable sheave 15 of the secondary pulley 10 in the axial direction is adjusted by the hydraulic pressure of the hydraulic chamber 100 of the hydraulic servo mechanism 16. The width of the groove M1 changes according to the operation of the movable sheave 12 in the axial direction, and the width of the groove M2 changes according to the operation of the movable sheave 15 in the axial direction.

  When the width of the groove M1 is adjusted as described above, the ratio between the winding radius of the belt 17 in the primary pulley 9 and the winding radius of the belt 17 in the secondary pulley 10 changes. As a result, the ratio of the rotational speeds between the primary shaft 7 and the primary pulley 9, and the secondary shaft 8 and the secondary pulley 10, that is, the gear ratio changes. Specifically, when the amount of oil in the hydraulic chamber 19 is increased and the width of the groove M1 is narrowed, the winding radius of the belt 17 in the primary pulley 9 is increased, and the gear ratio of the belt-type continuously variable transmission 6 is decreased. Shift so that Shifting with a small gear ratio is called upshifting. On the other hand, when the amount of oil in the hydraulic chamber 19 is reduced and the width of the groove M1 is widened, the winding radius of the belt 17 in the primary pulley 9 is reduced, and the gear ratio of the belt-type continuously variable transmission 6 is increased. Shift so that A shift that increases the gear ratio is called a downshift. In either the downshift or the upshift, the speed ratio of the belt type continuously variable transmission 6 can be controlled continuously, in other words, continuously.

  On the other hand, in the secondary pulley 10, when the width of the groove M <b> 2 is adjusted, the clamping pressure applied to the belt 17 and the tension of the belt 17 change, and the torque transmitted between the primary shaft 7 and the secondary shaft 8. Capacity is controlled. Specifically, when the hydraulic pressure in the hydraulic chamber 100 of the hydraulic servo mechanism 16 is increased and the clamping pressure applied to the belt 17 is increased, the torque capacity of the belt 17 is increased. On the other hand, when the hydraulic pressure in the hydraulic chamber 100 of the hydraulic servo mechanism 16 is reduced and the clamping pressure applied to the belt 17 is reduced, the torque capacity of the belt 17 is reduced.

  A correspondence relationship between the control of the belt type continuously variable transmission 6 as described above and a signal input to the electronic control unit 52 will be described. First, the drive position is selected, based on the vehicle speed, a signal indicating a vehicle speed control request (accelerator pedal operation state, throttle opening, brake pedal operation state), and a shift map stored in the electronic control unit 52, The target speed ratio of the belt type continuously variable transmission 6 is calculated, and control is performed to bring the actual speed ratio of the belt type continuously variable transmission 6 closer to the target speed ratio. The vehicle speed is calculated based on the rotation speed of the secondary shaft 8.

  Next, a specific example of the shift control of the belt type continuously variable transmission 6 will be described based on the flowchart of FIG. As shown in FIG. 1, in the control for setting the gear ratio during execution of the deceleration downshift control, it is first determined whether or not the deceleration downshift control has already been executed (step S1). Here, “deceleration downshift control” means “control for increasing the gear ratio of the belt-type continuously variable transmission 6 when the deceleration request in the vehicle Ve exceeds a predetermined value”. Further, the degree of the deceleration request in the vehicle Ve is determined from the operation state of the accelerator pedal and the brake pedal. For example, when the amount of depression of the brake pedal exceeds a predetermined amount while the accelerator pedal is not depressed, or when the depression speed of the brake pedal exceeds a predetermined speed, the “deceleration request in the vehicle It is judged that it has been exceeded.

  Further, the control content differs between the deceleration downshift control and the shift control (hereinafter referred to as normal shift control) executed when the deceleration request in the vehicle is equal to or less than a predetermined value. Specifically, the target speed ratio calculated by the deceleration downshift control is different from the target speed ratio calculated in the case of normal speed change control. More specifically, even if the vehicle speed is the same, the target gear ratio calculated by the deceleration downshift control calculated by the deceleration downshift control is more than the target gear ratio calculated by the normal gearshift control. growing.

If the determination in step S1 is negative, it is determined whether or not the execution condition of the deceleration downshift control has been changed from not established to established (step S2). For example, the execution condition of the deceleration downshift control is established when the stepping operation from the accelerator pedal to the brake pedal is performed. If a negative determination is made in step S2, the gear ratio before steps S1 and S2 is maintained, and the routine shown in FIG .

  On the other hand, when a positive determination is made in step S1, it is determined whether or not the brake is on, that is, whether or not the brake pedal is depressed (step S3). If a positive determination is made in step S3, the process proceeds to step S4. If the determination in step S2 is affirmative, the process proceeds to step S4.

  In this step S4, the target gear ratio (TRT (I)) of the belt type continuously variable transmission 6 is calculated based on at least one of the deceleration or the rate of change of the deceleration. The deceleration and the rate of change of the deceleration can be calculated based on the temporal change of the vehicle speed. Following this step S4, whether or not the target gear ratio (TRT (I)) calculated by the current routine execution exceeds the target gear ratio (TRT (I-1)) calculated by the previous routine execution. Is determined (step S5). If a negative determination is made in step S5, that is, if the deceleration request is maintained or decreased, the target gear ratio (TRT (I-1)) calculated by the previous routine execution is used as the target gear ratio. The ratio (TRT (I)) is selected (step S6), and the process proceeds to step S7.

  On the other hand, if a positive determination is made in step S5, the process bypasses step S6 and proceeds to step S7. That is, when the deceleration request is increasing, the target gear ratio (TRT (I)) calculated by the current routine execution is held as the target gear ratio.

In step S7, it is determined whether or not the target speed ratio (TRT (I)) calculated in the process before step S7 is less than the speed ratio guard value TRTgd (SPD). The gear ratio guard value TRTgd (SPD) is judged from the vehicle speed and the actual gear ratio during the processing of the routine shown in FIG. 1, and is downshifted from the actual gear ratio, so that the engine braking force is sharply increased. Even in this case, this corresponds to a gear ratio with a small possibility that the wheel 2 will lock. The negative determination in step S7 means that when the deceleration downshift is executed using the target speed ratio calculated in the process before step S7, the engine braking force is sharply increased and the wheel 2 is There is a possibility of locking. Therefore, if a negative determination is made in step S7, a gear ratio guard value TRTgd (SPD) is selected as the target gear ratio (TRT (I)) (step S8), and the process proceeds to step S9. In contrast, if an affirmative determination is made in step S7, the target gear ratio (TRT (I)), step S7 selects the target gear ratio calculated in the previous processing, bypassing the step S8 Then, the process proceeds to step S9.

In step S9, it is determined whether or not the target speed ratio (TRT (I)) calculated in the process before step S9 is less than the speed ratio guard value TRTgd (NE). The gear ratio of the guard value TRTgd (NE), it is determined from the vehicle speed and the actual speed ratio during routine processing shown in FIG. 1, the engine speed is downshifted to a larger speed ratio than its actual gear ratio It means a gear ratio that is less likely to cause engine noise even when it is raised. The negative determination in step S9 means that engine noise due to an increase in engine speed may occur when a deceleration downshift is executed using the target gear ratio calculated in the process before step S9. is there.

Therefore, if a negative determination is made in step S9, a gear ratio guard value TRTgd (NE) is selected as the target gear ratio (TRT (I)) (step S10), and the control routine of FIG. . On the other hand, if the determination in step S9 is affirmative , the target speed ratio calculated in the process before step S9 is selected as the target speed ratio (TRT (I)), and the control routine of FIG. finish. If the determination in step S3 is negative, the target gear ratio (TRT (I-1)) selected in the previous routine processing is selected as the target gear ratio (TRT (I)) ( Step S11), the control routine of FIG. Note that the target gear ratio selected in step S4, step S6, and step S8 are all provisional target gear ratios. If the determination in step S9 is affirmative, or the processing in steps S9 and S10 is performed. In the case where it is performed, the provisional target speed ratio calculated in any step is determined as the official target speed ratio.

  As described above, in steps S3 to S6, the driver's intention to decelerate can be determined based on the deceleration and the rate of change in deceleration, and the target gear ratio can be calculated based on the determination result. An engine braking force corresponding to the deceleration request can be obtained by executing a deceleration downshift that brings the actual transmission ratio of the belt-type continuously variable transmission 6 closer to the target transmission ratio. Further, in step S6 and step S11, the target gear ratio calculated by the previous routine execution is maintained. Therefore, when the acceleration request for the vehicle Ve is generated, that is, when the accelerator pedal is depressed, the vehicle Ve. It is possible to ensure the acceleration performance.

  Further, when the vehicle is traveling at a high vehicle speed, if the vehicle is downshifted to a large gear ratio by a deceleration downshift, the engine braking force is suddenly increased and the wheels 2 may be locked. On the other hand, if the deceleration downshift is executed so that the target gear ratio calculated by the processes in steps S7 and S8 is achieved, the locking of the wheels 2 can be suppressed. Furthermore, if a large gear ratio at which the engine speed is equal to or higher than the predetermined speed is selected as the target gear ratio, engine noise may occur due to deceleration downshift. Since such a state is continued until the deceleration downshift is completed, the driver feels uncomfortable. On the other hand, generation of engine noise due to deceleration downshift can be suppressed by using the target gear ratio selected in the processing of step S9 and step S10.

  In FIG. 2, a belt-type continuously variable transmission 6 is shown as a continuously variable transmission. However, the present invention is applied to a vehicle having another continuously variable transmission, for example, a toroidal continuously variable transmission. It is also possible. This toroidal-type continuously variable transmission is a transmission having an input disk and an output disk having toroidal surfaces, and a power roller in contact with each disk. The input disk is connected to the input rotating member, and the output disk is connected to the output rotating member. Lubricating oil is present on the contact surface between each disk and the power roller. Then, the power roller is moved linearly in a plane perpendicular to the axis of each disk, and the contact radius between the power roller and each disk is adjusted to change the speed between the input rotating member and the output rotating member. The ratio is controlled. Moreover, the capacity | capacitance of the torque transmitted between an input rotation member and an output rotation member is controlled by adjusting the contact surface pressure of each disk and a power roller. Further, a vehicle having a transmission (stepped transmission) capable of controlling the transmission gear ratio between the input rotating member and the output rotating member stepwise or discontinuously is controlled according to the invention described in the claims. Is also possible. Furthermore, the invention according to the claims can be implemented even if the actuator for controlling the transmission gear ratio of the transmission uses any of a hydraulic actuator, a pneumatic actuator, an electromagnetic actuator, and the like. .

Here, the correspondence between the configuration of this embodiment and the configuration of the invention will be described. A continuously variable transmission such as a belt-type continuously variable transmission and a toroidal continuously variable transmission are included in the transmission of the present invention. Correspondingly, steps S1 and S2 correspond to the deceleration request determination means of the present invention, step S7 corresponds to the lock determination means of the present invention, and the routine proceeds from step S7 to step S8, and positive in step S7. The routine to be judged corresponds to the first speed ratio control means of the present invention. Further, step S9 corresponds to the noise judging means of the present invention, the process proceeds from step S1 to step S2, the negative judgment is made in step S2, and the routine shown in FIG. 1 is terminated. Corresponds to the transmission ratio control means. Furthermore, the routine that proceeds from step S9 to step S10 and the routine that is positively determined in step S9 correspond to the fourth speed ratio control means of the present invention .

  Furthermore, “transmission ratio control means” described in each claim of the claims can be read as “transmission ratio controller” or “transmission ratio control controller”. In this case, the electronic control unit 52 corresponds to a gear ratio controller or a gear ratio control controller. Furthermore, “transmission ratio control means” described in each claim of the claims is read as “transmission ratio control step”, and “transmission control device for vehicle” is replaced with “control of transmission for vehicle”. It can also be read as “method”.

It is a flowchart which shows the example of control of this invention. It is a conceptual diagram which shows the power train and control system of the vehicle which can apply the control apparatus of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Wheel, 6 ... Belt-type continuously variable transmission, 52 ... Electronic control apparatus.

Claims (4)

A transmission is provided in a power transmission path from the engine to the wheels, and in a vehicle transmission control device for controlling a transmission ratio of the transmission,
When it is determined that the control for increasing the transmission ratio of the transmission is established, the control for increasing the transmission ratio of the transmission is performed based on the temporary target transmission ratio, and the engine braking force is strengthened. Lock determination means for determining whether to lock;
In this case where the wheel by locking determination hand stage is determined to be locked, the target gear ratio, wherein the wheel also the engine braking force is strengthened by performing control to increase the transmission ratio of the transmission is not locked, the shift And a first gear ratio control means for selecting a target gear ratio when performing control for increasing the gear ratio of the machine. In a transmission control apparatus for a vehicle, wherein a transmission is provided in a power transmission path from the engine to the wheels, and the transmission ratio of the transmission is controlled based on a deceleration request in the vehicle.
Deceleration request determination means for determining whether or not the deceleration request exceeds a predetermined value;
If it is determined that the deceleration request exceeds a predetermined value, control is performed to increase the transmission gear ratio based on a temporary target transmission gear ratio, and the engine brake force is strengthened. Lock determination means for determining whether or not
In this case where the wheel by locking determination hand stage is determined to be locked, the target gear ratio, wherein the wheel also the engine braking force is strengthened by performing control to increase the transmission ratio of the transmission is not locked, the shift And a second gear ratio control means for selecting a target gear ratio for performing control for increasing the gear ratio of the machine.   When the deceleration request determination means determines that the deceleration request is less than or equal to a predetermined value, a third transmission ratio that maintains the transmission gear ratio before the deceleration request is determined to be less than or equal to the predetermined value. The transmission control device for a vehicle according to claim 2, further comprising a control means. Engine noise is generated when the engine speed is increased by performing control for increasing the transmission gear ratio based on the target transmission gear ratio selected by the first transmission gear ratio control means or the second transmission gear ratio control means. Noise judgment means for judging whether or not,
Control for increasing the transmission gear ratio of the transmission based on the determination result of the noise determination means, and a control for increasing the transmission gear ratio of the transmission to a target gear ratio that does not cause engine noise when the engine speed increases. The vehicle speed control device for a vehicle according to claim 1 or 2, further comprising a fourth speed ratio control means for selecting a target speed ratio when performing the operation.

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