JPH0581451B2 - - Google Patents

Description

[Detailed description of the invention]

INDUSTRIAL APPLICATION FIELD The present invention relates to a speed change control method for an automatic transmission used in vehicles such as automobiles. BACKGROUND OF THE INVENTION Automatic transmissions used in vehicles such as automobiles generally include a hydraulic torque converter and a gear-type transmission that switches between a plurality of gears. The gear position of the transmission device is automatically controlled to switch according to a predetermined shift control characteristic, that is, a shift pattern. The shift point of an automatic transmission is determined by considering power performance and fuel economy, but if the shift point is uniquely determined and the gears are changed according to only one shift pattern, At times, dissatisfaction is felt when higher power performance is required, and on the other hand, even if the shift pattern is set with greater emphasis on fuel economy, there is no real problem in practical power performance. There are often operating conditions that do not result in In view of the above-mentioned problems, there is provided a speed change control device or method, which has a plurality of different speed change patterns, and is characterized in that the speed change pattern is selected and set from among the plurality of speed change patterns according to the driver's will. This is disclosed in Japanese Patent Publication No. 47-36284 and Japanese Patent Application Laid-open No. 57-184755. Problem to be solved by the invention
The speed change control device or method disclosed in Japanese Patent No. 184755 merely changes the speed change point according to the selected speed change pattern, and although this achieves the intended purpose, it is not sufficient. A new automatic transmission for vehicles has a first shift pattern that performs shift control between at least three gears of the transmission according to shift control characteristics predetermined according to engine output and vehicle speed. , performing shift control between at least one of the at least three gears of the transmission, which does not include an intermediate gear, according to predetermined shift control characteristics according to engine output and vehicle speed; Japanese Patent Application No. 59-176299 discloses an automatic transmission for a vehicle which has a second shift pattern and which performs shift control according to one of the two shift patterns. has been done. The automatic transmission for vehicles shown in Japanese Patent Application Laid-open No. 59-176299 is a type of automatic transmission for vehicles in which the number of gears is changed, and the present invention uses this type of automatic transmission for vehicles to improve power performance. The purpose of the present invention is to provide a shift control method that performs appropriate shift control from the viewpoints of fuel efficiency and fuel economy. Means for Solving the Problems The shift control method for an automatic transmission for a vehicle according to the present invention uses a transmission device that switches between at least three gears, and when an output travel pattern is set, the vehicle speed is is greater than or equal to the first predetermined value, the upshift control is performed between at least all three gears according to predetermined shift control characteristics according to engine output and vehicle speed, with emphasis placed on power performance, and the vehicle speed is increased. is equal to or greater than the first predetermined value, at least one of at least three gears is shifted in accordance with predetermined shift control characteristics according to engine output and vehicle speed, with emphasis on fuel economy. Upshift control is performed between gears that do not include intermediate gears, and when an economical driving pattern is set, power performance is prioritized if the vehicle speed is equal to or higher than a second predetermined value that is greater than the first predetermined value. Upshift control is performed between at least all three gears according to predetermined shift control characteristics according to engine output and vehicle speed, and emphasis is placed on fuel economy unless the vehicle speed is equal to or higher than the second predetermined value. and performing gear change control between at least one of the at least three gear positions, which does not include an intermediate gear position, in accordance with predetermined speed change control characteristics according to engine output and vehicle speed. It is a feature. Effects and Effects of the Invention According to the shift control method according to the present invention, when the output drive pattern is selected, the shift control includes a large number of intermediate gears from a low vehicle speed state compared to when the economical drive pattern is selected. is carried out, and a large driving force is obtained over a wide driving range.In other words, shift control is carried out with emphasis on power performance.On the other hand, when the economical driving pattern is selected, the output driving pattern is selected. Shift control is performed with an emphasis on fuel economy, without involving many intermediate gears, even up to high vehicle speeds. EXAMPLES The present invention will now be described in detail by way of examples with reference to the accompanying drawings. FIG. 1 schematically shows the structure of an automatic transmission for a vehicle to which the control method according to the present invention is applied. The automatic transmission 1 includes a three-element, one-stage, two-phase general hydraulic torque converter 2 with a direct coupling clutch, which has a pump impeller 3, a turbine impeller 4, a stator impeller 5, and a direct coupling clutch 6, and an auxiliary transmission device. A pump impeller 3, which is an input member of the hydraulic torque converter 2, is drivingly connected to an output shaft 101 of an internal combustion engine 100, and a turbine impeller, which is an output member of the hydraulic torque converter 2. The wheel 4 is drivingly connected to an input shaft 9 of a gear transmission 7, and an output shaft 8 of the gear transmission 7 is drivingly connected to drive wheels (not shown) of the vehicle via a differential gear. The gear transmission 7 has a sub-gear transmission 10 and a main gear transmission 11 in series with each other. The auxiliary gear transmission 10 is an overdrive gear transmission in a conventional 4th speed automatic transmission, and includes a sun gear 12, a ring gear 13 provided concentrically with the sun gear 12, and a ring gear 13 that is provided concentrically with the sun gear 12. A planetary pinion 14 that is located between the gear 13 and meshes with both, a carrier 15 that rotatably supports the planetary pinion 14, and a sun gear 1.
2, a one-way clutch (F ₀ ) 16 that prevents the carrier 15 from rotating to the left, an OD clutch (C ₀ ) 17 that selectively connects the sun gear 12 and the carrier 15, and the sun gear 12 selected for the transmission case. The carrier ₁₅ is drivingly connected to the input shaft 9, and the two gears can be changed by selectively engaging the OD clutch 17 and the OD brake 18. It is now possible to switch between The main gear transmission 11 includes a front sun gear 20 and a rear sun gear 21 connected to each other by an intermediate shaft 19, a front ring gear 22 provided concentrically with the front sun gear 20, and a rear ring provided concentrically with the rear sun gear 21. gear 23
, a front planetary pinion 24 located between the front sun gear 20 and the front ring gear 22 and meshed with them; and a rear planetary pinion 25 located between the rear sun gear 21 and the rear ring gear 23 and meshed with both. , a front carrier 26 rotatably supporting the front planetary pinion 24, and a rear planetary pinion 25.
A rear carrier 27 rotatably supported, and a front ring gear 22, which is an input member for forward running of the main gear transmission 11, are selectively connected to the ring gear 13, which is an output member of the auxiliary gear transmission 10, in a torque transmission relationship. forward clutch (C ₁ ) 28
, a direct clutch (C ₂ ) 29 that selectively connects the intermediate shaft 19 and the ring gear 13 in a torque transmission relationship, and a shift brake (B ₁ ) that selectively fixes the intermediate shaft 19 to the transmission case. ) 30, another shift brake (B ₂ ) 31 that selectively fixes the rear carrier 27 to the transmission case, and a one-way clutch (F ₁ ) 32 that locks the rear carrier 27 from rotating counterclockwise. Front carrier 2
6 and rear ring gear 23 are drivingly connected to the output shaft 8, and the plurality of clutches and the plurality of brakes are engaged and released in a predetermined combination, thereby providing three forward speeds and one reverse speed. It is designed so that it can be changed between the following gears. The gear transmission 7 is constructed by the clutches and brakes of the auxiliary gear transmission 10 and the main gear transmission 11 being engaged and released according to the table shown below. A plurality of gears, including five forward gears including an overdrive gear and one reverse gear, are selectively achieved by the cooperative action of the main gear transmission 11 and the main gear transmission 11.

[Table] In this table, the ○ mark indicates that the relevant clutch or brake is engaged, the × mark indicates that the relevant clutch or brake is released, and the △ mark indicates that the relevant one-way clutch is engaged in internal combustion. This indicates that it is engaged (locked) during engine drive, in which the drive wheels are driven from the engine side, and released (free), during engine braking, in which the internal combustion engine is driven from the drive wheel side. Note that in the L range, an upshift to the second gear is not performed, and only a downshift from the second gear to the first gear is performed. In the auxiliary gear transmission 10, when the OD brake 18 is released and the OD clutch 17 is engaged, the sun gear 1
When 2 and carrier 15 are connected, a direct gear is achieved, and in response, OD clutch 17 is released and OD brake 18 is engaged to engage sun gear 12.
When the transmission case is fixed to the transmission case, an increased speed is achieved. Secondary gear transmission 10
As is clear from the table above, when the forward clutch 28 and the direct clutch 29 are both engaged and the gear position of the main gear transmission 11 is the highest gear (direct gear), the forward clutch 28 is is engaged, and when the gear stage of the main gear transmission 11 is the lowest gear gear (first gear), the gear stage is switched between the direct gear and the increasing gear, and the gear stage of the main gear transmission 11 is changed to the lowest gear gear (first gear). When the second gear and the third gear are in place, the gear is fixed to the direct gear, and thereby, in addition to the overdrive gear which is the fifth gear, the lowest gear of the main gear transmission 11 and one higher speed are set. Another gear is established between the side gear (conventional second gear),
As a result, five forward speeds are established as a whole. The gear ratio of the lowest gear of the main gear transmission 11
2.826, when the gear ratio of the intermediate gear is 1.532, the gear ratio of the highest gear is 1.000, and the gear ratio of the amplification stage of the auxiliary gear transmission 10 is 0.705, the gear ratio of the second gear is 1.992. Become. The direct coupling clutch 6 incorporated in the hydraulic torque converter 2, the auxiliary gear transmission 10, the clutches 17, 28, 29 of the main gear transmission 1, and the brake 1
Reference numerals 8, 30, and 31 are hydraulically operated devices that are driven by hydraulic servo devices to selectively engage and operate, and include a hydraulic control device that controls the supply and discharge of hydraulic pressure to and from the hydraulic servo device; The clutch and brake are operated according to a predetermined shift pattern according to the vehicle speed and throttle opening for each manual shift range under the control of an electronic control device including a microcomputer that instructs oil passage switching. By engaging and disengaging in the above-mentioned combination, the gear stage of the gear transmission 7 is changed and set, and the direct coupling clutch 6 is engaged and disengaged. FIG. 2 shows one embodiment of a control device for a vehicle automatic transmission used to implement the control method according to the present invention. In FIG. 2, 40 indicates a hydraulic control device, and 60 indicates an electronic control device. The hydraulic control device 40 includes an internal combustion engine 1 drivingly connected to a pump impeller 3 of a hydraulic torque converter 2.
an oil pump 41 driven by the engine 00, and a line oil pressure solenoid valve 42 that is supplied with oil pressure from the oil pump 41 and generates line oil pressure determined according to the output state of the internal combustion engine 100 through duty ratio control. Manual shift lever 43
a manual shift valve 44 that is manually operated by the controller to set a manual shift range; and a direct coupling clutch control valve 45 that engages and disengages the direct coupled clutch 6.
and the direct coupling clutch solenoid valve 46 that controls the switching of the direct coupled clutch control valve 45, and either the OD clutch 17 or the OD brake 18 of the auxiliary gear transmission 10 by selectively supplying hydraulic pressure to the auxiliary gear transmission 10. Shift valve 4 for the auxiliary transmission that changes the gear position of the
7 and the auxiliary transmission solenoid valve 48 that performs switching control of the auxiliary transmission speed change valve 47 , and the main gear transmission 1
A first speed change valve 49 and a second speed change valve 50, which control the supply and discharge of hydraulic pressure to the first clutch 28, direct clutch 29, and shift brakes 30 and 31 of 1, and the first speed change valve 49 and second speed change valve 60.
Main transmission solenoid valve 51 that performs switching control of
Contains. The auxiliary transmission speed change valve 47 is constituted by a spool valve, and is configured to switch depending on whether or not a predetermined control oil pressure is supplied to its control port, and the control oil pressure is supplied to the control port from the auxiliary transmission. This is done in an on-off manner by means of a solenoid valve 48 for the transmission. For example, when the solenoid valve 48 is energized, the control oil pressure is supplied to the control port of the sub-transmission shift valve 47, and the shift valve is switched to the position where the gear is achieved, thereby causing the sub-gear transmission 10 becomes an increasing speed, and on the other hand, when the solenoid valve 48 is not energized, the control oil pressure of the control port of the sub-transmission control valve 47 is discharged, and the speed change valve achieves the direct gear. At this time, the auxiliary gear transmission 10 attains the direct gear position. The first speed change valve 49 and the second speed change valve 50 are configured to be switched individually depending on the height of the control oil pressure supplied to each control port. For example, the first speed change valve 49 is connected to the control port. First predetermined value P ₁
The second transmission valve 50 is switched depending on whether or not a control oil pressure of a second predetermined value _P2 higher than the first predetermined value _P1 is supplied to its control port. It is designed to switch depending on whether the The main transmission solenoid valve 51 generates control hydraulic pressure to be supplied to the control ports of the first transmission valve 49 and the second transmission valve 50 through duty ratio control, and the solenoid valve has a first value.
When driven by a pulse signal with a duty ratio of R ₁ , a hydraulic pressure of a first predetermined value P 1 is generated, and when driven by a pulse signal with a duty ratio of a second value R ₂ , the hydraulic pressure of the first predetermined value P ₁ is generated. Second predetermined value P ₂
It is now possible to generate hydraulic pressure. Incidentally, the above-mentioned transmission valve and its control device are disclosed in Utility Application No. 55-26596 (Utility Model Publication No. 58-38186) and Japanese Patent Application No. 58-38186.
This has already been proposed in No. 55-107260 (Japanese Unexamined Patent Publication No. 56-24246), and if a more detailed explanation is required, please refer to the publications of these applications. The electronic control device 60 turns on the direct coupling clutch solenoid valve 46 and the auxiliary transmission solenoid valve 48.
Outputs an off signal and activates the line hydraulic solenoid valve 4.
2 and the main transmission solenoid valve 51, a pulse signal with a predetermined duty ratio is output to the throttle opening sensor 61.
information regarding the throttle opening of the internal combustion engine 100 given by the engine, information regarding the vehicle speed given by the vehicle speed sensor 62, information regarding the selection pattern given by the pattern select switch 63, and information regarding the manual shift range given by the shift position sensor 64. The process is performed according to the flowchart shown in FIG. 3 depending on the information. Next, the flowchart shown in FIG.
An example of the method for controlling a vehicle automatic transmission according to the present invention will be described with reference to graphs of shift patterns shown in FIGS. Furthermore, the fourth
In the shift patterns shown in Figures to Figures 8, the solid lines indicate the upshift line at each gear, the broken lines indicate the downshift line at each gear, and the dashed-dotted lines indicate the upshift line at each gear. The two-dot chain line indicates the engagement line where the direct coupling clutch is engaged, and the two-dot chain line indicates the release line where the direct coupling clutch is released at each gear. The routine of the flowchart shown in FIG. 3 is repeatedly executed at every predetermined time or every predetermined crank angle.
Inputting control information is performed. After step 1, proceed to step 2. In step 2, it is determined whether the manual shift range is in the L range. When it is in the L range, the process proceeds to step 3, whereas when it is not in the L range, it proceeds to step 4. In step 3, the L range pattern as shown in FIG. 4 is selected. After step 3, proceed to step 15. In step 4, it is determined whether the manual shift range is the S range. When it is in the S range, proceed to step 5;
If it is not in the microwave, proceed to step 8. In step 5, it is determined whether the shift pattern set by the pattern select switch 63 is an output travel pattern. If the pattern is an output driving pattern, the process proceeds to step 6, whereas if the pattern is not an output driving pattern, that is, if it is an economical driving pattern, the process proceeds to step 7. In step 6, an S range P pattern as shown in FIG. 5 is selected. The S range P pattern is a shift pattern that emphasizes power performance, and in this shift pattern, when the vehicle speed is below a predetermined value Vp, the S range P pattern shifts from the first gear to the third gear without upshifting to the second gear. An upshift to a gear is performed, and when the vehicle speed is equal to or higher than a predetermined value Vp, an upshift is performed between the first gear, the second gear, and the third gear, and the upshift is performed in the third gear. Only when the direct coupling clutch 6 is engaged. In step 7, the S range E pattern as shown in FIG. 6 is selected. This S range E pattern is a shift pattern that emphasizes fuel economy, and in this shift pattern, when the vehicle speed is below a predetermined value Ve higher than the predetermined value Vp, upshifting to the second gear is not performed. , an upshift from first gear to third gear is performed, and the vehicle speed increases.
When it is equal to or higher than Ve, upshifts are performed between the first, second, and third gears, and the direct coupling clutch 6 is engaged only in the third gear. As a result, in the S range E pattern, the S
Fuel economy is improved compared to the range P pattern. In step 8, it is determined whether the manual shift range is the D range or not. If it is in the D range, the process proceeds to step 9; on the other hand, if it is not in the D range, the process proceeds to step 12. In step 9, it is determined whether the shift pattern selected by the pattern select switch 63 is an output travel pattern. If the pattern is an output driving pattern, the process proceeds to step 10, whereas if the pattern is not an output driving pattern, that is, if it is an economical driving pattern, the process proceeds to step 11. In step 10, a D range P pattern as shown in FIG. 7 is selected. D range P
The pattern is a shift pattern that emphasizes power performance, and in this shift pattern, the vehicle speed is set to a predetermined value.
When the vehicle speed is below the predetermined value Vp, the gears are changed between the first gear, the third gear, the fourth gear, and the fifth gear without upshifting to the second gear. When this is the case, the gears are switched between all the gears: the first gear, the second gear, the third gear, the fourth gear, and the fifth gear. In the D range P pattern, the direct coupling clutch 6 is engaged in each of the third, fourth, and fifth gears. In step 11, a D range E pattern as shown in FIG. 8, which is an economical driving pattern in the D range, is selected. This D range E pattern is a shift pattern that emphasizes fuel economy, and in this shift pattern, the vehicle speed is at a predetermined value.
When the value is less than a predetermined value Ve higher than Vp, the gears are shifted between the first gear, third gear, fourth gear, and fifth gear without upshifting to the second gear. When the gears are changed, and the vehicle speed is equal to or higher than the predetermined value Ve, the gears are changed between the first gear, the second gear, the third gear, the fourth gear, and the fifth gear. . Further, in the D range E pattern, the direct coupling clutch 6 is engaged in each of the third, fourth, and fifth gears. As a result, the D range E pattern has better fuel economy than the D range P pattern. In step 12, it is determined whether or not the range is in the R range. Step when in R range
13, and on the other hand, when it is not in the R range, that is, N
When in range or P range, step 14
Proceed to. In step 13, the direct coupling clutch 6 is released and the gear is switched to reverse gear. In step 14, the direct coupling clutch 6 is released and the gear is shifted to the neutral stage. After Step 3, Step 6, Step 7, Step 10, and Step 11, the vehicle advances to Step 15. In Step 15, the current vehicle speed V is shifted to a lower speed than the current gear for the current throttle opening. It is determined whether the vehicle speed for downshifting to the gear is smaller than the vehicle speed Vdown. When V≦Vdown, it is necessary to downshift, and in this case proceed to step 16, where V
If not ≦Vdown, proceed to step 19. In step 16, the direct coupling clutch 6 is released, and the process then proceeds to step 17. In step 17, it is determined whether a predetermined period of time has elapsed since release of the direct coupling clutch 6 was started. If the predetermined time has not elapsed since the start of disengagement of the direct coupling clutch, the process proceeds to step 23, whereas if the predetermined time has elapsed since the disengagement of the direct coupling clutch started, the process proceeds to step 18. In step 18, a downshift is performed to change the gear to a predetermined gear. In step 19, it is determined whether the current vehicle speed V is greater than the vehicle speed Vup for upshifting to a gear higher than the current gear for the current throttle opening. If V≧Vup, it is necessary to perform an upshift, and in this case, proceed to step 20.On the other hand, when V≧Vup, it is not necessary to perform a downshift or an upshift, and proceed to step 23. . In step 20, the direct coupling clutch 6 is released. Step 20 is followed by Step 21
Proceed to. In step 21, it is determined whether a predetermined period of time has elapsed since release of the direct coupling clutch 6 was started. If the predetermined time has not elapsed since the start of disengagement of the direct coupling clutch 6, the process proceeds to step 23, and on the other hand, after the predetermined time has elapsed since the disengagement of the direct coupling clutch 6 started, the process proceeds to step 22. In step 22, an upshift is performed to change the gear to a predetermined high speed gear. Note that both downshifts and upshifts are carried out after a predetermined period of time has elapsed since the start of the direct coupling clutch's release, as it takes a certain amount of time to release the direct coupling clutch, and shifting is performed when the direct coupling clutch has not fully released. This is because if a downshift or an upshift is performed, a large shift shock may occur. In step 23, it is determined whether or not the vehicle is being braked. When the vehicle is being braked, the process proceeds to step 24 so that the direct coupling clutch is released to avoid stalling of the internal combustion engine, whereas when the vehicle is not being braked, the process proceeds to step 25. In step 24, the direct coupling clutch 6 is released. In step 25, it is determined whether the throttle valve is fully closed, that is, at the idle opening position. When the throttle valve is fully closed, the process proceeds to step 24 to release the direct coupling clutch 6 in order to reduce idling vibration and shock when starting the vehicle.
If the throttle valve is not fully closed, proceed to step 26. In step 26, it is determined whether the current vehicle speed is smaller than the direct coupling clutch release vehicle speed Vroff at the current gear position. When V≦Vroff, the process proceeds to step 24, whereas when V≦Vroff does not hold, the process proceeds to step 27. In step 27, it is determined whether the current vehicle speed is greater than the direct coupling clutch engagement vehicle speed Vron at the current gear position. When V≧Vron, the process proceeds to step 28, whereas when V≧ron does not hold, the process is reset. In step 28, it is determined whether a predetermined time has elapsed after the shift. If the predetermined time has not elapsed after the shift, the step will be reset, whereas if the predetermined time has elapsed after the shift, the step will be reset.
Proceed to 29. In step 29, the direct coupling clutch 6 is engaged. By performing shift control according to the flowchart as described above, when the output driving pattern is selected, the speed change including many intermediate gears from a low vehicle speed state is possible when the output driving pattern is selected, compared to when the economical driving pattern is selected. Control is performed to obtain large driving force over a wide driving range, that is, gear change control is performed with emphasis on power performance.On the other hand, when the economical driving pattern is selected, the output driving pattern is selected. Shift control is performed with an emphasis on fuel economy, without involving many intermediate gears, even at high vehicle speeds. Note that the speed change characteristic switching vehicle speeds Vp and Ve may be different between the S range and the D range. Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to these, and it is understood that various embodiments can be made within the scope of the present invention. It will be clear to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing one embodiment of an automatic transmission for a vehicle used to implement the speed change control method according to the present invention, and FIG. 2 is a hydraulic control diagram used to implement the speed change control method according to the present invention. A schematic configuration diagram showing one embodiment of the device and an electronic control device, FIG. 3 is a flow chart showing an example of the implementation procedure of the speed change control method for an automatic transmission for a vehicle according to the present invention, and FIG.
A shift diagram showing an example of a range pattern, FIG. 5 is a shift diagram showing an example of an S range P pattern, and FIG.
The figure is a shift diagram showing an example of the S range E pattern.
FIG. 7 is a shift diagram showing an example of a D range P pattern, and FIG. 8 is a shift diagram showing an example of a D range E pattern. DESCRIPTION OF SYMBOLS 1...Automatic transmission for vehicles, 2...Hydraulic torque converter, 3...Pump impeller, 4...Turbine impeller, 5...Stator impeller, 6...Direct coupling clutch, 7...Gear transmission , 8...output shaft, 9
...Input shaft, 10...Sub-gear transmission, 11...
Main gear transmission, 12... Sun gear, 13... Ring gear, 14... Planetary pinion, 15...
...Carrier, 16...One-way clutch, 17
...OD clutch, 18...OD brake, 19
...Intermediate shaft, 20...Front sun gear, 21...
...Rear sun gear, 22...Front ring gear,
23... Rear ring gear, 24... Front planetary pinion, 25... Rear planetary pinion, 26... Front carrier, 27... Rear carrier, 28... Forward clutch, 29...
Direct clutch, 30, 31...Shift brake, 32...One-way clutch, 40...
Hydraulic control device, 41...Oil pump, 42...
Line hydraulic solenoid valve, 43...Manual shift lever, 44...Manual shift valve, 4
5... Direct coupling clutch control valve, 46... Solenoid valve for direct coupling clutch, 47... Speed change valve for auxiliary transmission,
48... Solenoid valve for sub-transmission, 49... First shift valve, 50... Second shift valve, 51... Solenoid valve for main transmission, 60... Electronic control device, 61
...Throttle opening sensor, 62...Vehicle speed sensor, 63...Pattern select switch, 64...
...Shift position sensor.

Claims (1)

[Claims] 1 Use a transmission that switches between at least three gears, and when an output driving pattern is set, if the vehicle speed is equal to or higher than the first predetermined value, the engine output and vehicle speed are adjusted with emphasis on power performance. According to predetermined shift control characteristics, upshift control is performed between at least all three gears, and if the vehicle speed is not higher than the first predetermined value, the engine output is reduced with emphasis on fuel economy. An economical driving pattern is set by performing upshift control between at least one of the three gears, which does not include an intermediate gear, according to predetermined shift control characteristics depending on the vehicle speed. If the vehicle speed is equal to or higher than the second predetermined value, which is larger than the first predetermined value, then at least three predetermined changes are made according to predetermined shift control characteristics according to engine output and vehicle speed, with emphasis on power performance. If the vehicle speed is not higher than the second predetermined value, upshift control is performed between all the gears, and if the vehicle speed is not higher than the second predetermined value, the upshift control is performed in accordance with predetermined shift control characteristics depending on the engine output and vehicle speed, with emphasis on fuel economy. A shift control method characterized in that upshift control is performed between gears that do not include at least one intermediate gear among three gears.