JPH0885373A - Braking control device of vehicle having automatic transmission - Google Patents

Abstract

PURPOSE: To reduce the speed change shock without changing the hydraulic control system of an automatic transmission. CONSTITUTION: The braking force to be set according to the kind of the speed change and the required output of the engine is provided on driving wheels during the speed change, and the changing mode of the acceleration of a vehicle during the speed change is controlled as desired to reduce the speed change shock. The feedback correction of the braking force on the real time basis depending on the difference of the actual output shall torque (or the actual acceleration of the vehicle) and the target output shaft torque (or the target acceleration of the vehicle) is further excellent.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking control device for a vehicle with an automatic transmission.

[0002]

2. Description of the Related Art A gear shift shock during a gear shift of an automatic transmission (for example, during an upshift) causes a friction engagement element (clutch or brake) in the automatic transmission to engage with the input side of the automatic transmission. This occurs when the output side rotation speed ratio (gear ratio) is switched instantaneously and the output shaft torque fluctuates.

The output shaft torque at the time of shifting changes depending on (the time change of) the transmission torque when the frictional engagement element is engaged. The transmission torque of the friction engagement element is determined mainly depending on the oil pressure when engaging the friction engagement element. Therefore, if the engagement hydraulic pressure is adjusted to a low value, the absolute value of the transmission torque in the frictional engagement element or the change thereof can be reduced, so that the shift shock can be reduced, but the time until completion of engagement can be reduced accordingly. That is, since the shift time is long (the sliding time is long), the durability of the friction engagement element is reduced.

On the contrary, if the engagement hydraulic pressure is set to a high value, the transmission torque of the frictional engagement element also increases and the gear shift shock increases, but the engagement is completed in a short time. Durability is improved.

In view of such a point, as one method for reducing the shift shock at the time of shifting, conventionally, the engagement hydraulic pressure, which directly defines the change mode of the output shaft torque, is changed according to the degree of progress of the shift. A method has been proposed in which pressure regulation is performed in a timely manner so that peaks and dips that may cause an unpleasant sensation to fluctuations in the output shaft torque do not occur (while preventing the shift time itself from increasing). There is.

Although this method is a relatively effective method, a linear solenoid valve for controlling the engagement hydraulic pressure with good response in accordance with the degree of progress of the shift and its drive circuit,
There is a problem that the system becomes expensive because a sensor for checking the progress of gear shifting (a timer cannot be expected to have sufficient accuracy) and the like.

By the way, in general, the accelerator is depressed,
When the torque generated by the engine is high, if the engagement oil pressure remains the same, the gear shift time becomes longer and the durability of the friction engagement element deteriorates. When is high, the pressure is adjusted to a higher value.

Therefore, as another method for reducing the shift shock, focusing on this point, for example, Japanese Patent Laid-Open No. 59-9.
In Japanese Patent No. 7350, etc., there has been proposed one in which the torque generated by the engine is reduced during shifting.
As is clear from the above description, if the hydraulic control devices (the engagement hydraulic pressures generated in the hydraulic control devices) are the same, even if the engine torque is reduced, only the shift time is shortened (the durability is improved. It is not possible to reduce shift shock.

However, anticipating that the engine torque will be reduced, if the design is changed so that the hydraulic pressure control device (the engagement hydraulic pressure generated in the hydraulic pressure control device) is adjusted to a low pressure in advance, the shift shock is reduced. It becomes possible to do. Even if the hydraulic pressure is adjusted to a low level, the torque generated by the engine is reduced, so that the gear shift time is short and the durability of the friction engagement element is ensured.

However, this method of reducing the engine torque at the time of gear shifting requires the development and design change of the hydraulic control device corresponding to the reduction of the engine torque, and it is not always possible to reduce the engine torque. There was a problem. For example, if the engine torque is reduced while cold, there is a risk of misfire. Further, when the engine torque is reduced by the retard control, the afterburning increases and the temperature of the exhaust system easily rises. Therefore, if the temperature of the exhaust system becomes too high, the catalyst is protected. Therefore, the ignition retard may not be able to be further delayed.

As described above, when the reduction of the engine torque cannot be executed for some reason, if the reduction of the engine torque at the time of gear shifting is simply stopped, the hydraulic control device, as described above (the engine torque is reduced). Since it is designed to be engaged with a low hydraulic pressure in advance, the engagement time (shift time) becomes very long,
Durability is significantly impaired.

Therefore, under the present circumstances, in consideration of the cost and the durability of the friction engagement element, the unique method of reducing the shift shock is not yet determined.

In Japanese Patent Laid-Open No. 2005-200540, if the engine torque during shifting cannot be reduced for some reason, the shift shock cannot be reduced. Therefore, instead, the braking device is operated to drive wheels. A technique of braking the vehicle has been proposed.

[0014]

However, the technique disclosed in Japanese Unexamined Patent Publication No. 2-200540 is that "when reducing the engine torque, the hydraulic pressure is" high "because there is no fear of shift shock." If the reduction of the engine torque is not feasible, the hydraulic pressure is “stopped from being higher (that is, the hydraulic pressure is adjusted to a lower pressure)” and the braking device is operated ”. As mentioned above, some questionable contents were found in the explanation of the basic technical ideas, and there was no disclosure of how to specifically apply the braking force. It wasn't something that I could say was offered.

The present invention has been made in view of the above-mentioned circumstances regarding the technique for reducing the shift shock, and the shock during shifting is relatively low cost (regardless of the reduction of the engine torque). It is an object of the present invention to provide a braking control device for a vehicle with an automatic transmission that can surely reduce the above.

[0016]

The invention according to claim 1 applies a braking force to a drive wheel independently of an automatic transmission and a driver's brake operation, as shown in FIG. In a braking control device for a vehicle with an automatic transmission, the means for detecting a predetermined time period related to the shift of the automatic transmission, the means for detecting the type of shift, and the means for detecting an engine required output. And a means for setting a braking force during a shift that can control the change mode of the acceleration of the vehicle during a shift to a desired mode according to the type of the shift and the required engine output,
The above problem is solved by applying the braking force during shifting to the drive wheels from the predetermined time.

According to a second aspect of the present invention, the detection of the type of shift includes at least detection of whether the shift is an upshift, and further, means for detecting the degree of progress of the shift and a high speed gear friction member. At least one of the means for detecting the hydraulic pressure value of the gear element is provided, and at the time of upshifting, the braking force at the time of gear shift is used as well as the type of gear shift, the required engine output, the degree of progress of the gear shift, and the hydraulic pressure of the high speed friction engagement element. The above problem is also solved by setting the value depending on at least one of the values.

According to a third aspect of the present invention, means for detecting the actual output shaft torque of the automatic transmission, means for setting the target output shaft torque according to the type of shift and the required output of the engine, and the actual output The above problem is also solved by providing a means for correcting the braking force during shifting depending on the difference between the shaft torque and the target output shaft torque.

According to a fourth aspect of the present invention, the means for detecting the actual acceleration of the vehicle, the means for setting the target acceleration according to the type of the shift and the required engine output, and the difference between the actual acceleration and the target acceleration are used. The above problem is also solved by providing a means for correcting the braking force at the time of shifting.

According to a fifth aspect of the present invention, the target acceleration is set depending on not only the type of shift and the engine output demand, but also the actual acceleration before the start of shift. It was.

[0021]

In the present invention, the shift shock is reduced by applying the braking force to the driving wheels when the automatic transmission is in the process of shifting. In this case, it is not necessary to be associated with the engine torque reduction control,
Further, this braking force is set according to the type of gear shift and the required engine output so that the mode of the acceleration change of the vehicle becomes a desired mode.

Here, the type of shift refers to whether it is an upshift or a downshift, whether it is a shift when the accelerator is depressed or a release, or a speed from the first gear to the second gear. It refers to the distinction such as whether to shift to a higher gear.

The engine required output refers to the torque generated by the driver to the engine. Specifically, the accelerator pedal opening, the throttle opening, the intake air amount of the engine, the intake pipe negative pressure, It can be obtained from the fuel injection amount or the relationship between these and the engine speed.

Incidentally, "making the acceleration of the vehicle have a desired form" is synonymous with "making the rotational acceleration of a specific member of the automatic transmission have a desired form". Good. Further, "to make the output shaft torque in a desired mode" of the automatic transmission may be considered synonymous in this case. This is because the acceleration of the vehicle, the rotational acceleration of a specific member of the automatic transmission, and the output shaft torque of the automatic transmission all exhibit similar change characteristics.

In the case of the present invention, the engagement hydraulic pressure itself generated in the hydraulic control device is basically not changed at all. That is,
The present invention is basically intended to reduce shift shock without changing the hydraulic control device in the automatic transmission at all.

However, the present invention can be used in combination with the already known technology for reducing the engine torque during gear shifting (although it can be applied to a vehicle having no control mechanism for reducing the engine torque). Does not prevent However, in this case, when the engine torque is reduced, the engagement hydraulic pressure of the frictional engagement element is adjusted to "low", and when the engine torque is not reduced for some reason, the control is adjusted to "low". Is stopped and the engagement hydraulic pressure is adjusted as usual. This tendency is due to the above-mentioned JP-A-2
The direction is completely opposite to the technique disclosed in Japanese Patent Laid-Open No. 200504-2005.

During an upshift, the braking force during shifting is set depending on the type of shifting, the required engine output, the degree of progress of shifting, or the hydraulic pressure value of the high speed friction engagement element. Then, it is possible to reliably prevent an increase in vehicle driving force (output shaft torque) in the vicinity of the engagement of the high speed gear friction engagement element, and it is possible to achieve smoother gear shifting.

Further, the actual output shaft torque of the automatic transmission is detected, the target output shaft torque is set according to the type of shift and the required output of the engine, and the braking force is corrected according to this difference. It is possible to surely reduce the shift shock regardless of the product variation such as the engine torque, the efficiency of the automatic transmission, the friction coefficient between the brake pad and the brake disc, and the like.

Instead of correcting the braking force during shifting depending on the difference between the actual output shaft torque and the target output torque, the actual acceleration of the vehicle is detected and the target is determined according to the type of shifting and the required output of the engine. The same effect can be obtained by setting the acceleration and correcting the braking force during shifting based on the difference between the actual acceleration and the target acceleration.

In this case, if the target acceleration is set depending not only on the type of shift and the engine output demand but also on the actual acceleration before the start of shift, the influence of the road surface gradient can be effectively removed. become.

[0031]

Embodiments of the present invention will now be described in detail with reference to the drawings.

In FIG. 2, reference numeral 10 is a brake pedal, 12 is a booster, 14 is a master cylinder, 16 is a reservoir, 18 is a traction control pump (TRC pump), 20 is a master cylinder cut solenoid valve, and 22 is a reservoir cut. Solenoid valves, 24 and 26 are pumps (ABS pumps) for the antilock brake system, 28, 30, 32 and 34 are 3-position solenoid valves, 36 is a front wheel cylinder, and 38 is a rear wheel cylinder.

Since this vehicle is a rear-wheel drive vehicle, the application of the braking force during shifting according to the present invention is realized by a route using the traction control pump (TRC pump) 18 acting only on the rear wheels. It This TRC
The pump 18 is driven by an electric pump (not shown) driven by a command from a traction control computer (TRC ECU) 80. Normally, it is turned off, and when turned on, oil is drawn from the reservoir 16 and discharged to the oil passage 72 side of the rear wheel cylinder 38 side.

The master cylinder cut solenoid valve 20 connects the rear wheel cylinder oil passage 71 with the TRC.
It is a valve that is selectively connected (switched) to either the pump discharge oil passage 72 or the master cylinder oil passage 73 in which an oil pressure corresponding to the pedaling force of the brake pedal is generated. It is set so that the rear wheel cylinder oil passage 71 and the master cylinder oil passage 73 communicate with each other when the switch is off (position in FIG. 2), and the rear wheel cylinder oil passage 71 and the TRC pump discharge oil passage 72 communicate with each other when it is on. ing.

The reservoir cut solenoid valve 22
Is a valve for switching communication / non-communication between the oil passage 74 on the side of the rear wheel cylinder 38 and the reservoir 16, and is a valve which is in a non-communication state when it is off (position in FIG. 2) and is in a communication state when it is on.

The three-position solenoid valves 28, 30,
Of the numbers 32 and 34, the three-position solenoid valves denoted by the numbers 32 and 34 correspond to the three-position solenoid valve for rear wheel braking according to the embodiment of the present invention.

That is, the 3-position solenoid valve 32,
34 is the oil passages 75, 7 on the rear wheel cylinder 38 side.
6 and the oil passage 71 on the master cylinder cut solenoid valve 20 side are connected to increase the brake hydraulic pressure,
The brake oil pressure is reduced by connecting the oil passages 75, 76 on the rear wheel cylinder 38 side with the oil passage 74 on the reservoir cut solenoid valve 22 side, and the brake oil pressure is maintained by not connecting them. It is a valve that switches. The three-position solenoid valves 32, 34 are driven by a pattern output (pressure increase t1 (ms), pressure decrease t2 (ms)) according to braking force to be applied, which will be described later, and as a result, the rear wheel cylinder 38 is driven. The brake oil pressure is determined by the history (integration) of the pattern output. In addition, when it is off, the pressure is increased.

Since the basic hardware structure of the braking control circuit S which can apply this arbitrary braking force is already known, only the description to this extent will be given here.
Reference numeral 40 in FIG. 2 is a proportional valve, 4
2, 44, 46, 48, 50, 52, 54, 56, 5
8, 60 and 62 are check valves, and 64 and 66 are reservoirs.

As shown in FIG. 3, an automatic transmission control computer (ECT ECU) 82 has an engine speed signal from an engine speed sensor 90 and a range position from a driver's shift lever operation position sensor 91. A signal, a foot brake signal from the foot brake switch 92, a throttle opening signal from the throttle sensor 93, an output shaft rotation speed (vehicle speed) signal from the output shaft rotation speed sensor 94, etc. are input, and a traction control computer. The signals from the wheel speed sensors 97 for the drive wheels are input to the (TRC ECU) 80.

Since the automatic transmission control computer (ECT ECU) 82 determines an appropriate shift stage depending on the throttle opening and the vehicle speed, it is naturally possible to determine the type of shift. Further, the automatic transmission control computer 82 uses the method described later to
The acceleration of the vehicle is calculated from the information on the output shaft speed.

Next, the operation of this embodiment will be described based on the control flow shown in FIG.

First, the meanings of the flags F1 to F4 used in this control flow will be described.

The flag F1 is a flag which is set to 1 when a solenoid output (shift command) to another shift stage is detected. That is, the flag is set to 1 when the control for applying the braking force at the time of shifting according to the present invention is entered, and is set to 0 when the control is exited.

The flag F2 is a flag which is set to 1 when the shift is an upshift and set to 0 when the shift is a downshift.

The flag F3 is 1 when the shift is a power-on shift (state in which the accelerator is depressed) and 1 is a power-off shift (state in which the accelerator is released). This flag is sometimes set to 0.

The flag F4 is a flag which is set to 1 when the timer that applies the braking force is counting when the power-on downshift is executed, and to 0 when it is not.

The control flow will be specifically described below.

In step 102, it is determined whether the flag F1 is 1, that is, whether the braking control during the main shift is already being executed. In most cases it is not running, so
The routine proceeds to step 104, where it is judged whether or not a solenoid output to another shift speed, that is, a new shift command has been issued. If the shift command is not detected, step 106
In step 122, the flag F1 is set to 0, the flag F4 is set to 0, and then in step 124, a brake-off (non-braking) request is issued and the process is returned.

When any shift command is issued in the automatic transmission, a YES determination is made in step 104, and the routine proceeds to step 108 where the flag F1 is set to 1. Next, at step 110, it is judged if the shift is an upshift, and if it is an upshift, the flag F2 is set to 1 at step 112.
If it is a downshift, the routine proceeds to step 114, where the flag F2 is set to 0.

In step 116, it is determined whether or not the shift is a shift performed in the power-on state. If the shift is executed while the power is on, the flag F3 is set to 1 in step 118. If the shift is executed in the power-off state, step 1
At 20, the flag F3 is set to 0.

In the first flow when the shift command is detected,
After confirming what kind of shift the shift is in this way, the flag F4 is set to 0 in step 122, a brake-off request is made in step 124, and the routine immediately returns.

However, when the flow is started next time, the flag F1 is set to 1, so that a YES determination is made in step 102, and the process proceeds to step 130. In steps 130, 132, and 134, the flow distribution according to the type of shift is executed.

As a result, when the shift is a power-on upshift, the routine proceeds to step 136, where the engine rotation speed Ne is equal to the output shaft rotation speed No of the automatic transmission at the gear on the low speed stage (shift stage before shifting). It is determined whether or not a substantial gear shift has started (whether or not the inertia phase has started) by determining whether or not it has become smaller than the value obtained by subtracting the predetermined value N1 from the value multiplied by the ratio i L. To be done. Until the inertia phase is started, the routine proceeds to step 152, where the actual acceleration at that time is defined as the actual acceleration G1 before shifting, and then the routine returns through steps 122 and 124.

When it is finally judged that the inertia phase has started, the routine proceeds to step 138, where the engine speed Ne
Is greater than a value obtained by subtracting a constant N2 from a value obtained by multiplying the output shaft rotation speed No by the gear ratio iH on the high speed stage (shift stage after shifting) side. Initially, it is not determined that the torque has become large, so the routine proceeds to step 140, where the initial value T of the required brake torque due to the throttle opening TA is set.
A map search for bo, the actual acceleration G1 before the shift and the target acceleration G2 based on the degree of progress of the shift is performed. In step 142, the correction of the brake torque based on the difference between the target acceleration G2 and the actual acceleration G3 is performed by the formula Tb = K -Actual acceleration G
3) + Tbo is performed in real time, and a request for brake-on (applying braking force) is issued in step 144 based on the calculation result.

In this case, the target acceleration is determined in real time so as to have the characteristics shown by the broken line in FIG.

In this embodiment, the actual acceleration G of the vehicle is
Is detected from the signal of the output shaft rotation speed sensor (vehicle speed sensor) 94 by calculation. The calculation of acceleration includes a calculation method with a constant distance and a calculation method with a constant time, and both are known calculation methods. Therefore, only a brief explanation of the calculation method with a constant distance will be given here. Meru.

As shown in FIG. 6, first, the sum total TGSP2SN of the latest n pulses of the input pulse cycle (time) TGSP2D of the output shaft rotation speed sensor 94, n before n pulses.
The total TGSP2SP of the pulses is calculated. Then the latest
Vehicle speed SPDN, SPDP from the total TGSP2SN of n pulses and the total TGSP2SP of n pulses before n pulses
Are respectively calculated based on the equation (1).

SPDN (P) = (n / TGSP2SN (P) · np) × (2πr / idiff) (1)

Here, np is the sensor 9 per one rotation of the output shaft.
4, the number of detected pulses, i diff is the gear ratio in the differential, and r is the tire dynamic load radius.

The vehicle acceleration G can be approximated as a change in vehicle speed during the time TGSP2D. That is,
It can be obtained as G = (SPDN-SPDP) / TGSP2SN.

On the other hand, if the type of shift is power-off upshift, step 134 to step 150
Come to. Here, first, the engine speed Ne
Is determined by determining whether the output shaft rotational speed No is smaller than a value obtained by subtracting a predetermined value N1 from a value obtained by multiplying the output shaft rotation speed No by the gear ratio i L on the low speed stage (shift stage before shifting). Is determined (start of inertia phase). If the inertia phase is not yet started, the routine proceeds to step 152, where the actual acceleration at that time is defined as the actual acceleration G1 before shifting, and then the routine returns through steps 122 and 124. When it is determined that the inertia phase has started, the routine proceeds to step 154, where it is determined whether the actual acceleration G1 before shifting is negative. If this is zero or positive, the power is off and the actual acceleration is positive, so it can be determined that the vehicle is traveling on a downhill road. Therefore, the routine returns through steps 106, 122, and 124, and the The braking force control is not particularly executed. This is because, when the accelerator is fully closed and the vehicle is accelerating on a downhill road, a shift shock is hardly generated even if a power-off upshift is executed.

On the other hand, when it is determined that the actual acceleration G1 before shifting is negative, the routine proceeds to step 156, where the engine rotation speed Ne becomes the output shaft rotation speed No at the high speed stage (shift stage after shifting). By determining whether or not the gear ratio i H has become larger than a value obtained by subtracting the constant N2 from the gear ratio i H, the vicinity of the end of the shift is detected. If it is determined that the shift has not reached the end of the shift yet, the routine proceeds to step 158, where a map of the initial value Tb 'of the required brake torque and the target acceleration G4 based on the actual acceleration G1 before the shift is searched. Further, in step 160, the correction of the brake torque based on the difference between the target acceleration G4 and the actual acceleration G3 is performed by the equation Tb = K (the target acceleration G
4-Actual acceleration G3) + Tb 'is performed in real time, and a request for brake-on (applying braking force) is made based on the calculation result in step 144.

When the type of shift is a power-on downshift, the routine proceeds from step 132 to step 170. In step 170, it is determined whether the flag F4 is 1. Since it is initially set to 0, the routine proceeds to step 172, where the engine rotation speed Ne is a constant N3 from a value obtained by multiplying the output shaft rotation speed No by the gear ratio i L on the low speed stage (shift stage after shifting). By determining whether or not it becomes larger than the value obtained by subtracting, the vicinity of the end of the substantial shift of the power-on downshift is detected.

Initially, this judgment is NO, so the process directly returns through steps 122 and 124.
When it is determined that the shift is near the end, the routine proceeds to step 174, where the flag F4 is set to 1, and at step 176 the timer T2 is reset and counting up is started. In step 178, it is determined whether or not the timer T2 is smaller than the predetermined value t3. If it is determined that the timer T2 is smaller than the predetermined value t3, the routine proceeds to step 180, where the calculation processing routine of the required brake torque by the throttle opening TA is executed, Step 144 based on the result
Then, a request to turn on the brake (apply the braking force) is issued.

Once the flag F4 is set to 1 in step 174, the determination in step 170 is YES in the subsequent flows, so the process directly proceeds to step 178, and whether the timer T2 is smaller than the predetermined value t3. It is determined whether or not. Eventually, when it is determined that the timer T2 becomes larger than the predetermined value t3, steps 106, 122, 1
The routine returns via 24, and the braking force control during the power-on downshift is ended.

When the type of shift is power-off downshift, step 132 to step 190
Then, the flag F1 is reset to 0, and the process directly returns via step 124. That is, when the type of shift is power-off downshift, braking force control is not particularly executed. This is because the shift shock is not a problem during the power-off downshift.

In the above embodiment, the braking force is feedback-corrected in real time based on the difference between the actual acceleration G3 or G4 of the vehicle and the target acceleration G1, but this is referred to as the actual output shaft torque. Feedback correction may be performed based on the difference from the target output shaft torque.

FIG. 7 shows a time chart of the shift command of the automatic transmission and the on / off of each device of the braking control device when this control flow is executed.

The present invention can be basically executed independently (irrespectively) of the engine torque control at the time of gear shift, but as described above, the present invention and the engine torque control at the time of gear shift are performed. It is possible to use together. In this case, specifically, in the case of power-on upshift, when NO determination is made in step 138 of FIG. 4, in the case of power-off downshift, when NO determination is made in step 156, step 140 respectively. , 142 or steps 158 and 160, respectively, in parallel with the engine torque reduction. In the case of power-on downshift, it is preferable to execute engine torque down in parallel with the processing of step 180 when YES is determined in step 178.

When the engine torque reduction is executed, the hydraulic control device of the automatic transmission is adjusted to a low pressure. As a result, it is possible to further reduce the shift shock without increasing the shift time (without lowering the durability of the friction engagement element).

Needless to say, in the present invention, real-time engagement pressure control at the time of shifting using a linear solenoid may be used together.

[0072]

As described above, according to the present invention,
Without changing the hydraulic control system of the automatic transmission,
For example, it is possible to obtain an effect that the shift shock can be reduced at all times without being restricted by the fact that it cannot be executed during cold weather.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a schematic diagram showing a configuration of a vehicle braking control device to which the present invention is applied.

FIG. 3 is a block diagram showing an input state of various sensors.

FIG. 4 is a flowchart showing a control flow executed in the above embodiment.

FIG. 5 is a diagram showing characteristics of target acceleration (output shaft torque) of the vehicle.

FIG. 6 is a diagram for explaining a method of calculating an actual acceleration from a vehicle speed sensor.

FIG. 7 is a time chart showing a shift command of the automatic transmission and ON / OFF of each device of the braking control device.

[Explanation of symbols]

10 ... Brake pedal 14 ... Master cylinder 16 ... Reservoir 18 ... TRC pump 20 ... Master cylinder cut solenoid valve 22 ... Reservoir cut solenoid valve 24, 26 ... ABS pump 28, 30, 32, 34 ... 3-position solenoid valve 36 ... Front wheel Cylinder 38 ... Rear wheel cylinder (wheel cylinder for drive wheel)

Claims (5)

[Claims] 1. A braking control device for a vehicle with an automatic transmission, comprising: an automatic transmission; and means capable of applying a braking force to driving wheels independently of a driver's braking operation. Means for detecting a predetermined time period, a means for detecting a type of shift, a means for detecting an engine required output, and a change mode of the acceleration of the vehicle at the time of a shift according to the type of the shift and the engine required output. And a means for setting a braking force at the time of shifting capable of controlling the braking force at the shifting time to a desired mode, and the braking force at the shifting time is applied to the drive wheel from the predetermined time. Control device. 2. The method according to claim 1, wherein the detection of the type of shift includes at least detection of whether the shift is an upshift, and further, means for detecting the degree of progress of the shift and a high speed friction engagement element. In the case of an upshift, the braking force at the time of shift is used to determine the type of shift, the required engine output, the degree of progress of the shift, and the hydraulic value of the high speed friction engagement element. A braking control device for a vehicle with an automatic transmission, which is set depending on at least one of them. 3. The means according to claim 1, further comprising means for detecting an actual output shaft torque of the automatic transmission, and means for setting a target output shaft torque according to the type of the speed change and the required output of the engine. Depending on the difference between the actual output shaft torque and the target output shaft torque,
A braking control device for a vehicle with an automatic transmission, comprising: means for correcting the braking force at the time of shifting. 4. The means according to claim 1 or 2, further comprising: a means for detecting an actual acceleration of the vehicle; a means for setting a target acceleration according to the type of shift and an engine required output; and a difference between the actual acceleration and the target acceleration. A braking control device for a vehicle with an automatic transmission, comprising: 5. The braking of a vehicle with an automatic transmission according to claim 4, wherein the target acceleration is set depending on not only the type of shift and the engine output demand, but also the actual acceleration before the start of shift. Control device.