JPH07285360A - Shift control device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To provide a shift control device resolving the blowout of an engine or the tie-up of an automatic transmission occurring in the torque phase during the first half of the shift period in the automatic transmission having clutch-to- clutch shift. CONSTITUTION:The rise curve of the oil pressure PB1 of a brake is corrected by an oil pressure correcting means 140 to resolve the tie-up or engine blowout occurring in the torque phase in the first half of the 3-4 shift period, and the occurrence of the tie-up or engine blowout is normally prevented without requiring the engine output increase/decrease control by an engine output increasing means 142 and an engine output reducing means 144. When the oil pressure correction by the oil pressure correcting means 140 reaches a limit, the engine output is increased or decreased in advance in the next 3-4 shift operation by the engine output increasing means 142 or the engine output reducing means 144.

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 for a vehicle.

[0002]

2. Description of the Related Art Generally, an automatic transmission for a vehicle is provided with a gear train consisting of a plurality of sets of planetary gear mechanisms, and a plurality of friction engagement devices are appropriately engaged or disengaged to perform a gear shift. Is configured. In the case of that speed change, if the output shaft torque fluctuates abruptly, this causes a shift shock, which impairs the riding comfort of the vehicle. There will be an increase in blowing up. Therefore, in the past, using a one-way clutch,
The one-way clutch is engaged or disengaged by reversing the direction of action of the torque accompanying an increase or decrease in the torque capacity of the friction engagement device involved in the speed change, so that a smooth gear change is performed. However, since the mounting space of the automatic transmission in the vehicle is extremely limited, there is a strong demand to reduce the size of the automatic transmission as much as possible.
Therefore, conventionally, the one-way clutch has been abolished, and the friction engagement device to replace the one-way clutch is released according to the situation of the gear shift, and then the other friction engagement device is engaged to perform the gear shift. . The speed change performed by releasing one of the two friction engagement devices and engaging the other is as follows.
It is called clutch-to-clutch shift.

In the shift period performed by the clutch-to-clutch, there is a torque phase affected by the output torque of the engine, followed by an inertia phase affected by the rotational inertia of the engine, and the first half of the shift period. In the torque phase of, the engine is blown up and tie-up occurs. That is, the switching of the friction engagement device in the case of clutch-to-clutch shift is not caused by the torque acting on the friction engagement device,
This is caused by an increase or decrease in the hydraulic pressure. Therefore, for example, while the friction engagement device engaged after the gear shift does not have a sufficient torque capacity, the torque capacity of the friction engagement device released after the gear shift becomes larger than necessary. If it drops, the load on the engine will drop significantly and the engine will blow up. On the contrary, even though the torque capacity of the friction engagement device engaged after the shift is increased to the extent that the shift is achieved, the friction engagement device to be released after the shift still has a torque capacity above a certain level. If a tie-up occurs, the output shaft torque temporarily greatly decreases and the gear shift shock worsens. Also, a large torque acts on these friction engagement devices, and the durability thereof deteriorates. Occurs.

In contrast to the above, in an automatic transmission in which a predetermined gear stage is achieved by releasing one of the two friction engagement devices and engaging the other, the speed of the transmission remains constant even though the vehicle speed is constant. In order to prevent a gear shift shock caused by a sudden change in the gear ratio, a temporary fluctuation in the engine rotation speed that appears as the engine blows up or retracts when the gear shift is completed, which reflects the degree of the gear shift shock, is detected. To eliminate temporary fluctuations in rotation speed,
Disclosed is a control device that corrects an output reduction amount due to engine output reduction control that is executed during a shift period. For example, this is the control device described in Japanese Patent Laid-Open No. 2-37128.

[0005]

However, the above-mentioned conventional control device only eliminates the engine's upswing and withdrawal reflecting the shift shock that occurs at the time of completion of the shift, and therefore, in the first half of the shift period. It is difficult to eliminate the engine blow-up and the automatic transmission tie-up that occur in the torque phase. Further, although the above-mentioned conventional device is configured so that the output of the engine is controlled by the retard amount of the ignition timing, the fuel supply amount, and the intake air amount, the engine output reduction control by the fuel supply amount and the intake air amount is performed. However, there is a drawback in that sufficient responsiveness cannot be obtained, and that the engine output reduction control based on the retard amount of the ignition timing may not be executed depending on the state of the catalyst for purifying the exhaust gas.

Further, in an automatic transmission in which one of the two friction engagement devices is released and the other is engaged to perform a gear shift, a lockup for directly connecting a torque converter, a fluid coupling or the like. When the clutch is provided in the front stage, it is usually controlled so that the lock-up clutch is released only during the shift operation period of the automatic transmission. If the substantial shift operation in the automatic transmission is extended due to the deviation of the rising or lowering state of the hydraulic pressure, the shift shock may occur because it overlaps with the return of the lockup clutch to the engaged state.

The present invention has been made in view of the above circumstances, and its first object is to shift gears by releasing one of the two friction engagement devices and engaging the other. In a known automatic transmission, it is an object of the present invention to provide a shift control device that eliminates engine upswing and tie-up of the automatic transmission that occur in the torque phase in the first half of the shift period. Further, a second object of the present invention is that the shift operation of the lockup clutch is substantially delayed due to the delay of the shift operation due to the deviation of the rising or lowering state of the hydraulic pressure of one or the other of the two friction engagement devices. It is an object of the present invention to provide a shift control device in which a shift shock that occurs when returning to an engaged state is preferably suppressed.

[0008]

The first object of the present invention to achieve the first object is to disengage one of the two friction engagement devices and engage the other. A shift control device for a vehicle automatic transmission that shifts, comprising: (a) tie-up detection means for detecting a tie-up in a shift process in which the two friction engagement devices are released and engaged. (b) hydraulic pressure correction means for correcting the rising or falling state of the hydraulic pressure of at least one of the two friction engagement devices so that the tie-up is eliminated, and (c)
When a tie-up is detected by the tie-up detection means regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means, the engine is preliminarily used in the next shift operation in which the two friction engagement devices are released and the engagement operation is executed. Engine output increasing means for increasing the output.

[0009]

With this configuration, the hydraulic pressure correction means eliminates the tie-up that occurs in the torque phase in the first half of the shift period, which is caused by releasing one of the two friction engagement devices and engaging the other. In addition, since the rising or falling state of the hydraulic pressure of at least one of the two friction engagement devices is corrected, the occurrence of the tie-up is normally prevented without requiring the engine output increase control. Moreover, when the tie-up detection means detects a tie-up regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means when the hydraulic pressure correction means has reached its limit, the engine output increasing means causes the next shift operation. Since the engine output is increased in advance, the transmission torque is increased prior to the tie-up that occurs in the torque phase in the first half of the gear shift period by releasing one of the two friction engagement devices and engaging the other. As a result, the overlap period of engagement of the two friction engagement devices is shortened, and tie-up is preferably eliminated.

[0010]

As described above, the tie-up is always prevented by the correction of the rising or falling state of the hydraulic pressure of the friction engagement device by the hydraulic pressure correcting means at all times. Further, only when the hydraulic pressure correction by the hydraulic pressure correction means reaches the limit, the engine output is increased in advance in the next shift, so that the tie-up is preferably prevented.

[0011]

[Second Means for Solving the Problems] Further, the gist of another invention for achieving the first object is as follows.
A shift control device for an automatic transmission for a vehicle, which shifts gears by releasing one of the two friction engagement devices and engaging the other of the two friction engagement devices, comprising: (a) releasing and engaging the two friction engagement devices. Engine blow-up detection means for detecting the engine blow-up in the gear shift process in which the combined operation is performed; and (b) the hydraulic pressure of at least one of the two friction engagement devices so that the engine blow-up is eliminated. A hydraulic pressure correction means for correcting the rising or lowering state, and (c) the two friction engagement devices when the engine blow-up detection means detects the engine blow-up regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means. In the next shift operation in which the release operation and the engagement operation are executed, the engine output reducing means for reducing the engine output in advance is included.

[0012]

With this configuration, the oil pressure correction means eliminates the engine blow-up that occurs in the torque phase in the first half of the gear shift period, which is caused by releasing one of the two friction engagement devices and engaging the other. As described above, the rising or lowering state of the hydraulic pressure of at least one of the two frictional engagement devices is corrected, so that the engine is normally prevented from rising without requiring engine output reduction control. Moreover, when the oil pressure correction by the oil pressure correction means reaches its limit, if the engine uprising detection means detects engine uprising regardless of the oil pressure correction by the oil pressure correction means, the engine output reduction means Since the output of the engine is reduced in advance in the gear shift operation of (1), prior to the engine upswing that occurs in the torque phase in the first half of the gear shift period by disengaging one of the two friction engagement devices and engaging the other. The transmission torque is reduced, the overlap period of engagement between the two friction engagement devices is increased, and the engine blow-up is suitably eliminated.

[0013]

As described above, as described above, the engine is prevented from being blown up at all times by the correction of the rising or falling state of the hydraulic pressure of the friction engagement device by the hydraulic pressure correcting means.
Further, only when the hydraulic pressure correction by the hydraulic pressure correction means reaches the limit, the engine output is reduced in advance in the next shift, so that the engine is appropriately prevented from rising.

[0014]

A third aspect of the present invention for achieving the second object is to disengage one of the two friction engagement devices and engage the other. A shift control device for a vehicle automatic transmission with a lock-up clutch, in which gear shifting is performed by: (a) temporarily overlapping a shifting process in which the two friction engagement devices are released and engaged. Tie-up detecting means for detecting tie-up that occurs due to the engagement period, and (b) lock-up clutch releasing means for releasing the lock-up clutch when tie-up is detected by the tie-up detecting means. Is included.

[0015]

With this arrangement, the tie-up detecting means causes the temporary overlapping engagement period of the speed change process performed by releasing one of the two friction engagement devices and engaging the other. When the generated tie-up is detected, the lock-up clutch releasing means releases the lock-up clutch.

[0016]

As a result, the lock-up is performed in a state where the substantial gear shifting operation of the automatic transmission is extended due to the deviation of the rising or lowering of the hydraulic pressure of one or the other of the two friction engagement devices. Since the return of the clutch to the engaged state is not executed, the shift shock caused by the return of the lockup clutch to the engaged state is preferably prevented.

Preferably, the tie-up detecting means terminates the torque phase in a normal state in a gear shifting process performed by releasing one of the two friction engagement devices and engaging the other. Since the torque phase has continued for the time elapsed from the planned shift output, the above 2
Overlap period (amount) of engagement operation of two friction engagement devices
Is configured to determine the occurrence of an abnormally large condition or tie-up. This has the advantage that tie-ups can be easily detected.

Further, preferably, in a shift process performed by releasing one of the two friction engagement devices and engaging the other, the shift output in which the torque phase is expected to end in the normal state of the torque phase. Since it has not exceeded the elapsed time from, the overlap amount normal determination means for determining whether or not the overlap amount has returned to the normal value, and the overlap amount returned to the normal value by the overlap amount normal determination means. If it is determined that the lockup clutch is released, a lockup clutch returning means that allows the lockup clutch to return to the engaged state is provided. This has the advantage that the lockup clutch is engaged as much as possible.

Preferably, an oil temperature sensor for detecting the temperature of the hydraulic oil of the automatic transmission, and whether or not the temperature of the hydraulic oil detected by the oil temperature sensor is equal to or higher than a predetermined judgment reference value. And an oil temperature determining means for determining whether the lockup clutch releasing means is operable when the oil temperature determining means determines that the temperature of the hydraulic oil is equal to or higher than a predetermined determination reference oil temperature. Configured to cease forced release of. By doing so, there is an advantage that the hydraulic oil is protected.

[0020]

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

FIG. 1 is a skeleton view of an automatic transmission for a vehicle, the shift of which is controlled by a hydraulic control device according to an embodiment of the present invention. In the figure, the output of the engine 10 is input to the automatic transmission 14 via the torque converter 12 and transmitted to the drive wheels via a differential gear unit and an axle (not shown).

The torque converter 12 is the engine 1
0 pump impeller 18 connected to crankshaft 16
A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 that directly connects the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 prevent rotation in one direction. And a stator 28 that is installed.

The automatic transmission 14 is provided with a first transmission 30 for switching between high and low gears, and a second transmission 32 capable of switching between a reverse gear and a plurality of forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear So, a ring gear Ro, and a planet gear Po rotatably supported by the carrier Ko and meshed with the sun gear So and the ring gear Ro.
A clutch Co and a one-way clutch Fo provided between the sun gear So and the carrier Ko, and the sun gear So.
And a brake Bo provided between the housings 40.

The second transmission 32 is a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
The second planetary gear device 38 is composed of a planetary gear P2 that is rotatably supported by the second gear 2 and is meshed with the sun gear S2 and the ring gear R2.

The carrier K1 and the ring gear R2 are integrally connected to the output shaft 42, and the sun gear S1 and the sun gear S2 are integrally connected to each other by a sleeve shaft 44. The intermediate shaft 4 connected to the ring gear Ro
A clutch C1 is provided between 6 and the ring gear R1,
A clutch C2 is provided between the intermediate shaft 46 and the sleeve shaft 44. Further, a band-type brake B1 for stopping the rotation of the sleeve shaft 44 is provided in the housing 40. In addition, the carrier K2 and the housing 40
A brake B3 and a one-way clutch F1 are provided in parallel between and.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the reverse first gear and the forward five gears are switched. In FIG. 2, the ∘ mark indicates the engaged state, and the X mark indicates the non-engaged state. Here, the clutches Co, C1, C2 and the brake B are
Reference numerals 1 and B3 are hydraulic friction engagement devices, which are operated according to a combination of operations of solenoid valves S1, S2, and S3 of a hydraulic control circuit 84 described later. The linear solenoid valve SLU of the hydraulic control circuit 84 controls the release hydraulic pressure of the brake B1 and the engaging hydraulic pressure of the clutch C2 when controlling the lockup clutch 24 or shifting from the third speed gear to the fourth speed gear. The linear solenoid valve SLT generates a signal pressure for execution, and the linear solenoid valve SLT adjusts the line pressure, which is the original pressure of each friction engagement device, according to the transmission torque. A signal pressure is generated, and the linear solenoid valve SLN generates a signal pressure that controls the back pressure of the accumulator.

As shown in FIG. 3, the intake pipe of the engine 10 of the vehicle is provided with a throttle valve 56 which is driven by the throttle actuator 54 up to an angle corresponding to the operation amount Ac of the accelerator pedal 50. Further, an accelerator operation amount sensor 52 for detecting an operation amount of the accelerator pedal 50, an engine rotation speed sensor 58 for detecting a rotation speed of the engine 10, an intake air amount sensor 60 for detecting an intake air amount of the engine 10, an intake air temperature. Intake air temperature sensor 62 for detecting the throttle opening, and throttle sensor 6 with an idle switch for detecting the opening degree θth of the throttle valve 56.
4, the vehicle speed sensor 66 for detecting the vehicle speed V from the rotation speed of the output shaft 42, the cooling water temperature sensor 68 for detecting the cooling water temperature of the engine 10, the brake switch 70 for detecting the operation of the brake, and the operation position of the shift lever 72. An operation position sensor 74 for detecting is provided, and from these sensors, the accelerator operation amount Ac, the engine speed N _E , the intake air amount Q, the intake air temperature THa, the opening degree θth of the first throttle valve θth, the vehicle speed V. , Engine cooling water temperature THw,
A signal indicating the operating state BK of the brake and the operation position Psh of the shift lever 72 is supplied to the engine electronic control unit 76 and the shift electronic control unit 78.
In addition, from the turbine rotation sensor 75 and the oil temperature sensor 77,
A signal representing the rotational speed N _T of the input shaft 20 and the hydraulic oil temperature T _OIL of the automatic transmission 14 is supplied to the electronic shift control device 78.

The engine electronic control unit 76 includes a CPU,
A so-called microcomputer having a RAM, a ROM, and an input / output interface, the CPU processes an input signal according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, and executes various engine controls. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 82 is controlled to control the ignition timing, and the throttle valve is controlled by the throttle actuator 54 for the traction control and the engine output control to suppress the shift shock. Control 56.

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM to process the input signal according to the program stored in the ROM in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. The electronic shift control device 78 determines the gear stage of the automatic transmission 14 based on the actual throttle valve opening θth and the vehicle speed V from the pre-stored shift diagram so that the determined gear stage can be obtained. Then, the solenoid valves S1, S2, S3 are driven. Further, the electronic shift control device 78 determines the engagement state of the lockup clutch 24 based on the vehicle speed V or the like from the relationship stored in advance, and the linear solenoid valve is provided so as to obtain the determined engagement state. Drives SLU etc. For example,
In the D range traveling, the vehicle is engaged when the vehicle speed exceeds about 30 km / h, and is temporarily released during the shift period of the automatic transmission 14 until the inertia phase is completed.

FIG. 4 is a diagram for explaining a main part of the hydraulic control circuit 84. In the figure, 2-3 shift valves 88 and 3
The -4 shift valve 90 shifts from the second speed gear stage to the third speed gear stage and from the third speed gear stage to the fourth speed gear stage based on the output pressures of the solenoid valves S1, S2, S3. These are switching valves that are switched during a gear shift, and the numerical value indicating the switching position indicates the gear position. Forward range pressure P
_{In D} , the shift lever 72 is in the forward range (D, 4, 3,
(2, L), the pressure is generated from a manual valve (not shown) and is the same as the line pressure that is adjusted by the regulator valve (not shown) to be high according to the throttle valve opening. This forward range pressure P _D is applied to the 2-3 shift valve 88 and the 3-4 shift valve 90, and the oil passages L01, B when shifting from the second gear to the third gear.
1 Brake B1 through control valve 92, oil passage L02
And B1 accumulator 94. When shifting from the third gear to the fourth gear,
The forward range pressure P _D is supplied to the clutches C2 and C2 accumulator 100 via the oil passage L03, the C2 orifice control valve 96, and the oil passage L04, and at the same time, the hydraulic oil in the brake B1 is changed to the 3-4 shift valve 90. , Return oil passage L05, 3-4 through timing valve 98, its port 1
It is designed to be drained from 14.

The accumulator back pressure control valve 102 generates an accumulator back pressure P _ACC based on the output pressure P _SLN of the linear solenoid valve SLN, etc., and the back pressure chamber of the B1 accumulator 94 and the C2 accumulator 100 at each shift.
To the back pressure chamber to reduce the rise of the engaging hydraulic pressure of the brake B1 or the clutch C2.

The B1 control valve 92 has its spool valve element 9 based on the output pressure P _SLU of the linear solenoid valve SLU when shifting from the fourth gear to the third gear.
By positioning 2 _V at a position shown above or below the center line in the drawing, the rise of the engagement pressure of the brake B1 is adjusted, and the underlap period between the clutch C2 and the brake B1 is adjusted. Further, the C2 orifice control valve 96 has its valve element located at the upper side in FIG. 4 when shifting from the third speed gear to the fourth speed gear and promptly supplies the hydraulic oil to the clutch C2 at the initial stage. The first fill operation to be performed is performed.

The 3-4 timing valve 98 is involved in the shift from the third gear to the fourth gear and controls the release pressure from the brake B1 according to the output pressure P _SLU of the linear solenoid valve SLU. Functions as a pressure valve. That is,
The 3-4 timing valve 98 includes the inflow port 104 communicating with the return oil passage L05 and the orifice 10 in the return oil passage L05.
6, a drain pressure input port 108 communicating with the clutch C2, a supply pressure input port 110 communicating with the clutch C2 via an orifice 109, and an input torque signal port 112 supplied with the output pressure P _SLU from the linear solenoid valve SLU. ,
According to the output pressure P _SLU from the drain port 114, the spool valve 116 that opens and closes between the inflow port 104 and the drain port 114, and the output pressure P _SLU from the linear solenoid valve SLU, the spool valve 116 closes according to the input torque. A plunger 118 that urges in the valve direction and a spring 120 that is interposed between the spool valve element 116 and the plunger 118 are provided.

Therefore, when shifting from the third gear to the fourth gear, the linear solenoid valve is adjusted by adjusting the drain amount of the brake B1 by the 3-4 timing valve 98.
The pressure in the brake B1 (release pressure) P _B1 is adjusted in accordance with the output pressure P _SLU from SLU. The drain pressure P _DB1 of the brake B1 is the output pressure P _{SL U} from the linear solenoid valve SLU.
Supply pressure P to the clutch C2
It is reduced according to _C2 . That is, in the 3-4 shift by releasing one of the brake B1 and the clutch C2 and engaging the other, the release of the brake B1 and the clutch C are performed.
As the output pressure P _{SL U} from the linear solenoid valve SLU becomes smaller, the release pressure of the brake B1 is accelerated so that the switching between the engagement of the brake B1 and the clutch C2 is accelerated. The overlapping section of engagement, that is, the overlap period, is adjusted to be short. FIG. 5 shows changes in the pressure (release pressure) P _B1 in the brake _B1 and the pressure (engagement pressure) P _C2 in the clutch C2 during the 3-4 shift.

FIG. 6 shows the control of the electronic shifting control unit 78.
It is a functional block diagram explaining the principal part of a control function. Figure 6
In the engine load detecting means 130,
Load directly, or throttle valve opening θ, fuel injection
Firing amount F, accelerator pedal operation amount A_CIndirectly by
The throttle sensor 64 detects this.
It corresponds to. The vehicle speed detecting means 132 is the automatic transmission 1
Output shaft rotation speed N of 4 _OBased on the speed V of the vehicle
The vehicle speed sensor 66 corresponds to this.
is doing. The shift control means 134 is configured to store previously stored shifts.
From the diagram, based on the actual throttle valve opening θth and the vehicle speed V
Determine the gear position of the automatic transmission 14 based on
The electronic control unit 7 is for instructing a shift,
It is one of the eight major functions.

The tie-up detecting means 136 includes two hydraulic friction engagement devices, that is, a brake B1 and a clutch C.
2 by releasing one and engaging the other 3
-4 Detects a tie-up in the clutch-to-clutch shift process in the shift. Further, the engine upswing detection means 138 detects upswing of the engine in the clutch-to-clutch shift process in the 3-4 shift performed by releasing one of the brake B1 and the clutch C2 and engaging the other. The hydraulic pressure correction means 140 corrects the rising or lowering state of the hydraulic pressure of at least one of the brake B1 and the clutch C2 so that the engine blow-up or the tie-up of the automatic transmission 14 is eliminated. The engine output increasing means 142 releases one of the brake B1 and the clutch C2 and engages the other when the tie-up detecting means 136 detects a tie-up regardless of the correction of the hydraulic pressure by the hydraulic pressure correcting means 140. The output of the engine 10 is increased in advance in the next 3-4 speed change operation performed by doing so. Further, the engine output lowering means 144 releases one of the brake B1 and the clutch C2 when the engine up detection means 138 detects the engine up, regardless of the oil pressure correction by the oil pressure correction means 140. Next 3 executed by engaging
In the 4-speed operation, the output of the engine 10 is reduced in advance.

FIG. 7, FIG. 8 and FIG. 9 show the main part of the control operation of the electronic shift control device 78. Figure 7 shows how to eliminate tie-ups and engine blow-up.
-4 shows a hydraulic pressure correction routine for correcting the decrease state characteristic of the hydraulic pressure P _B1 of the brake B1 during the -4 shift process by learning, and corresponds to the hydraulic pressure correction means 140. In addition, in FIGS. 8 and 9, when the hydraulic pressure correction of the hydraulic pressure correction unit 140 reaches the limit and tie-up or engine blow-up occurs regardless of the correction, these tie-up and engine blow-up are eliminated. Thus, the output control of the engine is executed prior to the next shift, and includes steps corresponding to the engine output increasing means 142 and the engine output decreasing means 144.

In step SA1 of FIG. 7 (hereinafter, step is omitted), it is determined whether or not the content of the flag F ₁ is "1". This flag F ₁ indicates that the engine 10 is blowing up when the content is “1”. When the determination in SA1 is negative, it is determined in SA2 whether the content of the flag F ₂ is "1". This flag F ₂ is
When the content is "1", it indicates that tie-up of the automatic transmission 14 is occurring. This SA2
If the determination is NO, the routine ends after the drive duty ratio D _SLU of the linear solenoid valve SLU that determines the output pressure P _SLU of the linear solenoid valve _SLU is held at SA3. To be made.

If the determination at SA1 is affirmative,
Drive duty of linear solenoid valve SLU in SA4
Ratio D_SLUIs a preset upper limit value D_SLUGD, For example
It is determined whether or not the value is 100% or more. this
If the determination of SA4 is affirmative, the engine 10 is blown.
By adjusting the overlap period to eliminate the rise
Since the correspondence is at the limit, in SA5
Gu F_SDIs set to "1", this routine is finished.
Sent. This flag F_SDIs that the content is "1"
First, the hydraulic pressure for eliminating the rising of the engine 10.
This shows that the correction by the correction means 140 is limited. Shi
However, if the determination in SA4 above is denied, the engine
Of the overlap period to eliminate the rising of 10
The adjustment support is still working effectively.
So, in SA6, the rise of the engine 10 is eliminated.
Drive duty ratio D up to that time_SLUChange value Δ
D _SLUIs added to drive duty ratio D_SLU
Is updated and the flag F is set at SA7._SUOf
After the content is cleared to "0", this routine will end.
Be done. This flag F_SUWhen the content is "1"
In addition, the hydraulic pressure correction means 140 for eliminating the tie-up
It indicates that the response by the limit is limited.

If the determination at SA2 is affirmative,
At SA8, it is determined whether the drive duty ratio D _SLU of the linear solenoid valve SLU is less than or equal to a preset lower limit value D _SLUGU , for example, a value near 0%. This SA
If the result of the determination in 8 is affirmative, it means that the adjustment by the overlap period for eliminating the tie-up is at the limit, so after the flag F _SU is set to “1” in SA9, this routine is executed. Is ended. But,
If the determination in SA8 is negative, the measure by adjusting the overlap period for canceling the tie-up is still functioning effectively. Therefore, in SA10, the tie-up should be canceled until then. the driving duty ratio D _SLU is updated by changing value [Delta] D _SLU is subtracted from the drive duty ratio D _SLU of, SA11
After the content of the flag F _SD is cleared to "0" in step 1, this routine is terminated.

In SB1 of FIG. 8, the electronic shift control device 7 is used.
8, it is determined from the shift diagram whether or not the 3-4 shift is determined based on the actual throttle valve opening θ and the vehicle speed V. If the determination in SB1 is negative, the routine is ended, but if the determination is affirmative, a signal for achieving the 3-4 shift in SB2 is output to the hydraulic control circuit 84. In the subsequent SB3, for example, the initial value of the drive duty ratio D _SLU determined by learning in FIG. 7 is set.

At subsequent SB4, it is judged whether or not the content of the flag F _SD indicating that the correspondence by the hydraulic pressure correction means 140 for eliminating the rising of the engine 10 is the limit is "1". When the determination in SB4 is negative, whether or not the content of the flag F _SU indicating that the correspondence by the hydraulic pressure correction means 140 for canceling the tie-up is limited in SB5 is "1". Judged,
When the determination at SB4 is affirmative, preparation for throttle closing correction control for reducing the output of the engine 10 is performed at SB6. In preparation for this throttle closing correction control, the throttle valve 56 is closed in advance by a preset angle set so that the output of the engine 10 can be reduced immediately after the start of the torque phase. If the determination at SB5 is affirmative, preparation for throttle opening correction control for increasing the output of the engine 10 is performed at SB7. In preparation for this throttle opening correction control, the engine 10 is immediately activated when the torque phase is started.
The throttle valve 56 is pre-opened by a preset preparation angle so as to increase the output of

[0043] In subsequent SB8, dN _O (rotational acceleration of the output shaft) the output shaft differential value of the rotational speed N _O is calculated on the basis of a signal from the vehicle speed sensor 66. Next, at SB9 corresponding to the torque phase detection means, it is determined whether the torque phase has started. The torque phase start determination, for example the value current differential value dN O _(i) is obtained by subtracting a predetermined value [Delta] DN _O from the previous differential value _{dN O (i-1) (} dN O (i-1) -ΔdN O )
It is determined by whether it has become smaller than SB above
When the determination of 9 is denied, SB8 and subsequent steps are repeatedly executed.

However, if the determination at SB9 is affirmative, it is determined at SB10 whether the content of the flag F _SD is "1". If this determination is negative, SB1 is determined.
At 1, it is determined whether the content of the flag F _SU is “1”. If the determination at SB10 is affirmative, it means that the engine 10 has not been lifted up due to the limit of the hydraulic pressure correction. Therefore, the throttle close correction control is executed at SB12 to close the throttle valve 56 by a predetermined angle. The output of the engine 10 is temporarily reduced. If the determination at SB11 is affirmative, the tie-up cannot be resolved due to the limit of the hydraulic pressure correction. Therefore, the throttle opening correction control is executed at SB13 to open the throttle valve 56 by a predetermined angle. A temporary increase in the output of the engine 10 is started. Since SB12 and SB13 as described above are executed at the same time as the start of the torque phase, the engine output is reduced and increased prior to the engine blow-up and tie-up occurring in the latter half of the torque phase. As the decrease amount and the increase amount of the engine output, a constant value set so as to reduce engine blow-up or tie-up or a value determined by learning is used.

At SB14, the engine torque in the torque phase is
It is determined whether or not the gin 10 is blown up. this
The determination is made, for example, by the turbine rotation speed N._T(Input shaft rotation speed
Degree N _IN) Is the output shaft rotation speed N_OThe gear ratio on the low gear side,
In this case, the gear ratio i of the third gear₃Multiplied by
A value (N_O・ I₃From + ΔN1)
It depends on whether or not it has grown. 3-4 gearbox
Turbine speed N _TIs N_O× i₃To N_O× i₂
Turbine rotation speed N_TBut
(N_O・ I₃Being larger than + ΔN1) means shifting
Since it is not possible during normal progress, N_T≧
(N_O・ I₃+ ΔN1) is established, the brake
Release of B1 advances relatively faster than engagement of clutch C2.
Because it can be judged that the engine is blowing because you went too far
is there.

When the determination at SB14 is negative, the differential value dN _O of the output shaft rotation speed N _O immediately after the determination of the torque phase start is stored at SB15 as dN _O A1. However, if the determination at SB14 is affirmative, at SB16, the ignition timing retard control is executed as a third countermeasure against engine blow-up to further reduce the engine output, and at SB17, the flag F ₁ After the content of is set to "1", the above SB15 is executed.

At SB18, the calculation of the differential value dN _O of the output shaft rotation speed N _O is further continued, and at SB19 the determination as to whether or not the engine has blown up is continued. This S
SB20 and SB when the determination in B19 is positive
At 21, the ignition timing retard control is executed and the content of the flag F ₁ is set to "1". But S
When the determination in B19 is negative, the content of the flag F ₁ is cleared to "0" in SB22.

Next, in SB23, the inertia phase
It is determined whether it has started. This judgment is based on this
Force axis rotation speed N_ODifferential value of dN_OK)Is the previous dN
_{O (k-1)}Is a predetermined value ΔN_OEven greater than
It will be done based on what has become. Inertia from torque phase
Output shaft rotation speed N_ODifferential value of dN
_OThis is because the judgment (decrease → rise) occurs. This S
If the determination in B23 is denied, the above SB18 and subsequent steps are repeated.
It is executed again. However, if so, SB2
4 output shaft rotation speed N at the start of inertia phase_Oof
Differential value dN_{O (k-1)}Is dN_OWhen it is stored as A2
Then, in SB25, the differential value d at the start of the torque phase
N_ODifferential value dN at the start of inertia phase with A1_OWith A2
Difference dN_OA (= dN_OA1-dN_OA2) is calculated
It

Then, at SB26, it is judged whether or not a tie-up has occurred. This determination is made based on whether dN _O A obtained is preset tie up determination reference value dN _O AS or more at SB25. Although the content of the flag F ₂ in SB27 if the determination is affirmative in this SB26 is set to "1", the content of the flag F ₂ in SB28 if a negative is cleared to "0".

At SB29, the throttle opening correction control for increasing the engine output in order to eliminate the tie-up caused by the limit of the hydraulic pressure correction is terminated. Next, at SB30, the elapse of the set time from the shift output,
Alternatively, it is determined whether or not the 3-4 shift is completed based on the output shaft rotation speed and the input shaft rotation speed of the automatic transmission 14. When the determination in SB30 is negative, the process is kept waiting until the 3-4 shift is completed. When the 3-4 shift is completed, the determination at SB30 is affirmative, so at SB31, the throttle closing correction control for reducing the engine output in order to eliminate the engine blow-up caused by the limit of the hydraulic pressure correction is ended. In other words, the throttle opening correction control that increases the engine output to eliminate tie-up is started at the same time as the torque phase starts and ended at the same time as the inertia phase starts, but the engine output is reduced to eliminate the engine blow-up. The throttle closing correction control to be started is started at the same time as the start of the torque phase for lowering the engine output and ended at the end of the shift. Since the tie-up and the engine blow-up occur in the latter half of the torque phase, the throttle open correction control and the throttle close correction control are executed prior to the tie-up and the engine blow-up.

As described above, according to this embodiment, one of the brake B1 and the clutch C2 is released and the other is engaged by the oil pressure correction routine of FIG. 7 corresponding to the oil pressure correction means 140 3-4. Since the rising curve of the hydraulic pressure P _B1 of the brake B1 is corrected so as to eliminate the tie-up and engine upstroke that occur in the torque phase in the first half of the shift period, the engine output increasing means 14 normally operates.
The occurrence of the tie-up is prevented without requiring the engine output increase control by SB7 and SB13 corresponding to 2 and S corresponding to the engine output lowering means 144.
It is possible to prevent the engine from being blown up without requiring the engine output reduction control by B6 and SB12.
Therefore, the limitation due to the state of the catalyst is eliminated as compared with the case where the ignition timing retard control with good responsiveness is used for the temporary control of the engine output.

Moreover, when the hydraulic pressure correction by the hydraulic pressure correction means 140 reaches the limit, the SB 26 and the engine up detection means 138 corresponding to the tie-up detection means 136 are supported regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means 140. When the tie-up or engine blow-up is detected by SB14 and SB19, the engine output increasing means 14
2 and the engine output reducing means 144, the next 3-4
Since the output of the engine is increased or decreased in advance in the gear shift operation, the tie-up or engine generated in the torque phase in the first half of the 3-4 gear shift period by releasing one of the brake B1 and the clutch C2 and engaging the other. Blow up is suitably eliminated. In this way, the hydraulic pressure correction means 1
Only when the hydraulic pressure correction by 40 has reached the limit, the engine output is increased or decreased in advance in the next shift, so that tie-up and engine blow-up are preferably prevented.

Further, according to the present embodiment, since the system of opening and closing the throttle valve 56 is used to control the engine output, there is an advantage that the control is not limited by the state of the catalyst. Such a method of opening and closing the throttle valve 56 has a characteristic that the response time is longer than that of the ignition timing retard control. However, the next 3-4 is performed by SB12 and SB14.
In gear shifting, the engine output is controlled in advance at the same time as the start of the torque phase, so tie-up and engine blow-up are sufficiently suppressed regardless of the responsiveness. Further, in this embodiment, SB6, SB corresponding to the throttle preparation drive means
In 7, the preparation for the throttle closing control and the throttle opening control in which the throttle valve 56 is changed by a predetermined preliminary angle is executed, so that there is an advantage that the responsiveness of the engine output control is further enhanced.

Further, according to the present embodiment, when the SB 14 or SB 19 corresponding to the engine up detecting means 138 detects the up of the engine 10,
The ignition timing retard control with good responsiveness is executed in SB16 and SB20. As described above, in addition to the hydraulic pressure correction routine of FIG. 7 and the throttle closing control of SB6 and SB12, the engine output reduction by the ignition timing retard control is performed for the rising of the engine 10 that occurs in the 3-4 shift. Therefore, there is an advantage that the rising of the engine 10 is further suppressed.

Further, according to the present embodiment, the throttle opening control started by the SB 12 at the same time as the start of the torque phase in order to suppress the engine 10 from rising is continued until the 3-4 shift is completed, so that the shift up is performed. There is an advantage that the acceleration shock generated in the inertia phase due to the rotational inertia torque of the engine or the like during gear shifting can be suitably suppressed.

Next, another embodiment of the present invention will be described. In the following description, the same parts as those in the above-described embodiment will be designated by the same reference numerals and the description thereof will be omitted.

FIG. 10 is a functional block diagram for explaining a main part of the control function of the electronic shift control device 78. In the figure, the hydraulic pressure correction means 148 may be as shown in FIG. 7 described above, but in the present embodiment, the brake B1 is released during the 3-4 shift as shown in FIG. It is configured to detect an overlap period in the clutch-to-clutch shift process in which is engaged and to adjust the drive duty ratio D _SLU by learning so that the overlap period becomes a preset target value. There is. When the tie-up detecting means 136 detects the tie-up of the brake B1 and the clutch C2 in the 3-4 shift process, the lock-up clutch releasing means 150.
Is a lock-up clutch 2 that is provided in the torque converter 12 and directly connects the engine 10 and the automatic transmission 14 to each other.
4 is forcibly released.

FIG. 11 shows the electronic shifting control device 78.
It is a flow chart explaining the important section of control operation. In the figure
Input signal from each sensor was read in SC1
Then, in SC2, each sensor is normal based on the input signal.
Is determined. This SC2 decision is denied
If this is the case, this routine is terminated, but affirmative
If SC3 is set, the hydraulic control time of the automatic transmission 14 is set in SC3.
Hydraulic oil temperature T of passage 84 _OILThe reference oil that has been preset
Temperature T_OILAIt is determined whether or not the above. This criterion
Oil temperature T_OILAShows that the learning in FIG. 7 and this routine is correct.
It is a value that cannot always be expected, for example −
The value is set to about 20 ° C. This SC3 judgment is negative
If this is determined, this routine is terminated, but affirmative
If it is, the engine cooling water temperature THw in SC4
Is a preset judgment reference water temperature THw_BIs it above
Is determined. This criterion water temperature THw_BIs the same as above
For example, a value of about + 5 ° C
Is set to.

If the determination at SC4 is affirmative, S
At C5, it is determined whether the shift lever 72 is operated to the D range. This is because manual ranges such as the L range and the S range are excluded from the target of this control. If the determination in SC5 is negative, the routine is terminated, but if the determination is affirmative, it is determined in SC6 whether the 3-4 shift has been determined by the shift control means 134. If the determination at SC6 is negative, this routine is ended, but if the determination is affirmative, at SC7, is the drive duty ratio D _SLU equal to or greater than a preset lower limit value D _SLUGU, for example, a value near 0%? It is determined whether or not. That is, the brake B in the 3-4 shift
It is determined whether or not the overlap period does not reach the target value even if the pressure P _B1 is most quickly reduced to release 1.

When the determination at SC7 is affirmative, it is determined at SC8 corresponding to the tie-up detecting means 136 whether or not the overlap amount of engagement between the brake B1 and the clutch C2 has reached a maximum state. It This decision is
For example, it is performed by detecting the torque phase even if the elapsed time from the shift output exceeds a preset time. This determination may be affirmed when the maximum state of the overlap amount is continuously detected a predetermined number of times.

If both the determinations at SC7 and SC8 are affirmative, then at SC9, the hydraulic oil temperature T _OIL of the hydraulic control circuit 84 is set at a predetermined reference oil temperature T _OILC.
It is determined whether or not the above. This criterion oil temperature T
_OILC is a value for protecting hydraulic oil, for example, 1
It is set to a value of about 40 ° C. If the determination in SC9 is negative, tie-up has occurred and the hydraulic oil temperature T _OIL is in the normal range regardless of the hydraulic pressure correction control, so SC10 corresponding to the lock-up clutch releasing means 150 determines. The lockup clutch 24 is forcibly released. Then, after the contents of the flag F _L1 is set to "1" in the SC11, the routine is terminated. This flag _FL1 indicates a state in which the lockup clutch 24 is forcibly released by the lockup clutch releasing means 150 when the content is "1".

However, if the determination at SC9 is affirmative, the operating oil temperature T _OIL is too high, so S
The content of the flag F _L1 in C12 is determined whether it is "1", the present routine is terminated if the SC12 decision is negative, positive is when the SC
With forced release of the lock-up clutch 24 is stopped at 13, after the contents of the flag F _L1 is cleared to "0" in the SC14, the routine is terminated.

If the determination at SC7 or SC8 is negative, the control by the hydraulic pressure correction means 148 is in a functioning state, or even if it does not function, the overlap amount is not the maximum. Therefore, SC1
At 5, it is determined whether the content of the flag _FL1 is "1". If the determination at SC15 is negative, this routine is ended, but if the determination is positive, SC16.
At, it is determined whether the overlap amount is normal. This determination is made, for example, when the torque phase is completed before the elapsed time from the shift output exceeds a preset time. If the determination in SC16 is negative, but the routine is terminated, at SC17 If a positive been with the lock-up clutch 24 is caused to return to the control state of the normal, the content of the flag F _L1 in SC18 "0 After being cleared to ", this routine is ended.

As described above, according to the present embodiment, the SC8 corresponding to the tie-up detecting means 136 releases the brake B1 and engages the clutch C2 with the SC8 corresponding to the temporary overlapping engagement in the 3-4 shift process. When a tie-up that occurs due to the period is detected, the lock-up clutch 24 is forcibly released by the SC 10 corresponding to the lock-up clutch release means 150. Therefore, the brake B
Oil pressure P _B1 of 1 or the oil pressure P _{C2 of} clutch _C2
The lock-up clutch 24 does not return to the engaged state in the state in which the substantial shift operation of the automatic transmission 14, that is, the overlap period is extended due to the deviation of the rising edge of the lock-up clutch 24. The shift shock due to the return to the engaged state of is favorably prevented.

Further, according to SC8 of the present embodiment, in the 3-4 shift process in which the brake B1 is released and the clutch C2 is engaged, the elapsed time from the shift output at which the torque phase is expected to end in the normal state is shown. When the torque phase continues beyond the limit, it is configured to determine that the overlap period (amount) of the engagement operation of the two hydraulic friction engagement devices is abnormally large, that is, the occurrence of tie-up. This has the advantage that tie-ups can be easily detected.

Further, according to the present embodiment, it is determined whether the overlap amount has returned to the normal value because the torque phase does not exceed the elapsed time from the shift output at which the torque phase is expected to end in the normal state. The overlap amount normality determining means (SC16) for determining whether or not the lockup clutch 24 returns to the engaged state when the overlap amount normality determining means determines that the overlap amount has returned to the normal value. A lock-up clutch returning means (SC17) that allows the above is provided. This has the advantage that the lockup clutch is engaged as much as possible.

Further, according to this embodiment, the hydraulic pressure correcting means 148 for correcting the lowered state characteristic of the hydraulic pressure P _B1 of the brake B1 is provided so that the tie-up is eliminated, and the lock-up clutch releasing means (SC10) 150 is provided. Is configured to release the lock-up clutch 24 when tie-up is detected by SC8 regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means 148.

[0068] Further, in the present embodiment, an oil temperature sensor 77 for detecting the temperature T _OIL of the working oil in the hydraulic control circuit 84, the temperature T _OIL is predetermined criteria of the hydraulic oil detected by the oil temperature sensor 77 An oil temperature judging means (SC9) for judging whether or not the oil temperature is _{equal to} or higher than the oil temperature T _OILC is provided, and the lock-up clutch releasing means (SC10) 150 is _arranged so that the temperature T _OIL of the hydraulic oil is Since it is configured to stop the forced opening of the lockup clutch 24 when it is determined that the temperature is _{equal to} or higher than the predetermined determination reference oil temperature T _OILC , there is an advantage that the hydraulic oil is protected.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, although the 3-4 shift is described in the above embodiment, the 4-3 shift may be used. In short, it is possible to shift to any shift stage as long as the shift is performed by releasing one of the two friction engagement devices and engaging the other.

Further, although the automatic transmission 14 of the above-described embodiment has five forward gears, it has four forward gears or six forward gears.
It may have a gear stage. In such a case, the same control as above is performed when the downshift from the sixth gear, the fifth gear, or the fourth gear to the predetermined lower gear is performed. Can be performed.

Further, the hydraulic pressure correction means 14 of the above-mentioned embodiment is used.
0 and 148 are configured to adjust the overlap amount by changing the lowering state characteristic of the hydraulic pressure P _B1 of the brake B1 in the 3-4 shift, but the clutch C2
The overlap amount may be adjusted by changing the rising characteristic of the hydraulic pressure P _C2 .

Further, the engine output increasing means 142 and the engine output decreasing means 144 of the above-described embodiment temporarily increase or decrease the output of the engine 10 by correcting the opening / closing of the throttle valve 56, but the fuel injection is performed. The output of the engine 10 may be temporarily increased or decreased by adjusting the amount or intake air amount.

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

[Brief description of drawings]

FIG. 1 is a skeleton view illustrating a mechanical configuration of an automatic transmission for a vehicle to which a shift control device according to an embodiment of the present invention is applied.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

FIG. 3 is a block diagram illustrating an electrical configuration of a control device provided in the vehicle of FIG.

FIG. 4 is a circuit diagram illustrating a main part of the hydraulic control circuit of FIG.

5 is a diagram for explaining changes in the hydraulic pressure P _B1 of the brake B1 and the hydraulic pressure P _C2 of the clutch C2 during the 3-4 shift of the automatic transmission of FIG.

FIG. 6 is a functional block diagram illustrating a main part of a control function of the electronic shift control device of FIG.

7 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG. 3, and is a diagram showing a hydraulic pressure correction control routine for eliminating tie-up and blow-up of an engine.

8 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG. 3, showing engine output when tie-up and engine blow-up occur regardless of the hydraulic pressure correction control of FIG. 7. The first half of a routine for correcting it by correcting is shown.

9 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG. 3, showing the engine output when tie-up and engine blow-up occur regardless of the hydraulic pressure correction control of FIG. 7. The latter half of the routine for correcting it by correction is shown.

FIG. 10 is a view corresponding to FIG. 6 according to another embodiment of the present invention.

FIG. 11 is a flowchart illustrating a main part of a control operation of the electronic shift control device according to the embodiment of FIG.

[Explanation of symbols]

 14: Automatic transmission 136: Tie-up detection means 138: Engine up-stroke detection means 140: Hydraulic pressure correction means 142: Engine output increase means 144: Engine output reduction means 148: Hydraulic pressure correction means 150: Lock-up clutch release means B1: Brake (Friction engagement device) C2: Clutch (friction engagement device)

Claims (3)

[Claims] 1. A shift control device for an automatic transmission for a vehicle, which shifts gears by releasing one of two friction engagement devices and engaging the other, the release of the two friction engagement devices. And a tie-up detection means for detecting tie-up in a gear shift process in which an engagement operation is performed, and a rising or lowering state of hydraulic pressure of at least one of the two friction engagement devices is corrected so as to eliminate the tie-up. And a tie-up detection means for detecting a tie-up regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means,
A shift control device for an automatic transmission for a vehicle, comprising: engine output increasing means for increasing the output of the engine in advance in the next shift operation in which the release and engagement operations of the two friction engagement devices are executed. . 2. A shift control device for an automatic transmission for a vehicle, which shifts gears by releasing one of two friction engagement devices and engaging the other, the release of the two friction engagement devices. And engine uprising detection means for detecting engine uprising during a shift process in which engagement operation is performed, and rising of hydraulic pressure of at least one of the two friction engagement devices so as to eliminate the engine uprising. Alternatively, the hydraulic pressure correction means for correcting the lowered state, and the release and engagement of the two friction engagement devices, when the engine up detection is detected by the engine up detection means regardless of the correction of the hydraulic pressure by the hydraulic pressure correction means. The gear shift of the automatic transmission for a vehicle is characterized by including engine output reduction means for reducing the output of the engine in advance in the next gear shift operation in which the combined operation is executed. Control device. 3. A shift control device for a vehicle automatic transmission with a lock-up clutch, wherein a shift is performed by releasing one of the two friction engagement devices and engaging the other of the two friction engagement devices. Tie-up detection means for detecting a tie-up that occurs due to a temporary overlapping engagement period of a shift process in which the engagement device is released and engaged, and a tie-up is detected by the tie-up detection means. A shift control device for an automatic transmission for a vehicle, comprising: a lock-up clutch releasing means for releasing the lock-up clutch when the shift is applied.