JPH0735135B2 - Automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention provides an actuator for each of a gear type transmission and a clutch, and operates the transmission and the clutch by these actuators to automatically perform a shift operation. The present invention relates to an automatic transmission that can be operated.

(Prior Art) Conventionally, in order to automate the operation of a transmission including a friction clutch and a parallel shaft gear type transmission, an actuator is attached to each of the friction clutch and the transmission. Various automatic transmissions having a configuration in which a signal for driving a vehicle is supplied from a control unit have been proposed. In this type of automatic transmission, when the clutch is disengaged to operate the transmission and the engine becomes unloaded, the clutch is disengaged again after the clutch is disengaged in order to suppress an excessive increase in engine rotation. It becomes necessary to control the engine rotation speed until the engine is connected.

For this reason, conventionally, when the clutch is disengaged, the engine speed control is switched to the isochronous control mode at the same time to control the engine speed during the gear shifting operation to keep a predetermined rotational speed, and the clutch is engaged when the gear shifting operation is completed. Is required when the engine speed control is switched from the isochronous control mode to the predetermined control mode, and the supply fuel is changed from the required fuel supply amount for the control in the immediately preceding isochronous control mode to the control mode after switching. A device in which the fuel supply amount is gradually changed is known (Japanese Patent Laid-Open No. 62-17328).

(Problems to be Solved by the Invention) In the above-described conventional device, it is possible to prevent the occurrence of mechanical shock due to switching of the engine speed control mode at the completion of the gear shift operation without performing half-clutch operation, but the clutch is disengaged. Since the control target value of the engine speed at the time is determined only by the vehicle speed and the gear position, there is a problem that unnecessary rotation of the engine will occur, which adversely affects the fuel consumption characteristics and the driving feeling is bad. is doing.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an improved automatic transmission for vehicles, which is capable of overcoming the above mentioned disadvantages of conventional devices.

(Means for Solving the Problems) A feature of the present invention for solving the above-mentioned problems is to provide a vehicle including a friction clutch, a gear type transmission, an actuator for driving the clutch and the transmission. A first control system for driving and controlling the actuator so that the transmission is operated at a target gear position determined based on an operating state; and an internal combustion engine for the vehicle during a gear change operation executed by the actuator. Second to control the rotation speed of
In the automatic transmission including a control system, the second control system is configured such that, in the first operation step until the gear of the transmission is shifted to a target gear position after the gear shifting operation is disengaged from the clutch, A first discriminating section for discriminating which one of the second operation steps from the shift of the gear to the target gear position to the completion of the Kratz connection, and a first discriminating section for discriminating whether the shift operation is a downshift operation 2 a discriminating section, a detecting means for detecting the traveling speed of the vehicle, a target speed determining means for determining a target engine speed based on the detection result of the detecting means and the target gear position, the target speed determining means, and Means for calculating a corrected target engine speed according to the state of the shift operation in response to the first and second discriminating units, and adjusting control of the speed of the internal combustion engine in response to the corrected target engine speed. Lies in comprising a that control means.

(Operation) When the target gear position is determined according to the driving state of the vehicle and the actual gear position and the target gear position do not match, the required gear shifting operation is executed by the actuator. In this shift operation, the first determination unit determines whether the shift operation is the first operation step or the second operation step, and whether the shift operation is a downshift operation is performed by the second determination unit. Is determined.

The corrected target engine speed corresponding to the speed change operation state at that time is calculated from the angle determination results of the first and second determination units, and during the speed change operation period, fine engine speed control is performed according to the current situation of the first control system. It is executed by the control means.

(Example) Hereinafter, the present invention will be described in detail based on an illustrated example.

FIG. 1 shows an embodiment of an automatic transmission for an internal combustion engine vehicle according to the present invention. Vehicle automatic transmission 1
Is provided between the internal combustion engine 2 and the wheel drive mechanism 3, and the friction clutch 4 provided on the engine flywheel 2a.
And a gear type transmission 5. The transmission 5 is a multi-stage transmission and has first to sixth speed positions, a neutral position, and a reverse position. The friction clutch 4 is a dry clutch having a known structure and has a clutch release lever 4a. A clutch actuator 6 having a piston rod 6a coupled to a release lever 4a is provided for controlling the on / off operation of the clutch. The stroke sensor 7 detects the position of the pressure plate 4b of the clutch 4, and the clutch signal CL indicating the detected position is output from the stroke sensor 7. The clutch 4 is connected to the transmission 5 by a rod 8,
The rotation output of the transmission 5 is transmitted to the wheel drive mechanism 3 via the propeller shaft 9.

The geared transmission 5 is driven by a transmission actuator 10 associated with it. The gear position set in the transmission 5 is detected by the gear position sensor 11, and a gear position signal GP indicating the detected position is output.

The selector 12 having the select lever 12a operated by the driving vehicle has the N position, the second speed position, the third speed position, and the fourth speed position.
It has respective operating positions of a speed position, a drive (D) position, and a reverse (R) position, and any one position is selected by operating the select lever 12a. The select lever 12a is connected to the select position sensor 13, and a select position signal SP indicating the position of the select lever 12a is output.

The accelerator sensor 14 detects the operation amount of the access pedal 15 and outputs an accelerator signal A indicating the operation amount of the accelerator pedal 15. Reference numeral 16 is a known vehicle speed sensor provided on the propeller shaft 9, and outputs a vehicle speed signal VS indicating the traveling speed of a vehicle (not shown) driven by the internal combustion engine 2.

The vehicle speed signal VS, the select position signal SP, and the accelerator signal A are input to the target position calculation unit 17. In the target position calculation unit 17, the target gear position suitable for the operating condition at each time is calculated according to the previously stored gear shift characteristic data, and a signal indicating the gear position according to the calculation result is output as the target gear position signal TS. , To the shift control unit 18. In addition to this, the shift control unit 18 also receives the clutch signal CL and the gear position signal GP.

The shift control unit 18 includes a central processing unit (CPU) 19, a read-only memory (ROM) 20, and a random access memory (RAM).
This is a well-known microcomputer device provided with 21, an input / output interface device (I / O) 22 and a bus 23 connecting them, and a control program for automatic shift control is stored in advance in the ROM 20.

This control program, as described in detail later,
Necessary for responding to the target gear position signal TS and shifting the gear of the transmission 5 to that target gear position when the maintenance switch indicated by 28 is open and the device 1 is in the normal control state. The calculation for operating the clutch 4, the transmission 5, and the internal combustion engine 2 is performed, and based on the calculation result,
Shift control signal SF, clutch control signal CS and shift signal ES
Is output.

The shift control signal SF is a signal for controlling the transmission actuator 10 so that the transmission 5 is shifted to the target gear position, and is applied to the transmission actuator 10. on the other hand,
The clutch control signal CS is applied to the clutch control unit 24, and a clutch drive signal CD is output in response to the clutch control signal CS to turn the clutch 4 on or off.
The clutch drive signal CD is applied to the clutch actuator 6, and the clutch actuator 6 is driven so that the clutch 4 is gradually turned on and off.

The shift signal ES changes in level from “0” to “1” at the timing when the shift control unit 18 starts executing the shift control, and changes to “1” at the timing when the shift control unit 18 finishes executing the shift control. Is a signal that changes in level from "0" to "0" and is input to the engine control unit 25.

As will be described in detail later, the engine control unit 25 has a function of controlling the rotation speed of the internal combustion engine 2 in accordance with the operation of the accelerator pedal 15 and a function of preventing the rotation speed of the internal combustion engine 2 from excessively increasing during shift control. The internal combustion engine 2 has a function of controlling the speed of the internal combustion engine 2 so that the rotation is increased for the convenience of performing the double clutch operation and the clutch connection is smoothly performed when the shift control is completed.

A control program for gear shift control is stored in the ROM 20 of the gear shift control unit 18, and the gear of the transmission 5 shifts to the target gear position indicated by the target gear position signal TS according to the stored control program. Clutch actuator 6 and transmission actuator 10
Is controlled. Since such a control program is publicly known, detailed description thereof will be omitted.

A detailed block diagram of the engine control unit 25 is shown in FIG. The engine control unit 25 determines the target engine speed at that time according to the vehicle operating parameters, and outputs the engine control signal EC for controlling the speed of the internal combustion engine 2 according to the determined target engine speed to the throttle actuator 27.
Output to. As a result, the engine speed is controlled so that the clutch 4 is smoothly connected after the shift is completed. In the illustrated embodiment, as operating parameters, a speed signal NE output from the speed sensor 26 and indicating the rotation speed of the internal combustion engine 2, a clutch signal CL, a vehicle speed signal VS, a shift signal ES, a target gear position signal TS, an accelerator signal A, The gear position signal GP and the select position signal SP are selected and input to the engine control unit 25.

The engine control unit 25 has a vehicle speed calculation unit 31 that calculates the vehicle speed at each time in response to the vehicle speed signal VS, and the vehicle speed data VD indicating the vehicle speed calculated by the vehicle speed calculation unit 31 is input to the target speed determination unit 32. To be done. The target speed determination unit 32 is supplied with either the gear position signal GP or the target gear position signal TS by the switch 33 which is switch-controlled by the switching control unit 40, and the rotational speed of the internal combustion engine 2 during the gear shifting operation is controlled. The target value is determined.

The switching control unit 40 responds to the clutch signal CL and the discriminating unit 41 in which the level of the output line 41a becomes “1” only when the clutch 4 is in the disengaged (OFF) state, and the gear position signal GP. The transmission 5 has a neutral discriminating section 42 in which the level of its output line 42a becomes "1" only when the gear of the transmission 5 is in the neutral position. The output lines 4a and 42a are connected to the input terminal of the OR gate 43. Therefore, the level of the output line 43a of the OR gate 43 becomes "1" if the clutch is off or the gear is in the neutral position.
The coincidence detection unit 44 uses the gear position signal GP and the target gear position signal.
In response to TS, it is determined whether the actual gear position matches the target gear position. Only when they match, the level of the output line 44a is set to "1". Output line 4
3a and 44a are connected to the input terminals of another OR gate 45.

Therefore, the level of the output line 45a of the OR gate 45 is when the clutch 4 is off.

When the gear of the transmission 5 is in neutral.

When the actual gear position matches the target gear position.

If at least any one of the above is satisfied, the level becomes "1".

When the level of the output line 45a is "0", the switch 33 is switched as shown by the solid line, and the gear position signal GP is input to the target speed determination unit 32. On the other hand, when the level of the output line 45a is "1", the switch 33 is switched as shown by the dotted line, and the target gear position signal TS indicates the target speed determining unit.
Entered in 32.

The target speed determination unit 32 responds to either one of the gear position signal GP or the target gear position signal TS and the vehicle speed data VD, and determines a target value of the engine speed to be controlled by isochronous control according to predetermined map data. . The target speed data TSD indicating the determined target value is given to the correction unit 34.

Correction coefficient data CCD indicating a correction coefficient selected by the correction coefficient selection unit 35 as described later is input to the correction unit 34, and the content of the target speed data TSD is in accordance with the content of the correction coefficient data CCD given at that time. Will be corrected. The corrected target speed data CTD indicating the corrected target speed is input to the control unit 36, where the fuel supply amount necessary to obtain the engine speed according to the corrected target speed data CTD is the speed signal NE and the accelerator signal A. Calculated based on The engine control signal EC indicating the calculation result is applied to the throttle actuator 27, and the fuel supply amount is controlled based on the engine control signal EC to control the engine speed.

Reference numeral 37 indicates that the shift signal
This is a pulse generator that outputs a pulse P having a predetermined short pulse width when the level of ES changes from “0” to “1”, and the pulse P is input to the U / D detector 38. U / D detector 38
The gear position signal GP and the target gear position signal TS are inputted to the gear position signal, the actual gear position when the pulse P is applied and the target gear position are compared, and based on the comparison result, the shifting operation to be executed from now on. Is a gear-down operation or a gear-up operation. The detection signal U / D indicating this detection result is input to the correction coefficient selection unit 35.

Next, the correction coefficient selection unit 35 will be described with reference to FIG.

The correction coefficient selection unit 35 has a shift down map unit 51 and a shift up map unit 52. Downshift map unit 51, the unit 51 consists of ₁ to 51 _6, the output line 41a in each unit, 42a, 44a are connected as shown, in each unit in accordance with each level status of these output lines Required data of the coefficient data stored in is read. Unit 51 ₁ to 51 ₆ are provided corresponding to the gear position from the 1st to 6th, a plurality of coefficient data are previously stored in each unit. Clutch 4 on,
One coefficient data is selected in each unit in accordance with a combination state of information indicating whether the off-state gear, the peripheral gear 5 is in the neutral state, and whether the actual gear position matches the target gear position. , Is input to the selection unit 53.

The output signal OS of the switch 33 is input to the selection unit 53. Output signal OS is gear position signal GP or target gear position signal
The output content from the unit corresponding to the gear position that is either TS or the output signal OS at that time is the selection section.
Selected at 53.

Shift-up map 52 also includes a unit 52 ₁ to 52 ₆ in accordance with the gear position from the 1st to 6th, the output line
Required coefficient data is selected and output in each unit according to each level state of 41a, 42a, and 44a. In another selector 54, the units 52 _{1 to} 5 according to the output signal OS
Any one of the ₂₆ outputs is selected.

The outputs S ₁ and S ₂ from the selection units 53 and 54 are input to the selection switch 54, and the output S ₁ is selected when the execution of the gear down operation is indicated by the detection signal U / D. on the other hand,
When the execution of the gear-up operation is indicated by the detection signal U / D, the output S ₂ is selected, and the output from the switch 54 is supplied to the correction section 34 as the correction coefficient data CCD.

A detailed block diagram of the unit 51 ₁ is shown in FIG. In FIG. 4, 61 and 62 are NOR gates, 63 is an OR gate, 64 is an inverter, 65 is an AND gate, and 65, 66 and 67.
Is a switch, 68 is a register for setting the first coefficient value X ₁ , 69 is a register for setting the second coefficient value X ₂ , 70 is a clock generator that outputs a clock pulse CP, and 71 is a clock pulse CP Is a step-up unit that operates in response to.

The register 68 is set with the first coefficient value X ₁ used from the start of the shift control until the clutch 4 is turned off, and is closed when the output level of the NOR gate 61 becomes "1". The data indicating the first coefficient value X ₁ is output via the switch 65. In the register 69, the second coefficient value X ₂ used from the time the clutch 4 is turned off for shifting control to the time the gear shifting operation is completed, the clutch 4 is turned off. Switch 66 that is closed only until the gear enters the target gear position, and from the start of the shift control until the gear enters the target gear position, as shown by the solid line, the gear enters the target gear position. After that, until the shift control is started again, the second coefficient value X ₂ is changed via the switch 67 which is changed as shown by the dotted line.
Is taken out.

FIGS. 5 (a) to 5 (h) show how the levels of the signals of the respective parts shown in FIG. 4 change. Where t ₁
Is the time when the actual gear position does not match the target gear position and the shift control is started, t ₂ is the time when the clutch 4 is turned off to execute the shift control, t ₃ is the time when the transmission is in the neutral state, t ₄ Is the time when the transmission is out of the neutral state, t ₅ is the time when the transmission enters the target gear position, and t ₆ is the time when the clutch 4 is engaged.

The levels of the output lines 44a, 41a, 42a are shown in FIGS. 5 (a) to 5 (c), as is apparent from the above description.
Changes as shown in each. Therefore, the output level of the NOR gate 61 becomes "1" only between the times t ₁ and t ₂ as shown in FIG. 5 (d), and as a result,
The switch 65 is closed from the start of shift control until the clutch 4 is turned off, and the first coefficient value X ₁ is output. The value of the first coefficient value X ₁ is set to 1, for example.

The output levels of the other elements are shown in FIGS.
It will change as shown in FIG. As a result, the switches 66 and 67 are controlled to open and close as described above, and the second coefficient value X ₂ is output from time t ₂ to time t ₅ . After the time t ₅ , the switch 67 is switched as shown by the dotted line, whereby the second coefficient value X ₂ (selected to about 0.8, for example) is set in the step-up section 71 and at the same time the step-up operation is started. Therefore, each time the clock pulse CP is input, the value of the second coefficient value X ₂ is increased by the predetermined step amount ΔX, and the coefficient value obtained as a result is output as the third coefficient value X ₃ . The value of the second coefficient value X ₃ therefore increases stepwise from the value X ₂ over time and is kept at 1 thereafter when it reaches 1.

Thus, the value of the correction coefficient is set to 1 during the time t _{2 to} t _5.
By setting it to a smaller value, unnecessary rotation increase when performing double clutch operation in a transmission with self-synchronization is unnecessary. Note that this is the case of downshifting, and when upshifting, X ₂ is 1, so X ₃ remains unchanged. Further, in this way, if the correction coefficient is arbitrarily set and the value of the target speed determined by the target speed determination unit 32 can be changed, even if the vehicle type to which this device is applied changes, the correction coefficient value X _The target rotation speed can be changed substantially only by changing the set of ₁ and X ₂ .
For this reason, it is possible to set very easily the target value of the low rotation speed that is most suitable for the vehicle type, which is required to reduce noise and fuel consumption, and it is extremely easy to deal with the change of vehicle type. It has the advantage of

FIG. 6 shows a detailed block diagram of the control unit 36 shown in FIG.

The limit Q calculation unit 81 responds to the accelerator signal A and the speed signal NE, and outputs the first target amount data QL indicating the fuel supply amount necessary for performing the engine speed control according to the predetermined limit speed control characteristic. , Isochronous Q operation unit 82,
In response to the speed signal NE and the corrected target speed data CTD, the second target amount data QI indicating the fuel supply amount necessary for performing the engine speed control according to the predetermined isochronous control characteristic is output.

The first target amount data QL is input to the switch 83 that is switch-controlled according to the level state of the output line 84a of the time setting unit 84 that operates in response to the shift signal ES from the shift control unit 18, and the output 1st when the level of line 84a is "0"
The target quantity data QL is selected and output.

The shift signal ES indicates that the clutch 4 has been released after the clutch 4 was disengaged.
Is a signal of "1" level until is completely connected, and is of "0" level in other periods.
The "1" level indicates that the engine speed control should be executed with the isochronous control characteristic, and the "0" level indicates that the engine speed control should be executed with the limit speed control characteristic. The time setting unit 84
In response to the ES level changing from "0" to "1", the level of the output line 84a is set to "1" for a predetermined time thereafter.
And

The first target amount data QL is also reduced from the current fuel supply amount indicated by this data QL by a predetermined ratio ΔQ / Δt to output third target amount data QD indicating a new target fuel supply amount. It is input to the Q aperture target Q calculation unit 85. The Q aperture target Q calculation unit 85 is connected to the output line 84a, and is configured to perform the above operation when the level of the output line 84a is "1". Third target amount data
The QD is input to the switch 83, and when the level of the output line 84a is "1", the switch 83 outputs the third target amount data QD.

The second target amount data QI is input to another switch 86 which receives the output from the switch 83,
Are controlled in accordance with the level state of the output line 84a and the level state of the output line 87a of the gate circuit 87 in response to the level state of the shift signal ES. The level of the output line 87a of the gate circuit 87 becomes "1" only when the level of the signal ES is "1" and the level of the output line 84a is "0". At this time, the second target amount data QI is switched. Taken out via 86.

The output from the switch 86 is input to the switch 88 which is switch-controlled by the switch control circuit 90. Switching control circuit 90
Indicates that the level of the output signal 91 and the shift detection signal ES and the output signal 91a are equal to the level of the output line 91a of the output signal 91a only when both of them match in response to the first and second target amount data QL and QI. And an R-S flip-flop 92 which operates in response to the output line 92a of the R-S flip-flop 92 and the coincidence detection section 9
It comprises an AND circuit 93 which operates in response to each level condition of the output line 91a of one.

Therefore, the level of the output line 93a of the AND circuit 93 does not match the values of the first and second target quantity data QL and QI,
Further, it becomes "1" only when the RS flip-flop 92 is set at the trailing edge of the level of the shift signal ES. That is, when the governor mode is switched from the isochronous control characteristic to the limit speed control characteristic and the values of the first and second target amount data QL, QI do not match, the level of the output line 93a becomes "1", The switch 88 selects the output of the Q correction unit 89. When the level of the output line 93a of the AND circuit 93 is "0", the switch 88 is controlled to select the output of the switch 86.

The Q correction unit 89 corrects the value of the difference data DD from the difference calculation unit 95 which responds to the first and second target amount data QL, QI, calculates the difference between the two, and outputs difference data DD indicating the result. The difference data DD is gradually changed so as to be small.

Next, the operation of the circuit shown in FIG. 6 will be described with reference to FIG. 7 by taking the case of the shift-down operation as an example. The times t _{1 to} t ₆ used in FIG. 7 indicate the same timings as the times t _{1 to} t ₆ used in FIG. Before time t ₁ , the level of the shift signal ES is “0”, the switches 83, 86, 88 are in the states shown in FIG. 6, and the first target amount data QL is the engine control signal. It is output as EC. As a result, the internal combustion engine 2 is
The speed is controlled by the limit speed control characteristic according to the accelerator operation amount.

At time t ₁ , the level of the shift signal ES changes from “0” to “1”.
Change to, the time when a predetermined time W elapses from time t _1.
Until t ₂ , the Q aperture target Q calculation unit 85 operates, and the third target amount data QD obtained by this is selected by the switch 83 and output as it is as the engine control signal EC. Therefore, after t ₁ , the fuel supply amount decreases with time,
The engine speed is decreasing accordingly.

At the time t ₂ , the disengagement of the clutch 4 is started, and at the same time, the switch 86 is switched, and the second target amount data QJ is output as the engine control signal EC. The correction coefficient value X ₁ remains until the clutch 4 is disengaged at time t ₂₁ .
Since the isochronous control is entered at time t ₂ , the engine speed is kept at a constant value despite the disengagement of the clutch 4.

Since the correction coefficient value is X ₂ after t ₂₁ , the fuel supply amount jumps and changes slightly, which changes the engine speed.
When the gear change ends at time t ₅ , the correction coefficient
Become X ₃ . The correction coefficient X ₃ gradually increases from the value of X ₂ after t ₅ , and the fuel supply amount also changes smoothly with the passage of time. The engine speed changes as well. Therefore, the clutch 4 is connected after t ₅ , but since the fuel supply amount gradually increases as described above,
The engine speed is kept almost constant.

In this way, at time t ₆ , the clutch 4 is completely engaged, so that the shift control ends and the level of the shift signal ES changes from “1” to “0”. As a result, the RS flip-flop 92 is set, the switch 88 operates, and the output of the Q correction unit 89 is output as the engine control signal EC. The Q correction unit 89 outputs a target fuel supply amount that changes from that fuel supply amount toward the fuel supply amount indicated by the first target amount data QL. Match detection unit 91
Switch 88 is switched to the state shown when a match is detected (t = 5 ₇₎ by a first target quantity data QL is given again as the engine control signal EC, hereinafter, the limit speed control the speed of the internal combustion engine 2 It is controlled by the mode.

(Effect of the Invention) According to the present invention, as described above, not only the vehicle speed and the gear position but also the engine speed control during the gear shift operation period is performed according to the control step based on the signal indicating the state of the gear shift control. Therefore, in particular, it is possible to effectively suppress the occurrence of mechanical shock when the clutch is engaged after the gear shifting operation is completed, which is useful for improving the driving feeling and unnecessary rotation increase during the gear shifting operation. The fuel consumption can be suppressed and the fuel efficiency can be improved.

[Brief description of drawings]

1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a detailed block diagram of the engine control unit of FIG. 1, FIG. 3 is a detailed block diagram of a correction coefficient selecting section of FIG. 2, and FIG. FIG. 5 is a detailed block diagram of one of the units shown in FIG. 3, FIGS. 5 (a) to 5 (h) are diagrams showing the state of changes in signals at various portions in FIG. 4, and FIG. FIG. 7 is a detailed block diagram of the control unit in the figure, and FIG. 7 is a diagram for explaining the operation of the circuit shown in FIG. 1 ... Automatic transmission, 2 ... Internal combustion engine, 4 ... Clutch, 5 ... Transmission, 17 ... Target position calculation unit, 18 ... Shift control unit, 25 ... Engine control unit, 32 ... Target Speed determination unit, 33 ...... switch, 34 ... correction unit, 40 ... switch control unit.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI technical display area F16H 59:68

Claims (1)

[Claims] 1. A transmission is operated at a target gear position, which includes a friction clutch, a gear type transmission, an actuator for driving the clutch and the transmission, and is determined based on an operating state of a vehicle. Automatic transmission including a first control system for driving and controlling the actuator as described above, and a second control system for controlling the rotation speed of the internal combustion engine for vehicle during the shift operation executed by the actuator. In the device, the second control system may be configured such that, after the gear shift operation is disengaged from the clutch, a first operation step until a gear of the transmission is shifted to a target gear position or a gear of the transmission is shifted to a target gear position. A first discriminating portion for discriminating which one of the second operation steps from the completion of the clutch engagement to the completion of the clutch engagement, and whether the shift operation is a downshift operation A second discriminating section for discriminating, a detecting means for detecting a traveling speed of the vehicle, a target speed determining means for determining a target engine speed based on a detection result of the detecting means and the target gear position, and the target speed Determining means and means for calculating a corrected target engine speed according to the state of the shift operation in response to the first and second discriminating sections; and control for adjusting and controlling the speed of the internal combustion engine in response to the corrected target engine speed. And an automatic transmission.