JPH0617673A - Speed change control device for automatic transmission - Google Patents

Abstract

PURPOSE:To improve the control precision by detecting the revolving speeds of the input/output side members of a fluid coupling transferring the output of an engine to an automatic transmission, and correcting the control quantity to increase the engine output during the down shift in response to the difference between the revolving speeds. CONSTITUTION:The throttle valve 20 of an engine 10 is controlled by a throttle control computer 35. A fuel injection valve 30 is controlled by an engine control computer 32. The shift stages of the automatic transmission 78 connected to the engine 10 are controlled by a transmission control computer 34. The output of the engine 10 is increased when the automatic transmission 78 is down-shifted to the low-speed stage for the engine brake operation with an accelerator kept off. The revolving speeds of the input/output side members of a fluid coupling transferring the output of the engine 10 to the automatic transmission 78 are detected respectively. The control quantity of the output increase is corrected in response to the difference between the detected revolving speeds.

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 for an automatic transmission, and more particularly to a shift control for downshifting when the accelerator is in a substantially OFF state.

[0002]

2. Description of the Related Art Automatic vehicles equipped with an automatic transmission having a plurality of gear stages are often used. However, in such automatic vehicles, sufficient engine braking force is obtained even when the accelerator is turned off on a downhill road. If not, the driver turns off the overdrive switch
Operate or shift lever from D range to S range, L
The engine braking force is increased by switching to the range and downshifting. Also,
When the acceleration of the vehicle is non-negative or the vehicle speed continues to increase for a certain period of time in the accelerator off state, automatic engine braking control for automatically downshifting to increase the engine braking force may be performed, for example. Kaisho 62
No. 246650 and Japanese Patent Application Laid-Open No. 61-103044.

By the way, when a downshift is performed to increase the engine braking force when the accelerator is off as described above, the gear ratio of the automatic transmission increases in the downshift, so that it is necessary to increase the engine rotation speed accordingly. There is. In this case, since the throttle valve is normally closed during such engine braking, the torque on the output side is reduced by the friction engagement device on the low speed side for achieving the gear after the downshift, such as hydraulic clutch or brake torque transmission. Is transmitted to the engine side, so that the rotation speed of the engine is increased. Therefore, the shift time becomes long, the amount of friction energy of the hydraulic clutch and brake increases, the life of the friction material decreases, and the inertia torque when increasing the engine speed appears as the braking torque of the vehicle,
There is a problem that the engine braking force is temporarily increased to cause a shift shock. Further, when the transmission torque of the hydraulic clutch or the brake is suddenly increased by hydraulic control of the automatic transmission, etc., the engine rotation speed rapidly rises and the shift time is shortened, but the braking torque sharply increases and the shift shock further increases. .

On the other hand, in the Japanese Patent Application No. 3-357758 filed previously, the applicant of the present application temporarily opens the throttle valve by the engine output increasing means when the engine is downshifted when the accelerator is in the OFF state. It has been proposed to raise the engine speed, thereby increasing the engine speed, and reducing the shift time required for downshifting while suppressing the shift shock that accompanies an increase in braking torque. As the opening amount of the throttle valve by the engine output increasing means, that is, the control amount when increasing the engine output,
In order to prevent the engine braking force from decreasing or the engine being driven during a gear shift, for example, in order to make the engine braking force before and after the downshift almost equal, the throttle valve is set at the gear before the downshift. It is considered that the throttle valve opening is such that the driving force in the fully closed state and the driving force in the gear after the downshift are substantially equal.

[0005]

However, the engine blow-up amount by the above-mentioned throttle valve opening control depends on individual differences of the engine even if the throttle valve opening is the same, for example, friction loss, compression ratio, throttle valve opening. Since it varies depending on the difference in the intake air amount and changes due to such changes over time or environmental changes such as temperature and atmospheric pressure, it is difficult to control so as to always obtain an appropriate engine blow-up amount. If the engine blow-up amount is too large, the engine braking force is reduced to cause the driver to feel uncomfortable, or the engine is driven to cause a shock or vehicle acceleration due to the reversal of the torsion torque. If the blow-up amount is too small, the engine braking force may temporarily increase due to the inertia of the engine or the like, or the effect of shortening the shift time may not be sufficiently obtained.

The present invention has been made in view of the above circumstances. An object of the present invention is always appropriate in a downshift when the accelerator is off, regardless of individual engine differences, changes over time, and environmental changes. The purpose is to obtain the amount of engine blow-up.

[0007]

In order to achieve such an object, it is sufficient to correct the opening degree of the throttle valve that is controlled to be opened during a downshift, based on the speed ratio of the torque converter that changes corresponding to the engine braking force. , The present invention is
As shown in the claim correspondence diagram of FIG. 1, (a) an automatic transmission having a plurality of shift stages, and (b) the automatic transmission is downshifted to a low-speed stage in which engine braking acts with the accelerator substantially in the OFF state. (C) the engine output is transmitted to the automatic transmission through a fluid in a shift control device for an automatic transmission, which includes an engine output increasing means for increasing the engine output during the downshifting. Rotational speed detecting means for detecting the rotational speeds of the input side member and the output side member of the fluid coupling, and (d) the input side member and the output side member detected by the rotational speed detecting means during the downshift gear shifting. And a control amount correction means for correcting the control amount when the engine output is increased by the engine output increasing means based on the difference in the rotation speed of the engine. To.

[0008]

That is, the rotational speed of the output side member of the fluid coupling such as the torque converter is relatively higher than the rotational speed of the input side member during engine braking, and the difference in these rotational speeds is the engine. Since it changes according to the braking force, the rotation speed detecting means detects the rotation speeds of the input side member and the output side member of the fluid coupling during the downshift, and the control amount correcting means detects the rotation speed based on the difference in the rotation speeds. Correcting the control amount such as the throttle valve opening makes it possible to always obtain an appropriate engine upflow amount regardless of the individual difference of the engine, the change over time, and the environmental change, and it becomes the engine drive state or braking by the inertia torque. It is possible to reliably reduce the shift time while preventing the torque from temporarily increasing.

For example, the speed ratio e =
(Rotation speed of output side member) / (Rotation speed of input side member)
The speed ratio e is larger than 1.0 in the engine braking state, but when the engine upstroke amount is too large and the driving force increases and the engine braking force accordingly decreases, the above speed ratio e As e approaches 1.0, it becomes 1.0 or less when the engine is driven. Therefore, when the speed ratio e becomes equal to or smaller than a predetermined lower limit value that is larger than 1.0, the engine braking force can be reduced by decreasing the control amount of the engine output increase control and decreasing the engine upstroke amount. Can be prevented or the engine can be driven.

If the engine blow-up amount is too small, the engine braking force increases due to the inertia torque when increasing the engine rotation, so that the speed ratio e becomes larger than that during normal engine braking. Therefore, when the speed ratio e exceeds a predetermined upper limit value, if the control amount of the engine output increase control is increased to increase the engine blow-up amount, the increase in engine braking force due to inertia torque is increased. It can be suppressed and the shift time can be shortened.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings.

In FIG. 2, in the combustion chamber 12 of the gasoline engine 10, an air cleaner 14, an air flow meter 16, an intake passage 18, a throttle valve 20, a bypass passage 22, a surge tank 24, an intake manifold 26,
And air is taken in through the intake valve 28,
Fuel gas injected from a fuel injection valve 30 provided in the intake manifold 26 is mixed with the air. The air flow meter 16 measures the intake air amount, and outputs a signal representing the intake air amount to the engine control computer 32. Throttle valve 20
Is for continuously changing the amount of air taken into the engine 10. The throttle valve opening θ is controlled according to the throttle control signal DTA supplied from the throttle control computer 35, and The valve 20 is provided with a throttle position sensor 36, and outputs a throttle valve opening signal Sθ representing the throttle valve opening θ to the engine control computer 32, the transmission control computer 34, and the throttle control computer 35. Bypass passage 2
2 is arranged in parallel with the throttle valve 20, and the idle speed control valve 3 is provided in its bypass passage 22.
8 is provided, and an engine control computer 32
By controlling the opening of the idle speed control valve 38, the amount of air that bypasses the throttle valve 20 is adjusted, and the engine speed during idling is controlled. The injection timing and the injection amount of the fuel injection valve 30 are also controlled by the engine control computer 32. An intake air temperature sensor 40 that measures the temperature of intake air is provided upstream of the air flow meter 16, and a signal representing the intake air temperature is sent to the engine control computer 32.
Output to.

The engine 10 includes an intake valve 28 and an exhaust valve 4
2, a piston 44, and an ignition plug 46. The ignition plug 46 generates an ignition spark by a high voltage supplied from an igniter 48 controlled by the engine control computer 32 through a distributor 50. , The crankshaft is rotated by exploding the mixed gas in the combustion chamber 12 and moving the piston 44 up and down. The intake valve 28 and the exhaust valve 42 are adapted to be opened and closed by a cam shaft which is rotationally driven in synchronization with the rotation of the crankshaft, and by a variable valve timing mechanism (not shown) controlled by the engine control computer 32. The opening / closing timing is adjusted by changing the rotational phases of the camshaft and the crankshaft. Then, the exhaust gas burned in the combustion chamber 12 is exhausted from the exhaust valve 42 to the exhaust manifold 5
4, the exhaust passage 56, and the catalyst device 58 to be discharged to the atmosphere. The engine 10 is provided with a water temperature sensor 60 for measuring the engine cooling water temperature, which outputs a signal representing the engine cooling water temperature to the engine control computer 32, and the exhaust manifold 5
4 is an oxygen sensor 62 for detecting the oxygen concentration in the exhaust gas.
Is provided and outputs a signal representing the oxygen concentration to the engine control computer 32. Further, the distributor 50 is provided with a rotation angle sensor 51 that generates a pulse in synchronization with the rotation of the crankshaft. The pulse signal, that is, the engine rotation speed signal SNE representing the engine rotation speed NE is sent to the engine control computer 32 and Output to the transmission control computer 34.

The engine control computer 32, the transmission control computer 34, and the throttle control computer 35 are all CPU, RAM, R.
The transmission control computer 34 is configured to include an OM, an input / output interface circuit, an A / D converter, and the like, and uses the temporary storage function of the RAM to perform signal processing in accordance with a program stored in advance in the ROM. In addition to the above signals, is a pattern signal SP indicating a selection pattern from the pattern select switch 70, a brake signal SB indicating that the brake is operated by the brake lamp switch 72, and an overdrive switch 74 to an O / D shift stage. O / indicating gear shift permission
A D signal SO and an accelerator operation amount signal SAc representing the operation amount Ac of the accelerator pedal are supplied from the accelerator operation amount sensor 76, respectively. The accelerator operation amount signal SAc is also supplied to the engine control computer 32 and the throttle control computer 35. The pattern select switch 70 has a plurality of predetermined traveling patterns such as a power pattern for performing shift control of the automatic transmission 78 according to a shift map that emphasizes power performance, and an economy pattern for performing shift control according to a shift map that emphasizes fuel efficiency. The driver selects and operates a desired driving pattern from among the above. Further, the brake lamp switch 72 is arranged in the vicinity of the brake pedal and is constituted by an ON-OFF switch or the like which can be turned ON and OFF depending on whether or not the brake pedal is depressed.

The automatic transmission 78 includes a torque converter 110, a first transmission 112, and a second transmission 114, as shown in FIG. 3, for example. The torque converter 110 corresponds to a fluid coupling, and its pump impeller is connected to the crankshaft 118 of the engine 10 and the turbine impeller is connected to the carrier 122 of the first transmission 112 via the input shaft 120. The turbine impeller is rotatably driven by the pump impeller via fluid. The first transmission 112 is the sun gear 12
4, a planetary gear set including a ring gear 126 and a planetary gear 128 rotatably arranged on the carrier 122 and meshed with the sun gear 124 and the ring gear 126. The clutch C ₀ and the one-way clutch F ₀ are provided in parallel, and the brake B ₀ is provided between the sun gear 124 and the housing 130.

The second transmission 114 is rotatably disposed on the sun gear 132, the pair of ring gears 134 and 136, and the carrier 138 so as to be rotatable on the sun gear 132, the planetary gear 140 meshed with the ring gear 134, and the carrier 142. The planetary gear 1 that is disposed and meshes with the sun gear 132 and the ring gear 136.
44, and a clutch C ₁ is provided between the ring gear 136 and the ring gear 126 of the first transmission 112, and between the sun gear 132 and the ring gear 126. Clutch C
₂ is provided, a brake B ₁ is provided between the sun gear 132 and the housing 130, and a one-way clutch F ₁ and a brake B ₂ that are provided in series are provided in parallel, and the brake B ₁ is provided between the carrier 138 and the housing 130. The brake B ₃ and the one-way clutch F ₂ are provided in parallel with each other. Further, the ring gear 134 and the carrier 142 are the output shaft 1
46, and its output shaft 146 is connected to the drive wheels via a differential gear device or the like.

The clutches C _{0 to} C ₂ and the brake B
_{0 to} B ₃ (hereinafter, unless otherwise distinguished, the clutch C,
The brake B) is a hydraulic friction engagement device that is engagement-controlled by a hydraulic actuator such as a multi-plate clutch or band brake, and hydraulic oil is supplied from the hydraulic control circuit 150 to the hydraulic actuator. Has become. The hydraulic control circuit 150 is provided with a large number of switching valves and the like, and by switching the excitation and non-excitation of the solenoids S1, S2, and S3 in accordance with a signal from the transmission control computer 34, the hydraulic circuit is switched. The clutch C and the brake B are selectively engagement-controlled, and as shown in FIG. 4, any one of the four forward gears is established. In FIG. 4, the "○" mark in the solenoid column indicates excitation, the "X" mark indicates non-excitation, the "○" mark in the clutch and brake column indicates engagement, and the "X" mark indicates release.
The shift positions "D", "S", and "L" are the operating range of the shift lever in the driver's seat, and "D (drive)"
In the range, shift control is performed in four steps from 1st to O / D, and in the "S (second)" range, 1st and 2n
The gear shift control is performed in two gears d, and is fixed to the first gear in the “L (low)” range. The gear ratio (rotational speed of the input shaft 120 / rotational speed of the output shaft 146) is the largest at 1st, becomes smaller as it becomes 2nd, 3rd, and O / D, and the gear ratio at 3rd is 1.0. Further, in the "D" range, engine braking is applied at 3rd and O / D, and one-way clutches F ₂ , F at 1st and 2nd.
Engine braking does not work due to the action of ₁ , but "S"
In the 2nd range and the 1st in the "L" range, the solenoid S3 is excited to actuate the engine brake. Although illustration is omitted,
When the shift lever is operated to the "R (reverse)" range, the manual shift valve of the hydraulic control circuit 150 is switched to establish the reverse shift speed.

The automatic transmission 78 is provided with a pair of rotation speed sensors 80 and 82. The rotation speed sensor 80 is the input shaft 120, that is, the torque converter 11.
The rotational speed sensor 82 detects the rotational speed N _T of the turbine impeller of 0, the rotational speed sensor 82 detects the rotational speed N _O of the output shaft 146, and the rotational speed signals representing the rotational speeds N _T and N _O , respectively. SN _T, and outputs the SN _O to the transmission control computer 34. Further, a neutral start switch 84 is provided in the hydraulic control circuit 150, and the "D", "S", from the position of the manual shift valve that is switched by operating the shift lever.
A shift range such as "L" or "R" is detected, and a shift range signal SR representing the shift range is output to the transmission control computer 34. The oil pressure control circuit 150 is also provided with an oil temperature sensor 86 for detecting the oil temperature (A / T oil temperature) THO of the hydraulic oil.
An oil temperature signal STHO indicating HO is output to the transmission control computer 34.

The control computers 32, 3 are
Necessary information is transmitted and received between Nos. 4 and 35, and the throttle valve opening signal Sθ, the engine speed signal SNE, and the accelerator operation amount signal SAc are at least one of the control computers 32, 34 ,. Alternatively, it may be supplied to 35. In addition, various other signals that represent the operating state of the vehicle, such as the steering angle of the steering wheel, the gradient of the road surface, and the exhaust temperature, can be captured and used for engine control, shift control of the automatic transmission 78, and throttle control. It is possible.

Then, the engine control computer 32 uses the intake air amount, the throttle valve opening θ, the engine rotation speed NE, the cooling water temperature of the engine 10, the intake air temperature, the oxygen concentration in the exhaust passage 56, and the accelerator operation. Quantity Ac
In accordance with the above, for example, the fuel injection valve 3 is based on a predetermined data map or an arithmetic expression so as to reduce fuel consumption and harmful exhaust gas while securing a required engine output.
It controls the injection amount and injection timing of the fuel gas by 0, the ignition timing by the igniter 48, the idle speed by the idle speed control valve 38, the opening and closing timing of the intake and exhaust valves 28, 42 by the variable valve timing mechanism, and the like. The transmission control computer 34 controls the throttle valve opening θ, the engine speed NE, the selection pattern represented by the pattern signal SP, the presence / absence of the brake operation represented by the brake signal SB, and the O / D shift stage represented by the O / D signal SO. Whether or not shifting is possible, accelerator operation amount Ac, automatic transmission 78
Of the solenoid S based on the output shaft rotation speed N _{O of the}
By switching the excitation and non-excitation of 1, S2, and S3, the shift stage of the automatic transmission 78 is switched and controlled. The transmission control computer 34 also switches the lockup clutch of the torque converter 110 between full engagement, a slip state, and release by duty-controlling a solenoid (not shown) provided in the hydraulic control circuit 150. At the same time, the throttle command signal SQ is output to the throttle control computer 35 to control the throttle valve opening θ of the throttle valve 20. The throttle control computer 35 basically outputs a throttle control signal DTA for controlling the throttle valve opening θ according to the throttle command signal SQ.

The shift control and throttle control by the transmission control computer 34 will be described below in detail with reference to the flow charts of FIGS. The flowcharts of FIGS. 5 to 7 relate to the shift control for switching the shift stage of the automatic transmission 78, and the flowchart of FIG. 8 relates to the throttle control, which are repeatedly executed at cycle times of about 8 to 32 msec.

First, in step SA1 of FIG. 5, it is judged based on the shift range signal SR whether or not it is currently in the "D" range, and if it is not in the "D" range, step SA of FIG.
13 and subsequent steps are executed, but in the case of the "D" range, step SA2 and subsequent steps are executed. In step SA2, O / D
Based on the signal SO, it is determined whether or not the shift up to the O / D shift stage is possible. If the O / D signal SO is OFF, that is, the O / D shift stage is prohibited, the current O / D is determined in step SA3. It is determined whether or not it is the D shift stage. The current gear stage is determined by the output state of the excitation signal for exciting the solenoids S1, S2, S3. Here, the current O / D gear position means that the overdrive switch 74 has been turned OFF while traveling at the O / D gear position. In this case, in step SA11, the next gear position is set to "3rd." Is set. If the determination in step SA2 is NO, that is, the O / D gear is permitted, or even if the determination in step SA2 is YES, it is not the current O / D gear and the determination in step SA3 is NO and is currently 3rd. If NO in step SA4, step SA5 is subsequently executed. In step SA5, it is determined whether or not the current shift speed is the O / D shift speed, and if it is not the O / D shift speed, steps SA6 and thereafter are executed to determine whether or not the upshift is performed. .

In step SA6, a predetermined upshift map is searched to obtain the upshift vehicle speed Vu. As shown by the solid line in FIG. 9, the upshift map is predetermined for each type of shift based on the accelerator operation amount Ac and the vehicle speed V, and as the accelerator operation amount Ac becomes smaller and the vehicle speed V becomes larger. It is designed to be upshifted to the high speed side. Shift up vehicle speed Vu
It is determined according to the upshift map based on the accelerator operation amount Ac, in the next step SA7, the current vehicle speed V and the shift-up vehicle speed Vu that corresponds to the output shaft rotational speed N _O of the rotational speed signal SN _O represents Are compared to determine whether to perform an upshift. That is,
If V ≦ Vu, it is not necessary to perform an upshift, and it is determined in step SA8 whether or not the current gear is 1st. If it is 1st, it is not necessary to make a downshift determination, so step SA28 in FIG. Do the following,
If V> Vu, in step SA11, a gear speed higher than the current gear speed is set as the next gear speed. In this case, even if the current gear stage is, for example, 2nd, the accelerator operation amount Ac sharply decreases after the gear shift determination to 3rd is made and before the gear stage is actually switched to 3rd. When the "3 → O / D" upshift line is exceeded, the O / D gear is set. In step SA6, the shift-up vehicle speed Vu for all up-shift lines is obtained from the current accelerator operation amount Ac, and in step SA7, the respective shift-up vehicle speed Vu and the current vehicle speed V are compared to determine the upshift shift. Do it.

If the determination in step SA4 is YES, the determination in step SA5 is YES, or the determination in step SA8 is NO, steps SA9 and thereafter are executed to determine whether to downshift. To do. In step SA9, a predetermined downshift map is searched to obtain the downshift vehicle speed Vd. As indicated by the broken line in FIG. 9, the downshift map is predetermined for each type of shift based on the accelerator operation amount Ac and the vehicle speed V, and as the accelerator operation amount Ac becomes larger and the vehicle speed V becomes smaller. It is designed to downshift to the lower speed side. The downshift vehicle speed Vd is obtained according to the downshift map based on the accelerator operation amount Ac, and in the next step SA10, the current vehicle speed V corresponding to the output shaft rotation speed N _O and the downshift vehicle speed V.
It is compared with d to determine whether to downshift.
That is, if V> Vd, it is not necessary to perform downshift, and step SA28 and subsequent steps in FIG. 7 are executed, but V ≦
In the case of Vd, in step SA11, a shift speed lower than the current shift speed is set as the next shift speed.
In this case, even if the current gear is, for example, O / D,
If the accelerator operation amount Ac suddenly increases after the gear shift determination to 3rd is made and before the gear shift to 3rd is actually performed and the "2 ← 3" downshift line is exceeded, The second gear is set. Step SA9
Then, the downshift vehicle speed Vd for all downshift lines is obtained from the current accelerator operation amount Ac, and step SA
At 10, the shift down vehicle speed Vd is compared with the current vehicle speed V to make a downshift shift determination.

In step SA13 of FIG. 6 executed when the range is not the "D" range, it is determined whether the range is the "S" range.
In the case of the "S" range, steps SA14 and SA
15, the current gear stage is O / D or 3 from the output state of the excitation signal for exciting the solenoids S1, S2, S3.
It is determined whether or not it is rd and O / D or 3
In the case of rd, 2n is set as the next gear in step SA16.
Set d. If the current gear is neither O / D nor 3rd, it is judged in step SA17 whether the current gear is 2nd. If it is 2nd, in step SA18, "1 ←" in FIG. 2 ”The downshift vehicle speed Vd is obtained from the downshift line based on the current accelerator operation amount Ac, and it is determined in step SA19 whether the current vehicle speed V is higher than the downshift vehicle speed Vd. If V ≦ Vd At step SA20, 1st is set as the next gear. If it is not 2nd, that is, if it is currently in the 1st speed stage, step SA21 is executed following step SA17, and
The shift-up vehicle speed Vu is obtained from the "1 → 2" up-shift line based on the current accelerator operation amount Ac, and it is determined in step SA22 whether the current vehicle speed V is equal to or lower than the shift-up vehicle speed Vu, and V> Vu. If so, 2nd is set as the next gear in step SA16.

If it is not currently in the "S" range, step SA23 is executed after step SA13,
It is determined whether it is in the "L" range. In the case of the "L" range, it is determined in steps SA24, SA25, SA26 whether or not the current shift speed is O / D, 3rd, or 2nd, and if O / D, 3rd, or 2nd. For 1s as the next gear in step SA27
Set t.

Steps SA8, SA10, SA1
9, SA22 is YES, or step SA26
If the determination is NO, that is, if the current gear is maintained, then step SA28 in FIG. 7 is executed to set the flags F1 and F2 to “0”, respectively,
In step SA29, the excitation signal of the solenoid is output so as to maintain the current gear. Also, step SA1
If the next gear is set at 1, SA16, SA20, or SA27, then step SA in FIG.
12 is executed to set the shift timing time T1. The shift timing time T1 is a delay time until the shift output is actually performed to switch the shift stage after the shift determination is made (step SA34 in FIG. 7), and multiple shifts can be performed in a short time. It is provided to prevent (multiple shift), and a fixed value may be set in advance, but the type of shift such as upshift or downshift, or which shift stage to which shift stage According to the above, different times may be set. In addition, the accelerator operation amount Ac and the vehicle speed V at the time of gear shift determination,
It is also possible to set it by a map, an arithmetic expression or the like according to the gear stage or the like.

When the shift timing time T1 is set in step SA12, then step SA3 in FIG.
Execute 0. At Step SA30, it is judged whether or not the flag F1 is "0", and if F1 is not "0", Steps SA32 and thereafter are executed, but if F1 = 0, after resetting the timer Ta at Step SA31. , Step SA32 is executed to set the flag F1 to “1”. Since the flag F1 is set to "0" in the step SA28 executed when maintaining the current gear,
It is "0" in the first cycle in which the next gear is set, and the timer Ta measures the elapsed time after the setting of the next gear.

At the next step SA33, it is judged whether or not the content measured by the timer Ta has passed the shift timing time T1. When the shift timing time T1 has passed, at step SA34 the steps SA11, SA1 are executed.
6, the excitation signal of the solenoid for establishing the next gear set at SA20 or SA27 is output. Further, in step SA35, it is determined from the output state of the excitation signal whether or not the next shift stage established by the shift output of step SA34 is the low speed stage in which the engine brake acts, and the low speed stage in which the engine brake acts is determined. If there is, the flag F2 is set to "1" in step SA36, and if not, the flag F2 is set to "0" in step SA37.
And As the shift to the low speed stage in which the engine brake acts, in addition to the normal O / D → 3rd shift, for example, an O / D accompanying the OFF operation of the overdrive switch 74 is performed.
Shift from D to 3rd, D range to S range or L
There is a shift to the 2nd or 1st, etc. accompanying the shift lever switching operation to the range.

Explaining the throttle control of FIG. 8, first, in step SB1, it is judged whether or not the flag F3 is "1", and if F3 = 1, step S3 is executed.
B15 is executed, otherwise step SB2 is executed. In step SB15, it is determined whether or not the accelerator operation amount Ac is about 5% or less in the accelerator off state, and if the accelerator is in the off state, the steps in and after step SB8 are executed.
After B16 is executed, the flag F3 is set to "0" in step SB20, and the throttle valve opening θ is controlled in accordance with the accelerator operation amount Ac in step SB22. In this throttle control, based on the accelerator operation amount Ac represented by the accelerator operation amount signal SAc, the throttle valve opening degree TA is calculated from a predetermined map or an arithmetic expression.
(Ac) a determined, and sets the throttle opening TA (Ac) to the target throttle valve opening degree TA ^*, outputs a throttle command signal SQ indicating the target throttle valve opening TA ^* to the throttle control computer 35 To do.
The throttle control computer 35 throttles the actual throttle valve opening θ of the throttle valve 20 by feedback control or the like so as to match it with the target throttle valve opening TA ^* represented by the throttle command signal SQ, that is, TA (Ac). The control signal DTA is output to the throttle valve 20.

In step SB2, it is determined whether or not the flag F2 is "1", that is, it is a downshift to a low speed stage in which engine braking is applied. If F2 = 1, step SB3 is executed, but otherwise. Step SB16 and the subsequent steps are executed. In step SB3, it is determined whether or not the accelerator is in the OFF state as in step SB15. If the accelerator is not in the OFF state, step S3 is executed.
Steps B16 and below are executed, but if the accelerator is off, steps SB4 and below are executed. Therefore, the steps subsequent to step SB4 are the same as those in step SA3.
4, a gearshift output for downshifting to a low speed stage where the engine brake acts and the accelerator OF
In the F state, in other words, it is executed when the downshift is performed by the manual operation of the overdrive switch 74 or the shift lever in order to increase the engine braking force.

In step SB4, the flag F3 is set to "1", so that step SB15 is executed subsequent to step SB1 from the next cycle. Also,
In step SB5, based on the type of downshifting and the current vehicle speed V, the driving force when the throttle valve 20 is fully closed (in this case, acts negatively and acts as a braking force) at the gear before the downshift. The throttle valve opening TA2 is set so that a driving force that is substantially the same as or slightly smaller, that is, a driving force that makes the engine braking force approximately the same or slightly larger, is obtained even in a gear after a downshift, for example, as shown in FIG.
It is calculated by map interpolation from a data map stored in advance as shown in FIG. The data map in Figure 10 is
Based on the experimentally obtained data as shown in FIG. 11, the throttle valve opening degree at which the driving force when the throttle valve 20 is fully closed at the shift stage before the shift is obtained even after the shift is set to the kind of shift and It is obtained for each vehicle speed. The data of FIG. 11 shows that in the vehicle equipped with the engine having the output characteristics shown in FIG. 12, the gear stage of the automatic transmission 78 is O / D (total gear ratio = 2.8905) and the gear transmission efficiency is 0.8.
55, when the effective radius of the tire is 0.306 m,
For example, when the vehicle speed is 80 km / h and the accelerator is off, the driving force is about −300 N as indicated by point B.
Then, for example, in the case of downshifting from the O / D gear to the 3rd gear, in the data corresponding to FIG. 11 in the case of 3rd, the vehicle speed is 80 km / h and the driving force, that is, approximately the same as -300 N or a little. The value of the throttle valve opening that provides a small driving force is the throttle valve opening TA2. "O / D → 3rd" throttle valve opening TA2 ₃₁ ~TA2 _3n during the shift of FIG. 10, the vehicle speed V ₁ ~ in this way
It is set for each V _n , and “3rd → 2nd (S3O
N) ”Throttle valve opening during gear shifting TA2 _{21 to} TA2
_{2n is} also set in the same manner as above by using the driving force data of the 2nd speed. Although not shown, other downshifts, such as a shift from the O / D shift stage to the 2nd shift stage where the engine brake acts or a 3rd shift stage to the 1st shift stage where the engine brake acts, are the same as above. Similarly, the throttle valve opening TA2 is obtained and a map is created. The throttle valve opening TA2 increases as the vehicle speed increases for the same type of gear shift, and for the same vehicle speed, the throttle valve opening TA2 is larger in the downshift on the low speed side than in the downshift on the high speed side.

Note that the rotational blowing amount of the engine 10 and the A / T input shaft 120 by controlling the opening of the throttle valve 20 is
Even if the throttle valve opening θ is constant, it is affected by various factors such as the engine cooling water temperature and the A / T oil temperature THO, the operating state of the exhaust gas recirculation device and the air conditioner, and changes accordingly. Driving force also changes,
When setting the throttle valve opening degree TA2, it is desirable to consider the operating states thereof.

In the following step SB6, the change timing time T2 of the throttle valve opening θ is set. This throttle valve opening change timing time T2 is the same as the above step S
It is the delay time from when the downshift gear shift output is made in A34 to when the throttle valve 20 is opened and controlled, and is the timing at which the slippage occurs in the clutch C and the brake B on the high speed stage that are released during the downshift. It is calculated by map interpolation from the data map of FIG. 13 preset by experiments, simulations, etc., using the current engine speed NE and the A / T oil temperature THO as parameters so that the engine speed NE also rises. In this case, the higher the A / T oil temperature THO, the lower the viscous resistance of the hydraulic oil, the shorter the time required for draining and supply, and the faster the gear C is output to the clutch C and the brake B on the high speed stage side. Since the delay time until the start of slippage becomes shorter, the throttle valve opening change timing time T2 becomes smaller as the A / T oil temperature THO becomes higher.
Further, as the engine speed NE is higher, the throttle valve 2
Since the delay time until the engine 10 actually blows up after the opening control of 0 is increased, the throttle valve opening change timing time T2 becomes smaller as the engine speed NE is higher.

In the next step SB7, the timer Tb is reset, and in step SA34, the elapsed time after the shift output is measured is measured. That is, this step SB7
Indicates that the gear shift output is made in step SA34 and step S
It is first executed by setting the flag F2 to "1" in A36, and in the subsequent cycles, step SB
Since Step SB8 and the following steps are executed after 1 and SB15, the timer Tb measures the elapsed time thereafter with the downshift gear shift output time as the measurement start time point. In Step SB8, it is judged whether or not the timed content of the timer Tb reaches the change timing time T2,
Step SB2 until the change timing time T2 is reached
By executing 1 or less, the throttle valve opening θ is controlled in step SB22 so as to be the throttle valve opening TA (Ac) corresponding to the accelerator operation amount Ac, that is, substantially fully closed. The timing content of the timer Tb is the change timing time T2
When step S9 is reached, it is determined in step SB9 whether the gear shift is completed or not depending on whether the following expression (1) is satisfied.
That is, when the shift output is performed in step S34 in FIG. 7 to switch the solenoids S1, S2, S3 between energized and de-energized, slippage begins to occur in the clutch C and the brake B of the automatic transmission 78, and the turbine rotational speed N _Since the rotation speed ratio of _T and the output shaft rotation speed N _O substantially matches the gear ratio i of the current gear after the gear shift, that is, after the gear shift output, the gear shift ends, so that the rotation speeds N _T , N _{When O 2} and the gear ratio i of the current gear position satisfy the following equation (1), the gear shift is completed. The equation (1) is set so as to be satisfied with a predetermined width in consideration of the detection error of the rotation speeds N _T and N _O.

[0036]

## EQU1 ## N _T ≈N _O × i (1)

Then, the determination in step SB9 is YES.
Until Step S, in other words, until the shift is completed, Step SB10 and subsequent steps are executed to control the opening of the throttle valve 20. In step SB10, the torque converter 11
It is determined whether or not the speed ratio e of 0 (= turbine rotation speed N _T / engine rotation speed NE) is equal to or greater than a predetermined lower limit value e _{1 and} if e <e ₁ , a flag is set in step SB11. After setting F4 to "1", step SB14 is executed. In the case of e ≧ e _1, the speed ratio e is determined whether or not a predetermined larger than the upper limit e ₂ predetermined in step SB12, it immediately executes step SB14 in the case of e ≦ e ₂ , E> e ₂ , the flag F5 is set to "1" in step SB13, and then step SB1
Execute 4.

Here, the speed ratio e represents the difference between the turbine rotation speed N _T and the engine rotation speed NE,
When the rotational speed difference ( _NT- NE) between them is zero, 1.
Although it is 0, when the rotation speed difference ( _NT- NE) increases in accordance with the engine braking force, the speed ratio e becomes larger than 1.0 corresponding to the rotation speed difference ( _NT- NE).
The turbine rotation speed N _T represents the rotation speed of the output side member of the torque converter 110, that is, the turbine impeller, and the engine rotation speed NE represents the input side member of the torque converter 110, that is, the rotation speed of the pump impeller. . The lower limit value e ₁ and the upper limit value e ₂ define the range of the speed ratio e that can surely reduce the shift time while preventing the engine from being driven during the downshift. A value slightly larger than 1.0 is set as ₁ to prevent the engine from being driven, and an upper limit value e ₂ is a shift time while suppressing an increase in engine braking force due to inertia torque of the engine 10 or the like. In order to effectively shorten the value, for example, a value of about 1.15 to 1.2 is set. These values e ₁ and e ₂ may be set to constant values in advance, but the speed ratio e changes depending on the type of shift and the vehicle speed V, so that it may be set finely by a map using these values as parameters. Is desirable.

[0039] Then, in step SB 14, that sets the throttle valve opening TA2 to the target throttle valve opening degree TA ^*, and outputs a throttle command signal SQ indicating the target throttle valve opening TA ^* to the throttle control computer 35 Thus, the actual throttle valve opening θ of the throttle valve 20 is controlled to become the throttle valve opening TA2.

On the other hand, when the clutch C and the brake B on the low speed stage side, which are engaged during the downshift, are completely engaged and the shift is completed, the determination in step SB9 is YES.
Then, step SB16 and subsequent steps are executed. Step S
In B16, it is determined whether or not the flag F4 is "1", in other words, whether or not the speed ratio e during the downshift is below the lower limit value e _1, and if F4 = 1, in step SB17, The throttle valve opening T of FIG.
From the data of the corresponding part of the map of A2, the correction value α
And the throttle valve opening degree TA2 is set according to the new data in the subsequent downshift. In the case of e <e ₁ , it means that the engine 10 has too large a blowing amount and the driving force has increased, and the engine braking force has decreased. Therefore, the correction value α is subtracted to set the throttle valve opening TA2. If it is made smaller, the amount of blow-up of the engine 10 becomes smaller, the vehicle acceleration due to the increase in driving force can be avoided, and the speed ratio e becomes the lower limit value e ₁ or more. The correction value α may be set to a constant value in advance, or may be set by a map or the like according to the difference (e ₁ −e) between the speed ratio e and the lower limit value e ₁ , the type of gear change, the vehicle speed V, and the like. It may be done. The map of the throttle valve opening TA2 used in step SB5 is stored in a sequentially writable storage means such as a standby ram.

Further, in step SB18, it is determined whether or not the flag F5 is "1", in other words, whether or not the speed ratio e during the downshift is higher than the upper limit value e _2, and if F5 = 1. In step SB19, the correction value β is added to the data of the corresponding portion of the map of the throttle valve opening TA2 of FIG. 10, and the throttle valve opening TA2 is set according to the new data during the subsequent downshift. To do so. If e> e ₂ , the engine 10 has a small amount of upstroke and the engine braking force is increased by the inertia torque of the engine 10. Therefore, the correction value β is added to the throttle valve opening TA2. If it is increased, the amount of upswing of the engine 10 is increased by that much, the shift time can be reliably shortened while suppressing an increase in the engine braking force due to the inertia of the engine 10 and the like, and the speed ratio e becomes the upper limit value e ₂ or less. The correction value β may be set to a constant value in advance, or may be set by a map or the like according to the difference (e−e ₂ ) between the speed ratio e and the upper limit value e ₂ , the type of shift, the vehicle speed V, and the like. You may do it. It does not matter if the correction value β is the same as the correction value α.

Thus, the above steps SB16 to SB1 are performed.
9, the throttle valve opening T of FIG.
When the map of A2 is rewritten, the flag F3 is set to "0" in step SB20, and the flags F4 and F5 are set to "0" in step SB21.

As described above, in this embodiment, the throttle valve 20 is controlled to open in step SB14 when the downshift is performed by the manual operation of the overdrive switch 74 or the shift lever in order to increase the engine braking force. The engine speed NE is rapidly increased in combination with the torque transmission from the drive wheel side, the increase in engine braking force due to inertia torque is suppressed, and the shift time is shortened to reduce the friction of the clutch C and the brake B. The life of the material is improved. Particularly, in the present embodiment, the throttle valve 20 is controlled to be opened by the throttle valve opening degree TA2 that provides substantially the same driving force before and after the gear shift.
The engine speed rises too much and the engine is driven, causing shock and vehicle acceleration due to reversal of the torsional torque, and the engine braking force during gear shifting and after downshifting is lower than the engine braking force before downshifting. The driver does not feel uncomfortable.

On the other hand, in this embodiment, when the speed ratio e of the torque converter 110 during the downshift is within the range of the lower limit value e ₁ to the upper limit value e ₂ , it is smaller than the lower limit value e _1. Correction value α from throttle valve opening TA2
On the other hand, when the value is larger than the upper limit value e ₂ , the correction value β is added to the throttle valve opening degree TA2. As a result, the amount of upswing can be obtained, and the shift time can be reliably shortened while preventing the engine from being driven or the braking torque being temporarily increased by the inertia torque.

The line oil pressure PL of the oil pressure control circuit 150 is generally controlled according to the throttle valve opening degree θ, and when the throttle valve 20 is opened and controlled as described above, the line oil pressure PL is changed. Since the hydraulic pressure is increased and the engaging hydraulic pressure of the clutch C and the brake B is also increased accordingly,
The shift time is further shortened by the sudden complete engagement of the clutch C and the brake B on the low speed stage side. However, in that case, since a large shift shock is likely to occur,
In this embodiment, during the opening control of the throttle valve 20 in step SB14, the line oil pressure PL is controlled to a low oil pressure level when the throttle valve 20 is fully closed.

In this embodiment, the portion for executing steps SB5 and SB14 of the series of signal processing by the transmission control computer 34 constitutes the engine output increasing means together with the throttle control computer 35 and the throttle valve 20. The throttle valve opening TA2 corresponds to a control amount when the engine output is increased by the engine output increasing means. Also, step S
The portion that executes B10 to SB13 and SB16 to SB19 corresponds to the control amount correction means, and the engine rotation speed NE.
Angle sensor 51 for detecting the speed and turbine rotation speed N
_The rotation speed sensor 80 that detects _T corresponds to rotation speed detection means.

Next, another embodiment of the present invention will be described. In the following embodiment, when the "D" range is selected, the automatic engine braking control for automatically increasing the engine braking force by the throttle control or the downshift is performed. As shown in parentheses, by energizing the solenoid S3, the 1st speed change step and the 2nd speed change step where the engine brake is applied are established. In addition to the power pattern, economy pattern, etc., an "automatic engine braking pattern" for automatically increasing the engine braking force on a downhill is provided as a traveling pattern selectable by the pattern select switch 70.

14 and 15 are flow charts relating to the shift control of the automatic transmission 78, and FIGS. 16 to 19 are flow charts relating to the throttle control, which are repeatedly executed at a cycle time of about 8 to 32 msec as in the above embodiment. R. The step S1 and subsequent steps in FIG. 14 are a part for determining whether or not the shift stage of the automatic transmission 78 is to be switched, and are executed when step S40 is NO, that is, when the flag F3 is not "1". Flag F3
1 when all the conditions of steps SS1 to SS5 of FIG. 16 are satisfied and the automatic engine braking control is executed.
7 is set to "1" in step SS14 or SS19, and is set to "0" in step SS6 when any one of the conditions in steps SS1 to SS5 is not satisfied. In step S1 and subsequent steps, automatic engine braking control is performed. This is executed in the case of normal shift control that is not performed.

In step S1, it is determined based on the O / D signal SO whether or not shifting to the O / D shift stage is possible, and the O / D signal SO is OFF, that is, the O / D shift stage is prohibited. If so, the current O /
It is determined whether or not it is the D shift stage. The current gear stage is determined by the output state of the excitation signal for exciting the solenoids S1, S2, S3. If the current gear stage is the O / D gear stage,
After the flag F2 is set to "1" in step S14,
In step S15, "3rd" is set as the next gear. The judgment in step S1 is NO, that is, O / D.
If the gear is allowed, or if the determination in step S1 is YES, it is not the current O / D gear, the determination in step S2 is NO, and the current determination is not 3rd but step S1.
If the determination in 3 is NO, then step S4 is executed. In step S4, it is determined whether or not the current gear is the O / D gear, and if it is not the O / D gear, in steps S5 and S6 the same as steps SA6 and SA7 in the above-described embodiment. Determine whether to upshift. If the upshift is not performed, it is determined in step S8 whether or not the current gear is 1st, and if it is 1st, the flag F1 is set to "0" in step S9 and the series of gear shift determination is completed. However, in the case of upshifting, the flag F1 is set to "1" in step S7, and then, in step S15, a gear speed higher than the current gear speed is set as the next gear speed.

If the determination in step S3 is YES,
If the determination in step S4 is YES, or
If the determination in step 8 is NO, steps S10 and S1
In step 1, it is determined whether or not a downshift is to be performed, as in steps SA9 and SA10 in the above embodiment. If the downshift is not performed, the flag F2 is set to "0" in step S13 to end the series of shift determinations. If the downshift is to be performed, the flag F2 is set to "1" in step S12. In step S15, a shift speed lower than the current shift speed is set as the next shift speed.

If step S40 is YES, that is, if automatic engine braking control is being executed, step S41 is executed after step S40,
It is determined whether the flag F5 is "0". The flag F5 is
When all the conditions of steps SS1 to SS5 in FIG. 16 are satisfied and the automatic engine braking control is executed and the brake is depressed, it is set to “1” in step SS23 in FIG. 17, and otherwise. Step SS
It is set to "0" in 6 or SS12, and if flag F5 = 0, step S42 is executed, and if flag F5 = 1, step S45 is executed. In step S45 executed when the brake pedal is depressed, a predetermined downshift map for engine braking is searched to obtain the downshift vehicle speed Ved for engine braking. The downshift map during engine braking is predetermined for each type of shift based on the accelerator operation amount Ac and the vehicle speed V, like the normal downshift map shown by the broken line in FIG. , It is easier to downshift because it is shifted to the higher vehicle speed side than the normal downshift map. Downshift vehicle speed Ved
Is obtained according to the downshift map during engine braking based on the accelerator operation amount Ac, and in the next step S46, the current vehicle speed V corresponding to the output shaft rotation speed N _O and the downshift vehicle speed Ved are compared. ,
Determine whether to downshift. That is, V>
If it is Ved, it is not necessary to perform the downshift, and the flag F2 is set to "0" in step S44 to end the shift determination. However, if V≤Ved, the flag F2 is set to "1" in step S47, In step S48, a shift speed lower than the current shift speed is set as the next shift speed. The gear set here is set by the engine brake, and it is shown in FIG.
The gears shown in parentheses in are set.
In this case, even if the current gear is, for example, O / D,
After the gear shift determination to 3rd is made and before the gear shift to 3rd is actually performed, the vehicle speed V is rapidly reduced to "2.
← 3 "When the downshift line is exceeded, the 2nd shift speed is set. In step S45, the downshift vehicle speed Ved for all downshift lines is obtained from the current accelerator operation amount Ac, and in step S46, each downshift vehicle speed Ved is compared with the current vehicle speed V to make a downshift determination. Do it.

In step S42 executed when the brake pedal is not depressed, it is determined whether the flag F4 is "1". The flag F4 is set to "1" in step R8 of FIG. 18 when the downshift is performed to increase the engine braking force in the automatic engine braking control, and when the downshift shift output is performed, the flag F4 of FIG. It is set to "0" in step S31, and F4 =
If it is 0, the flag F2 is set to "0" in step S44.
Then, the shift determination is ended, and if F4 = 1, step S
Execute 43. In step S43, the next low speed stage where the engine brake acts as the next shift stage, that is, 2n
In the case of d or 1st, the gear stage shown in parentheses in FIG. 20 is set.

When the next shift speed is set in step S15, S43, or S48, the shift timing time T1 is set in step S16.
This gear shift timing time T1 is a delay time until the gear shift is actually output after the gear shift judgment is made (step S30), and a plurality of gear shifts are performed in a short time (multiple gear shift). ) And when the accelerator pedal is quickly released to activate the engine braking on a downhill, even if an upshift determination to the O / D gear is made, before the actual upshift is performed. This is provided to prohibit upshifting to the O / D gear when the accelerator operation amount Ac becomes substantially zero.
A fixed value may be set in advance, but different times may be set depending on the type of shift such as upshift or downshift, or downshift in automatic engine braking control. Further, it may be set by a map, a calculation formula, or the like according to the accelerator operation amount Ac at the time of shift determination, the vehicle speed V, the gear stage, and the like.

Next, the flow chart of FIG. 15 for actually changing the shift speed will be described. FIG. 15 shows a portion for executing an upshift and a downshift for increasing the engine braking force in accordance with the shift judgment of FIG. Determine whether or not If the flag F1 is "1", step S
21. The following steps are executed, but if not, step S33 is executed. In step S33, it is determined whether or not the flag F4 is "1", that is, whether or not the downshift is for increasing the engine braking force. If the flag F4 is "1", the steps from step S21 are executed. If not, step S32 is immediately executed, the timer Ta is reset, and the process ends.

In step S21, the shift range signal SR
Is determined to be "D", it is determined in step S22 whether the selected traveling pattern represented by the pattern signal SP is "automatic engine braking pattern", and in step S23, the rotational speed is determined. signal SN _O
Is determined whether or not the vehicle speed V corresponding to the output shaft rotation speed N _O is higher than a predetermined lower limit vehicle speed V1. In step S24, the vehicle speed V is set to a predetermined upper limit vehicle speed V2.
It is determined whether or not the following, and the accelerator is O in step S25.
FF, that is, whether or not the accelerator operation amount Ac represented by the accelerator operation amount signal SAc is substantially zero, specifically, it is determined whether or not it is about 5% or less in consideration of a detection error or the like. It is determined whether or not the selected next shift speed is the O / D shift speed. The lower limit vehicle speed V1 and the upper limit vehicle speed V2 define a vehicle speed range in which special control for engine braking is performed, and the lower limit vehicle speed V1 is, for example, 20 k.
The vehicle speed is set to about m / h, and the upper limit vehicle speed V2 is 110 k, for example.
It is set to about m / h. Then, the above step S21
If at least one of S26 to S26 is NO, step S2
In step 8, the change of the next shift speed set in step S15 is not performed in step S27. However, if the determinations in steps S21 to S26 are all YES, the next shift speed is set to "3rd" in step S27. change. The step S26 is to determine whether the next gear set in step S15 is O / D. Even in the cycle after the next gear is changed from O / D to 3rd in step S27, The determination in step S26 is YES.

In step S29, it is determined whether or not the content measured by the timer Ta is not less than the shift timing time T1. The above steps S20 and thereafter are repeated until the shift timing time T1 is reached, but when the shift timing time T1 is reached, step S30 is executed and the solenoid S1,
The excitation and non-excitation of S2 and S3 are switched to switch the shift stage of the automatic transmission 78 to the next shift stage set in step S15 or S43 or the 3rd shift stage changed in step S27. After that, the flag F1 is set to "0" and the flag F4 is set to "0" in step S31, and the timer Ta is reset in step S32.

Here, in step S6, O / D
Even if an upshift determination to the shift stage is made, step S
Until the gear is actually changed at 30
That is, the shift timing time T after the shift determination is made.
If all of the conditions of steps S21 to S26 including the accelerator OFF are satisfied before the lapse of 1, the next shift speed is changed to 3rd, and thus further speedup is disliked on a downhill or the like. When the driver releases the accelerator by the driver, the actual shift to the O / D shift stage is prevented even if the upshift shift determination is made as the accelerator operation amount Ac decreases, and the O / D shift stage is prevented. The reduction in engine braking force due to gear shift to is favorably avoided. For example, when the driver releases the accelerator in the case of traveling for the second time at the state of point A in FIG. 9, “2 →
Since the accelerator operation amount Ac becomes zero across the "3" upshift line and the "3 → O / D" upshift line, a final shift determination from 2nd to O / D is made in step S6. In step S15, the O / D shift stage is set as the next shift stage, but if the accelerator operation amount Ac becomes zero before the shift timing time T1 elapses after the "2 → 3" upshift determination is made, " 3 → O / D ”
Even if the next shift speed becomes O / D across the upshift line, the next shift speed is changed to 3rd in step S27, and therefore the upshift to the O / D shift speed is not performed.

Even if the accelerator is turned off once,
If the pedal is depressed again before reaching the shift timing time T1, the determination in step S25 is NO, and in step S28 the next shift stage is set to the O / D set in step S15. When the pedal is depressed, the driver does not need the engine braking force so much, and therefore the driver may upshift to the O / D gear. Even if the determination of step S29 is inserted between steps S20 and S21, the determination of step S21 and subsequent steps is executed based on the operating state when the shift timing time T1 has elapsed, and the shift speed is switched. good.

Further, the accelerator return speed is relatively slow,
Even if the accelerator is not turned off within the shift timing time T1, the shift as set in step S15 is executed, but in this case as well, it is considered that the driver does not need much engine braking force, so O / There is no problem in upshifting to the D gear. In other words,
If the driver needs the engine braking force, he / she should release the accelerator pedal quickly, and if he / she wants to coast or the like, which does not require much engine braking force, he / she should release the accelerator pedal slowly. It's good.

Next, the throttle control of FIGS. 16 to 19 will be described. First, steps SS1 to S of FIG.
In step S5, the shift range, the selected traveling pattern, the vehicle speed V, and the accelerator operation amount Ac are referred to in step S2.
The same judgments as in 1 to S25 are performed, and if all the conditions are satisfied, the automatic engine braking control in step SS8 and below is executed, but if any one is NO, the flag F3 in step SS6 in FIG. 17 is executed. Is set to "0" and the flag F5 is set to "0", and normal throttle control is performed in step SS7. The normal throttle control in step SS7 is the same as step SB2 in the above embodiment.
The throttle valve opening TA (Ac) is calculated from a predetermined map or a formula based on the accelerator operation amount Ac represented by the accelerator operation amount signal SAc with the same contents as 2 and the throttle valve opening TA (Ac) and sets the target throttle valve opening TA ^* and by outputting a throttle command signal SQ indicating the target throttle valve opening TA ^* to the throttle control computer 35, the actual throttle valve opening degree of the throttle valve 20 theta Is controlled so as to match the throttle valve opening degree TA (Ac).

In step SS8 which is executed when all the conditions in steps SS1 to SS5 are satisfied, the flag F
It is determined whether or not 3 is "1", but this flag F3
Is set to "0" in step SS6, so it is "0" when step SS8 is first executed,
Then, step SS10 is executed to set the vehicle speed V at that time to the target vehicle speed Vm. Since the flag F3 is set to "1" in step SS14 or SS19 of FIG. 17, the determination in step SS8 is YES in the subsequent cycles.
Then, step SS9 is executed. In step SS9, the vehicle speed (Vm-Vf) obtained by subtracting a predetermined constant value Vf from the target vehicle speed Vm is compared with the vehicle speed V at that time. If V> (Vm-Vf), step SS in FIG.
11 is executed, but if V ≦ (Vm−Vf), step SS10 is executed again, and after changing the target vehicle speed Vm to the vehicle speed V at that time, steps SS11 and thereafter are executed.
Considering the fluctuation of the vehicle speed V due to the feedback control of the throttle valve opening θ in steps R2 and R4 of FIG. 18, the constant value Vf is determined to be NO in step SS9 depending on the fluctuation of the vehicle speed V accompanying the throttle control. Although it does not occur, the vehicle speed V
Is relatively low, the determination in step SS9 is NO, and the target vehicle speed Vm is changed in step SS10.

In step SS11 of FIG. 17, it is judged whether or not the brake pedal is operated based on the brake signal SB. If the brake is OFF, that is, if the pedal is not operated, step SS12 and the following steps are executed. When the person desires further deceleration and depresses the brake, the determination in step SS11 becomes NO, and steps SS22 and SS23 are executed. Step SS2
In No. 2, in order to increase the engine braking force, the target throttle valve opening TA ^{* is set} to 0, and the throttle command signal SQ representing the target throttle valve opening TA ^* is output to the throttle control computer 35, whereby the throttle valve is opened. 20 is fully closed. Further, in step SS23, the flag F5 is set to "1", and step S45 of FIG.
Make sure that: At the beginning of the automatic engine braking control, that is, in the first cycle in which the accelerator is turned off, the normal brake is turned off.
The determination of 11 is YES and the step SS14 or S
The flag F3 is set to "1" in S19, and
In step S41, the steps after the engine braking are executed.

Step SS executed when the brake is OFF
In step 12, the flag F5 is set to "0", and in step SS13, whether or not the flag F1 is "1", that is, the step S
At step 6, it is determined whether or not the upshift is determined. When the flag F1 = 1, the flag F3 is set to "1" in step SS14, and then the accelerator operation amount A is set in step SS15 as in step SS7.
Normal throttle control based on c is performed. If the upshift gearshift determination is not made, or if the upshift gearshift output is made and the flag F1 is set to "0" in step S31 of FIG. 15, step SS1 is executed.
The determination of 3 is NO, and it is determined in step SS16 whether the flag F6 is "0". The flag F6 is set to "1" in step R8 of FIG. 18 when a downshift is performed to increase the engine braking force. When flag F6 = 0, the flag F3 is already set to "1" in step SS17. It is determined whether it is "1".

In the first cycle of the automatic engine braking control, the flag F3 is not "1", the determination in step SS17 is NO, and the flag F3 is determined in step SS19.
After setting 3 to "1", step SS20 is executed, and the normal throttle control similar to step SS7 is performed. When the flag F3 = 1, it is determined in step SS18 whether or not gear change is in progress, for example, the rotational speed N _T ,
N _O, and the speed ratio i of the current gear is determined by whether or not satisfying the equation (1). When the expression (1) is satisfied, the gear is not being changed, and when the expression (1) is not satisfied, the gear is being changed. Then, if the determination in step SS18 is YES, that is, if gear shifting is not in progress, step SS21
The automatic engine brake throttle processing routine of is executed. At the time of downshifting to increase engine braking force, step SS16 is followed by step S
Since S24 is executed, it is determined in step SS18 whether or not the shift is being substantially performed during the upshift.

In the automatic engine brake throttle processing routine of step SS21, the actual vehicle speed V is as shown in FIG.
In this embodiment, the throttle valve opening θ is feedback-controlled so that the vehicle speed V substantially matches the target vehicle speed Vm so as not to exceed the target vehicle speed Vm set in step SS10. It is executed according to the flowchart of. In step R1 of FIG. 18, the actual throttle valve opening θ represented by the throttle valve opening signal Sθ is shown.
Is smaller than a predetermined judgment value θ1. The determination value θ1 is a small value of about 5% or less, and can be determined using an idle signal or the like indicating that the throttle valve opening θ is substantially fully closed. When θ ≧ θ1, that is, when the engine braking force can be increased by closing the throttle valve opening θ,
Step R2 is executed, and the throttle valve opening TA1 (%) for making the vehicle speed V substantially match the target vehicle speed Vm is calculated according to the calculation formula of the feedback control according to the deviation between the target vehicle speed Vm and the current vehicle speed V. .

In the next step R3, based on the current shift speed and the target vehicle speed Vm, the throttle valve opening that can maintain the target vehicle speed Vm in flat ground traveling, that is, the driving force in consideration of the running resistance becomes zero. Throttle valve opening TAm
(%) Is calculated by map interpolation from a pre-stored data map shown in FIG. 21, for example, and it is determined whether the throttle valve opening degree TA1 is smaller than the throttle valve opening degree TAm. The data map of FIG. 21 is obtained on the basis of the driving force data shown in FIG. 11 for the throttle valve opening at which the driving force matches the running resistance for each shift speed and vehicle speed. For example, when the vehicle speed is 80 km / h, the throttle valve opening degree TAm (%) is about 7.degree.
Since it is 4 °, when this is converted into% with respect to 80 ° when fully opened, it becomes (7.4 / 80) × 100 = 9.3. That is, in the data map of FIG. 21, the throttle valve opening degree TA when the vehicle speed is 80 km / h at the O / D gear position
₄₅ is specifically 9.3%, and in this way O /
Throttle valve opening degree TA _{41 to} T at each vehicle speed in the D shift stage
A ₄₇ is required. As for the 3rd gear and the 2nd gear and 1st gear where the engine brake acts, the throttle valve opening TA _{31 to} TA ₃₇ , TA ₂₁ to TA ₂₇ , TA ₁₁ to is similar to the O / D gear. TA ₁₇
Is required. As is clear from the data in FIG. 11, the throttle valve opening TAm increases as the vehicle speed increases, and if the vehicle speed remains the same, the throttle gear opening TAm increases as the gear ratio increases at low speeds. Note that the 2nd and 1st gears in FIG. 21 are gears when the engine brake acts, that is, the solenoid S3 is turned on.

If TA1 <TAm, the throttle valve opening TA1 is set to the target throttle valve opening TA ^* in step R4, and the target throttle valve opening T ^* is set.
By outputting the throttle command signal SQ representing A ^* to the throttle control computer 35, the actual throttle valve opening θ of the throttle valve 20 is changed to the throttle valve opening T.
It is controlled to be A1. By repeatedly executing steps R2 and R4, the throttle valve opening θ is quickly controlled so that the vehicle speed V substantially matches the target vehicle speed Vm, and the target vehicle speed Vm when the accelerator is off or the vehicle speed V due to the brake depression operation. It is possible to obtain the engine braking force with which the vehicle travels at the target vehicle speed Vm changed with the decrease. In this embodiment, the throttle valve opening θ is feedback-controlled so that the vehicle speed V substantially matches the target vehicle speed Vm, so that the engine speed is substantially matched with the target vehicle speed Vm regardless of the change in the road surface gradient. When the braking force is increased / decreased and the gradient changes from a steep gradient to a gentle gradient, the vehicle speed V is prevented from being lowered against the driver's intention due to excessive engine braking.

Meanwhile, the determination in step R3 in the case of TA1 ≧ TAM sets NO, a throttle valve opening TAM in step R5 to the target throttle valve opening degree TA ^*, representing the target throttle valve opening TA ^* By outputting the throttle command signal SQ to the throttle control computer 35, the actual throttle valve opening θ of the throttle valve 20 is controlled to be the throttle valve opening TAm. This is because the engine braking force is increased / decreased so that the vehicle speed V substantially matches the target vehicle speed Vm regardless of the change in the road surface slope as described above, and therefore the throttle valve opening θ Is opened and the vehicle speed V is maintained at the target vehicle speed Vm. However, with such engine brake control, the driver usually thinks that the vehicle speed V decreases on an uphill road, and when driving on a flat ground. If so, the throttle valve opening TAm that can maintain the target vehicle speed Vm is set as the upper limit of the throttle valve opening TA1 by the feedback control. As a result, the target vehicle speed Vm is maintained on the downhill and the flat ground, but the vehicle speed V becomes lower than the target vehicle speed Vm according to the gradient on the uphill, and the traveling control as intended by the driver is performed. Become so.

When the throttle valve 20 is almost fully closed and the engine braking force cannot be increased by the throttle control, the determination at step R1 becomes YES, and steps R6 and thereafter are executed. In step R6, it is determined whether or not the current vehicle speed V is higher than the target vehicle speed Vm. If V> Vm, steps R8 and below are executed.
For V ≦ Vm, i.e. when decelerating with engine braking effect due to full closing of the throttle valve 20, it is not necessary to perform a downshift, the target throttle valve opening TA ^* is 0 at subsequent step R7 Then, the throttle valve 20 is maintained in the fully closed state. However, when the vehicle is accelerating beyond the target vehicle speed Vm, the flag F4 instructing the downshift in order to increase the engine braking force is set to "1" in step R8, and the throttle control during the downshift is performed. The flag F6 is set to "1". When the flag F4 is set to "1", the step S43 in FIG. 14 is executed, and when the flag F6 is set to "1", the step shown in FIG.
Step SS24 of 7 is executed.

In step R9, a driving force that is substantially the same as or slightly smaller than the driving force before the shifting, that is, a driving force that makes the engine braking force approximately the same or slightly larger, based on the type of downshifting and the current vehicle speed V. The throttle valve opening degree TA2 that can be obtained even after the shift is calculated by map interpolation from the data map of FIG. 10 in the same manner as in step SB5, and the throttle valve opening degree change timing time T2 is set in step R10. To do. The throttle valve opening change timing time T2 is a delay time until the throttle valve 20 is actually opened and controlled with reference to the time at which the downshift gearshift output is performed in step S30, and basically the downshift The current engine rotational speeds NE and A are set so that the engine rotation is blown up at the timing when the clutch C and the brake B on the released high speed side start to slip.
/ T oil temperature THO is used as a parameter and is calculated by map interpolation from the data map of FIG. 13 previously set by experiments, simulations, or the like.

When the flag F6 is set to "1" in step R8, in subsequent cycles, step SS in FIG.
The determination result in 16 is NO, and the downshift throttle processing routine of step SS24 is executed. This downshift throttle processing routine is executed, for example, in accordance with the flowchart of FIG. 19. First, in step SD1, the shift output for downshift is performed in step S30, and in the next step S31, the flag F4 is "0".
It is determined whether or not. Then, until F4 = 0, the timer Tb is reset in step SD2 and the step SS is performed in step SD3.
The same normal throttle control as in 7 is performed, and the throttle valve opening degree θ is maintained fully closed according to the accelerator operation amount Ac.
When F4 = 0, step SD4 is executed. By resetting the timer Tb in step SD2, when the flag F4 is set to “0” by the timer Tb,
In other words, the elapsed time is measured starting from the time when the downshift gearshift output is made, and the step SD
In step 4, it is determined whether the content of the timer Tb is equal to or longer than the throttle valve opening change timing time T2. Step SD3 is executed until the measured content of the timer Tb reaches the change timing time T2, but when the measured content of the timer Tb reaches the change timing time T2, step S3 is executed.
The throttle valve 20 is opened and controlled by executing D5 and thereafter.

In step SD5, the torque converter 1
Speed ratio of 10 e (= a turbine rotational speed N _T / engine rotational speed NE) is determined whether a predetermined lower limit value e ₁ than the predetermined, e <flag at step SD6 in the case of e ₁ F7 Is set to "1" and step SD9 is executed. In the case of e ≧ e _1, the speed ratio e is determined whether or not a predetermined larger than the upper limit e ₂ predetermined in step SD7, immediately step SD in the case of e ≦ e ₂
9 to run, but in the case of e> e ₂ executes step SD9 after the flag F8 to "1" in step SD8. The lower limit value e ₁ and the upper limit value e ₂ are set in the same manner as in the above embodiment. Then, in step SD9,
Throttle valve opening TA2 is set to target throttle valve opening TA ^*
And the throttle command signal SQ representing the target throttle valve opening TA ^* is set to the throttle control computer 3
5, the actual throttle valve opening θ of the throttle valve 20 is controlled to become the throttle valve opening TA2. In this embodiment also, the above step SD9
Regardless of the throttle opening control described above, the line hydraulic pressure PL of the hydraulic control circuit 150 is controlled to a low hydraulic pressure when the throttle is fully closed.

In the next step SD10, the gear shift is completed from the equation (1) based on the gear ratio i and the rotational speeds N _T and N _O of the current gear stage after the downshift gear shift output is performed. It is determined whether or not, and the above steps SD5 to SD9 are repeated until the shift is completed. When the shift is completed and the determination in step SD10 is YES, step S
D11 and subsequent steps are executed. Flag SD in step SD11
7 is "1" or not, it is determined whether the speed ratio e in the shifting of the downshift other words was below the lower limit e _1, in step SD12 in the case of F7 = 1, of the Figure 10 The correction value α is subtracted from the data of the corresponding portion of the map of the throttle valve opening TA2, and the throttle valve opening TA2 is set according to the new data during the subsequent downshift. In step SD13, it is determined whether the flag F8 is "1", in other words, the speed ratio e during the downshift is the upper limit value e.
_It is determined whether or not the value is above _2, and if F8 = 1, in step SD14, the correction value β is added to the data of the corresponding portion of the map of the throttle valve opening TA2 of FIG. At the time of downshift, the throttle valve opening TA2 is set according to the new data. The correction values α and β are set in the same manner as in the above embodiment.

As described above, the above steps SD11 to SD1
4, if necessary, the throttle valve opening T of FIG.
When the map of A2 is rewritten, the flags F6, F7, and F8 are set to "0" in step SD15. By setting the flag F6 to "0", step SS17 and subsequent steps are executed subsequent to step SS16 of FIG. 17 in the subsequent cycles.

As described above, in this embodiment, the throttle valve 20 is controlled to open in step SD9 when the downshift is performed when the accelerator is off in order to increase the engine braking force, so that the torque is transmitted from the driving wheel side. Combined with this, the engine speed NE is quickly increased,
The increase in engine braking force due to inertia torque is suppressed, the shift time is shortened, and the life of the friction material of the clutch C and the brake B is improved. In particular, in the present embodiment, the throttle valve 20 is controlled to open by the throttle valve opening degree TA2 that can obtain substantially the same driving force before and after the gear shift, so that the engine rotation is excessively increased and the engine is driven, and the shock due to the reversal of the torsion torque is generated. Therefore, the vehicle acceleration does not occur, and the engine braking force during the gear shifting and after the downshifting is lower than the engine braking force before the downshifting, and the driver does not feel uncomfortable.

On the other hand, in this embodiment, when the speed ratio e of the torque converter 110 during the downshift is within the range of the lower limit value e ₁ to the upper limit value e ₂ , it is smaller than the lower limit value e _1. Correction value α from throttle valve opening TA2
On the other hand, when the value is larger than the upper limit value e ₂ , the correction value β is added to the throttle valve opening degree TA2. As a result, the amount of upswing can be obtained, and the shift time can be reliably shortened while preventing the engine from being driven or the braking torque being temporarily increased by the inertia torque.

In this embodiment, the portion for executing steps R9 and SD9 of the series of signal processing by the transmission control computer 34 constitutes the engine output increasing means together with the throttle control computer 35 and the throttle valve 20. Throttle valve opening TA2
Corresponds to the control amount when the engine output is increased by the engine output increasing means. Also, steps SD5 to S
The part that executes D8 and SD11 to SD14 corresponds to the control amount correction means.

FIG. 22 shows a vehicle speed of 55 km / h on an 8% downhill due to the automatic engine braking control of this embodiment.
6 is a time chart showing a change in rotational speed and a change in driving torque of each part when a downshift is performed from the 3rd shift speed to the 2nd shift speed at the time of, The shift is completed in about 0.69 sec without any increase in

The embodiment shown in FIGS. 23 and 24 is the same as the first embodiment.
Instead of rewriting the map of the throttle valve opening TA2 in the embodiment, the opening amount of the throttle valve 20, that is, the throttle valve opening θ is immediately changed based on the speed ratio e during the gear shift. The content of the TA2 correction routine of step SB23 is the flowchart of FIG. In FIG. 24, step SK
In 1 and SK2, it is determined whether or not the flag F4 or F5 is "1", and if neither is "1", step SK5 and subsequent steps are executed, but if either is "1", step SK3 is executed. To execute. The flags F4 and F5 are respectively set to "0" in step SB21 of FIG. 23, which is executed at times other than when downshifting to the engine braking operation low speed stage in the accelerator OFF state, so that the first TA2 correction routine is executed. "0" in each cycle
Therefore, steps SK5 and below are executed.

In step SK5, the torque converter 1
It is determined whether the speed ratio e of 10 (= turbine rotation speed N _T / engine rotation speed NE) is equal to or more than the lower limit value e ₁ , and e <e
_In the case of ₁ , in step SK6, the step S
The throttle valve opening TA2 set in B5 is corrected to a value smaller by the correction value α, and the flag F4 is set to "1" in step SK7, and then the timer Tc is reset in step SK8. In the case of e ≧ e _1, the speed ratio e is determined whether the upper limit value e ₂ is greater than in step SK9, e> in step SK10 in the case of e _2, the throttle valve set at step SB5 Opening degree TA2
Is increased by a correction value β, and the flag F5 is set to "1" in step SK11, and then step SK1
At 2, the timer Tc is reset. Step SK6 above
The correction of the throttle valve opening degree TA2 by SK10 is performed by repeatedly executing this TA2 correction routine.
_{This is} repeated until ₁ ≦ e ≦ e _2, and the throttle valve opening TA2 is changed by the correction value α or β. In addition,
If e ₁ ≦ e ≦ e _2, the TA2 correction routine is ended without correcting the throttle valve opening degree TA2.

Then, in step SB14 of FIG.
The throttle valve opening TA2 corrected by the TA2 correction routine as needed to set to the target throttle valve opening degree TA ^*, the throttle command signal SQ indicating the target throttle valve opening TA ^* to the throttle control computer 35 By outputting, the actual throttle valve opening θ of the throttle valve 20 is controlled so as to become the throttle valve opening TA2.

Step SK6 of the TA2 correction routine
Alternatively, if the throttle valve opening TA2 is corrected in SK10, the flag F4 is set in step SK7 or SK11.
Alternatively, since F5 is set to "1", step SK3 is executed subsequent to step SK1 or SK2 in the next cycle. In step SK3, it is determined whether or not the timed content of the timer Tc reset in step SK8 or SK12 has passed a predetermined time T3, in other words, the throttle valve opening TA2 is corrected to open the new throttle valve. It is determined whether or not a predetermined time T3 has passed since the throttle control was performed so as to reach the degree TA2, and the TA2 correction routine is immediately ended until the predetermined time T3 has passed, but when the predetermined time T3 has passed, a step is performed. SK
After setting the flags F4 and F5 to "0" in step 4, step S
Perform K5 and below. That is, the throttle valve opening TA
Since there is a delay time between the change of 2 and the actual change of the engine blow-up amount, and the correction of step SK5 and below needs to be performed after the actual change of the engine blow-up amount, the predetermined time T3 has elapsed. Until that time, the throttle valve opening TA2 is not corrected. The predetermined time T3 is, for example, 50 to 50 in consideration of the correction values α and β.
The time is appropriately set within a range of about 100 msec, but different times can be set depending on whether the flag F4 = 1 or the flag F5 = 1. Then, when a predetermined time T3 elapses after the throttle valve opening TA2 is changed, step SK5 and thereafter are executed again, and the speed ratio e is still e ₁ ≤, regardless of the change of the throttle valve opening TA2.
If e ≦ e ₂ is exceeded, the throttle valve opening degree TA2 is further changed by the correction value α or β.

In this embodiment as well, the speed ratio e of the torque converter 110 during the downshift is in the range of the lower limit value e ₁ to
As will be within the range between the upper limit value e _2, while when the lower limit value e ₁ smaller than for subtracting the correction value α from a throttle valve opening TA2, is larger than the upper limit e ₂ to the throttle valve opening TA2 Since the correction value β is added,
The same effects as those of the above-described respective embodiments can be obtained, and an appropriate engine blow-up amount can always be obtained regardless of the individual difference of the engine 10, the change over time, and the environmental change. Particularly, in this embodiment, the throttle valve opening θ is changed immediately during the downshift, so that, for example, the engine cooling water temperature or the A / T oil temperature T
Even if the engine blow-up amount varies due to a change in friction torque or the like due to a difference in HO, or an operating state of an engine auxiliary machine such as an exhaust gas recirculation device or an air conditioner, the engine blowing amount is corrected by correcting the throttle valve opening degree TA2. The amount of climb can be controlled within an appropriate range.

Here, the lower limit value e ₁ and the upper limit value e ₂ may be the same as those in the above embodiment, but since the actual throttle valve opening θ is sequentially corrected during the gear shift, the lower limit value e The allowable range of the speed ratio e can be narrowed by increasing ₁ and decreasing the upper limit value e ₂ so that a more appropriate engine upstroke amount can be obtained. The correction values α and β may be the same values as in the above-described embodiment, but may be set to small values to finely correct the engine upswing amount. Also, after the shift is completed, that is, step SB9.
It is also possible to rewrite the corresponding data of the TA2 map of FIG. 10 based on the throttle valve opening degree TA2 at that time after the determination of YES is made.

In this embodiment, the portion for executing steps SB5 and SB14 in the series of signal processing by the transmission control computer 34 constitutes the engine output increasing means together with the throttle control computer 35 and the throttle valve 20. Steps SK5, SK6
The part that executes SK9 and SK10 corresponds to the control amount correction means.

Further, the flow chart of FIG. 25 is executed in place of the flow chart of FIG. 19 in the second embodiment for performing automatic engine braking control. The throttle valve opening θ is immediately changed. In FIG. 25, steps SE1 to SE4 and SE1
7, SE18 and SE19 are steps S in FIG.
D1 to SD4, SD9, SD10, and SD15 have the same contents, and steps SE5 to SE16 have the same contents as steps SK1 to SK12 of FIG. 24 in the above embodiment except that the flag F has a different number.

Also in this case, the same effect as that of the embodiment shown in FIGS. 23 and 24 can be obtained. Further, it is possible to set the lower limit value e ₁ , the upper limit value e ₂ , the correction values α and β, and rewrite the corresponding data of the TA2 map of FIG. What can be done is the same as that of the embodiment of FIGS. 23 and 24.

In the present embodiment, the portion that executes step SE17 and step R9 in FIG. 18 of the series of signal processing by the transmission control computer 34, together with the throttle control computer 35, the throttle valve 20 and the engine output increasing means. The portion configured to execute steps SE9, SE10, SE13, and SE14 corresponds to the control amount correction means.

Although some embodiments of the present invention have been described in detail with reference to the drawings, the present invention can be embodied in another manner.

For example, in the above embodiment, when the speed ratio e is smaller than the lower limit value e _{1, the} correction value α is subtracted from the throttle valve opening TA2, and when it is larger than the upper limit value e ₂ , the throttle valve opening TA2 is set. Although the correction value β is added, for example, when the change characteristic of the engine blow-up amount due to the change over time of the engine 10 has directionality, only the lower limit value e ₁ or the upper limit value e ₂ is used for the throttle. Valve opening T
A2 may be corrected.

Further, in the above embodiment, the torque converter 1 is used.
Although the throttle valve opening TA2 is corrected by using the speed ratio e of 10, the throttle valve is calculated by using the rotational speed difference ( _NT- NE) between the turbine rotational speed _NT and the engine rotational speed NE. The opening degree TA2 may be corrected.

Further, in the above-described embodiment, the throttle valve 20 is controlled to open by the throttle valve opening TA2 at which the driving force before and after the gear shift is substantially the same. However, this throttle valve opening TA2 corresponds to the engine driving state. It may be appropriately changed within a range where it does not occur, and a constant value may be set regardless of the vehicle speed V and the type of gear shift. In consideration of the inertia of the engine 10 or the like, it is possible to make the opening amount larger than the throttle valve opening degree TA2 at the initial stage of gear shifting.

Further, in the above-mentioned embodiment, the time when the shift is output in step SA34 or step S30 is the measurement start time,
The elapsed time is measured by the timer Tb and the throttle valve 2
Although the timing for opening and controlling 0 is controlled, for example, steps SA11, SA16, SA2
It is also possible to control the timing of opening the throttle valve 20 by measuring the elapsed time, starting from the time when the shift decision to downshift such as step 7 or step R8 is made, and in that case The throttle valve opening change timing time T2 is set in consideration of the timing time T1.

Further, in the above embodiment, the map of FIG. 13 for obtaining the throttle valve opening change timing time T2 in step SB6 or step R10 is the map of the friction engagement device on the high speed stage side which is released during the downshift. Although it has been specified that the engine rotational speed NE starts to rise at substantially the same time as the start of the slip, it may be set so that the engine output increases at least during the shift after the start of the slip. There is no problem even if the shift start time is detected based on the change in the rotational speed or the change in the hydraulic pressure of each part of the automatic transmission 78, and the opening control of the throttle valve 20 is started based on this.

Further, in the above embodiment, the hydraulic control circuit 150
Although the throttle valve opening change timing time T2 was set based on the A / T oil temperature THO and the engine speed NE of the above, only one of them may be used,
The throttle valve opening change timing time T2 may be set by using a parameter other than this.

Although the engine output is increased by controlling the opening of the throttle valve 20 in the above embodiment, the engine auxiliary equipment such as an alternator may be used or the idle speed control valve 38 may be controlled to open. It is also possible to increase the engine output.

Further, in the above embodiment, the throttle valve opening θ
Although the vehicle controlled by the throttle control computer 35 has been described above, the present invention is also applicable to a vehicle in which the throttle valve 20 is mechanically connected to an accelerator pedal to open and close. The configuration of the automatic transmission 78 and the number of gears can be changed as appropriate.

Further, although the torque converter 110 is provided as the fluid coupling in the above-described embodiment, a fluid coupling or the like which does not have a torque amplifying action may be used.

Further, in the above embodiment, the accelerator operation amount Ac
The throttle valve 20 is controlled to open when a downshift is performed in a substantially complete accelerator off state of about 5% or less. When braking
The effects of the present invention can be obtained by controlling the opening of the throttle valve 20. Whether or not the driving torque is negative can be determined, for example, by whether or not the speed ratio e of the torque converter 110 is greater than 1.0.

In the second embodiment, the automatic engine braking control of step SS8 and the subsequent steps is executed on condition that the automatic engine braking pattern is selected by the pattern select switch 70. For example, the automatic engine braking control may be performed when another traveling pattern is selected, or the automatic engine braking control may be performed regardless of the type of the traveling pattern. Of course, the engine brake control switch may be provided independently of the pattern select switch 70.

In the second embodiment, steps SS3 and SS are set as conditions for performing automatic engine braking control.
Although the vehicle speed limit of 4 is provided, the vehicle speed limit is not always necessary, and the range of the vehicle speed limit is appropriately determined. Other conditions may be added as conditions for performing automatic engine braking control.

In the second embodiment, step SS10 is executed every time the determination in step SS9 becomes NO as the vehicle speed V decreases, and the target vehicle speed Vm is sequentially changed according to the vehicle speed V at that time. However, it does not matter if the step SS9 is omitted and the target vehicle speed Vm is changed by the vehicle speed V when the brake is released, or the target vehicle speed Vm is sequentially updated when the brake is turned on based on the vehicle speed V. Absent.

Further, in the second embodiment, even if the next shift speed is changed to 3rd in step S27 of FIG. 15, if the accelerator is depressed before the shift timing time T1, the next shift speed is set in step S28. Is returned to O / D, but if the next gear is changed to 3rd in step S27, step S30 may be executed immediately before the gear shift timing time T1 is reached and gear shift output may be performed.

In the second embodiment, the accelerator is turned off.
The vehicle speed V at the time of braking or when the brake is released was set to be the target vehicle speed Vm as it is, but the target vehicle speed Vm does not need to completely match the vehicle speed V, and a predetermined value is set for the vehicle speed V in consideration of measurement error and the like. Target vehicle speed Vm by adding or subtracting
May be set.

Further, in the second embodiment, the throttle valve opening θ is feedback-controlled so that the vehicle speed V coincides with the target vehicle speed Vm. However, the throttle valve opening θ is increased / decreased by a predetermined constant amount ΔTA. It is also possible to use other control methods such as controlling the throttle valve opening θ by a constant amount ΔTA so that the vehicle speed V does not exceed the target vehicle speed Vm. The constant value Vf in step SS9 is determined in consideration of the fluctuation of the vehicle speed V accompanying the control of the throttle valve opening θ. The present invention can be similarly applied to other automatic engine braking control such as controlling the engine braking force so that the acceleration becomes negative.

Further, although the engine control computer 32, the transmission control computer 34, and the throttle control computer 35 are separately configured in the above embodiment, they may be configured by a single computer. It is possible.

Although not exemplified one by one, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to a claim of the present invention.

FIG. 2 is a diagram illustrating a configuration of an automatic transmission, an engine, and the like including a shift control device that is an embodiment of the present invention.

FIG. 3 is a diagram illustrating a configuration of the automatic transmission of FIG.

FIG. 4 is a diagram showing a gear position of each shift range and an energized state of a solenoid and a clutch and a brake for establishing the gear position in the embodiment of FIG. 2;

5 is a flowchart illustrating the operation of the shift control for switching the shift speed of the automatic transmission of FIG. 2 together with FIGS. 6 and 7.

6 is a flowchart illustrating the operation of the shift control for switching the shift speed of the automatic transmission of FIG. 2 together with FIG. 5 and FIG. 7.

FIG. 7 is a flowchart for explaining the operation of the shift control for switching the shift speed of the automatic transmission of FIG. 2 together with FIGS. 5 and 6.

8 is a flowchart illustrating an operation of controlling a throttle valve opening of the engine of FIG.

9 is an example of a shift map for switching the shift speed of the automatic transmission of FIG.

FIG. 10 is an example of a data map used when setting the throttle valve opening degree TA2 in which the driving force before and after the gear shift is substantially the same in step SB5 of FIG.

11 is basic data for creating the data map of FIG.

FIG. 12 is data showing the output characteristics of the engine used to obtain the basic data of FIG.

FIG. 13 is an example of a data map used when setting a throttle valve opening change timing time T2 in step SB6 of FIG.

FIG. 14 is a flowchart illustrating an operation of performing a shift determination as to whether or not to shift a shift stage of an automatic transmission according to another embodiment of the present invention.

FIG. 15 is a flowchart for explaining the operation of shift control for switching the shift speed of the automatic transmission in the embodiment of FIG.

16 is a flowchart for explaining the operation of controlling the throttle valve opening of the engine in the embodiment of FIG. 14 together with FIG.

FIG. 17 is a flowchart for explaining the operation of controlling the throttle valve opening of the engine in the embodiment of FIG. 14 together with FIG.

FIG. 18 is a flowchart illustrating the contents of the automatic engine brake throttle processing routine of FIG.

FIG. 19 is a flowchart illustrating the contents of the downshift throttle processing routine of FIG.

FIG. 20 is a diagram showing a gear position of each shift range in the embodiment of FIG. 14 and an energized state of a solenoid and a clutch and a brake for establishing the gear stage.

FIG. 21 is an example of a data map used when calculating the throttle valve opening degree TAm in step R3 of FIG.

FIG. 22 is a schematic diagram of the embodiment of FIG.
6 is a time chart showing changes in the rotation speed and drive torque of each part when a downshift is performed to the nd shift stage.

FIG. 23 is a flowchart for explaining the operation of still another embodiment of the present invention, which is used instead of the flowchart of FIG.

24 is a flowchart illustrating the contents of the TA2 correction routine of FIG. 23.

25 is a flowchart explaining the operation of still another embodiment of the present invention, which is used instead of the flowchart of FIG.

[Explanation of symbols]

10: Engine 20: Throttle valve 34: Transmission control computer 35: Throttle control computer 51: Rotation angle sensor (rotation speed detection means) 78: Automatic transmission 80: Rotation speed sensor (rotation speed detection means) 110: Torque converter (Fluid coupling) NE: Engine rotation speed (rotation speed of input side member) _NT : Turbine rotation speed (rotation speed of output side member) e: Speed ratio (N _T / NE) TA2: Throttle valve opening (control amount) ) Steps SB5, SB14: Engine output increasing means Steps SB10 to SB13, SB16 to SB19: Control amount correcting means Steps R9, SD9: Engine output increasing means Steps SD5 to SD8, SD11 to SD14: Control amount correcting means Steps SK5, SK6 SK9, SK10: control amount correction means -Up R9, SE17: engine output increasing means step SE9, SE10, SE13, SE14: control amount correction means

Claims (1)

[Claims] 1. An automatic transmission having a plurality of shift speeds, and an engine during a shift of the downshift when the automatic transmission is downshifted to a low speed stage where an engine brake acts while the accelerator is substantially off. In a shift control device for an automatic transmission including an engine output increasing means for increasing output, a rotational speed of an input side member and an output side member of a fluid coupling for transmitting the engine output to the automatic transmission via a fluid is controlled. The engine output is increased by the engine output increasing means based on a difference in rotation speed between the input side member and the output side member detected by the rotation speed detecting means during the downshift gear shift. A shift control device for an automatic transmission, comprising: a control amount correction unit that corrects a control amount when increasing the speed.