JPS63137042A - Speed control device - Google Patents

Abstract

PURPOSE:To prevent inadvertent speed changes by changing the throttle opening at the time of the speed change action of an automatic speed change control means while a throttle opening control means is operated and prohibiting the new speed change judgment during this speed change action. CONSTITUTION:If a mode switch MS is set to the position A for the automatic speed change/constant-speed travel control, a microcomputer CPU drives shift solenoids SL1, SL2 of an automatic transmission and a lock-up solenoid SL3 in accordance with the speed change line of the corresponding memory map to perform the automatic speed change and changes the throttle opening with a release valve RV and a control valve CV according to the car speed deviation to perform the constant-speed travel control. In this case, the throttle opening is changed with the new speed change judgment prohibited at the time of the speed change action of an automatic speed change control means while the throttle opening control is performed. Accordingly, the speed change shock is mitigated, the travel comfortable to ride can be performed, and inadvertent speed changes can be prevented.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention is directed to the functions of an automatic speed change control means such as a 4-speed automatic transmission with an electronically controlled two-way overdrive, and the function of a constant speed driving control means such as an autodrive. It relates to a speed control device for a vehicle that has functions, and in particular, it relates to a speed control device that controls the functions of an automatic transmission control device and a constant speed cruising control device, which were previously controlled independently, using a common control circuit. is.

[Prior Art] Shift control of a vehicle equipped with a conventional automatic shift control device includes, for example, a shift map that stores a predetermined shift line based on the vehicle speed and throttle opening at the time of the drive (D>range); For example, the optimum gear position is selected and controlled in accordance with a shift map in which the shift lines shown in FIG. 17 are stored.

In addition, the lock-up function of the automatic transmission control device is limited to a specific gear position, such as third gear or overdrive (
4th gear), when the vehicle speed exceeds the vehicle speed, the lock-up clutch is engaged and the output shaft of the torque converter is directly connected to the engine output shaft in a direct clutch state (hereinafter, this state is referred to as "
Otherwise, the direct clutch state is released, that is, the lockup is released, and the input shaft of the torque converter is connected to the engine output shaft.

In this way, by releasing the lock-up and making use of the torque converter's function, when the car starts, suddenly accelerates, shifts, etc., the gears are changed according to the load, resulting in smooth starting and smooth acceleration. This enables smooth gear changes and prevents the engine from knocking or stopping.

However, when the load is light and the engine speed is high, the torque converter is locked up to prevent power loss due to torque converter slip and a reduction in fuel efficiency.

The constant speed cruise control device sets the desired traveling vehicle speed to the set vehicle speed and controls the opening degree of the throttle valve to maintain this set vehicle speed, and performs control according to the road conditions.

[Problems to be Solved by the Invention] However, in a vehicle equipped with the above-mentioned conventional independent automatic transmission control device and constant speed cruise control device, even if the vehicle speed is maintained constant while driving at a constant speed, the constant speed The automatic transmission control device may detect the state of the throttle opening that has been changed for driving, and the gear position of the automatic transmission may change.

For example, when driving at a constant speed of 80 km/h on a road with undulations, the throttle opening is 80% on the uphill road, and 40% on the downhill road. At this time, the gear position selectively controlled by the automatic transmission control device is
If the shift map shown in Figure 17 is used, it will be downshifted from OD (overdrive) to 3rd gear on the uphill road.
On the way down, the car is upshifted from 3rd gear to OD.

As described above, when the gear position of the automatic transmission control device is upshifted or downshifted, a slight shift shock is transmitted to the vehicle body, and it is predicted that the ride comfort may be poor. In particular, if we assume that the road has many ups and downs and a hunting situation occurs where downshifts and upshifts are repeated,
There arises a need to consider passenger comfort.

Therefore, a technology has been developed in Japanese Patent Application Publication No. 2006-11102 that uses a constant speed driving function to prevent automatic gear shifting while driving at a constant speed, thereby prohibiting gear changes and preventing shocks caused by changing gears while driving at a constant speed. It is disclosed in Publication No. 60-237258.

Furthermore, Japanese Patent Laid-Open No. 56-39354 discloses a technique for releasing the lock-up of a torque converter during gear shifting.

However, it cannot be determined that there will be no need to change gears while driving at a constant speed, and even if the lock-up of the torque converter is released and the gear is shifted, there are many ups and downs on the road, resulting in downshifts and upshifts. When shifts are repeated, downshifts or upshifts cause a shift shock, and the above techniques cannot deal with this shift shock.Therefore, the techniques described in the above publication are not necessarily satisfactory. It was not possible to achieve sufficient control.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and its object is to provide a speed control device that reduces shift shock during gear changes that occur during constant speed driving and improves responsiveness.

[Means for Solving the Problems] The speed control device of the present invention includes an automatic transmission control means for controlling the gear position of an automatic transmission according to vehicle speed or rotational speed output, engine load or throttle opening, and a throttle opening. and a throttle opening degree control means for controlling vehicle speed by controlling the speed of the vehicle, the throttle opening degree being changed during the operation of the throttle opening degree control means during the gear shifting operation of the automatic transmission control means. It is. Further, at the same time, a new shift determination is prohibited until the shift operation is completed.

[Function] In the present invention, the automatic transmission is equipped with an automatic shift control means that controls the gear position according to the vehicle speed or rotational speed output, engine load, or throttle opening, and a throttle opening that controls the vehicle speed by controlling the throttle opening. In the speed control device, the throttle opening of the throttle opening control means is maintained at the driving force of the current driving state even if the throttle opening of the throttle opening control means is upshifted or downshifted during the gear shifting operation of the automatic transmission control means. The throttle opening is changed to the closest one, and furthermore, any new shift judgment is prohibited during this time.

Therefore, for example, constant speed driving control can be activated by simply adjusting the throttle opening at a predetermined gear position where upshifting or downshifting, reducing shift shock, and furthermore, the automatic speed change control means and constant speed driving Responsiveness is improved compared to when the control means is independently controlled.

Further, even if the throttle opening degree is changed, new gear change judgments are prohibited during this time, and no new gear change judgments are made until the gear change operation is completed, so there is no chance of an inadvertent gear change.

[Embodiment] FIG. 1 is a control circuit diagram configuring electronic control means of a speed control device according to an embodiment of the present invention.

In the figure, the microcomputer CPU is a microcomputer,
It is also called a one-chip microcomputer or microprocessor, and is composed of a control section, an arithmetic section, and registers. Battery B
E is a direct current power supply for the vehicle, and a constant voltage power supply circuit CON is for supplying power to the microcomputer CPU, input interface circuit IP, and output interface circuit OP, and becomes operational when the ignition switch IG is turned on. The speed sensor SP1 is a reed switch configured by forming a pair with a magnet connected to a speedometer cable, and obtains a pulse number proportional to speed. The speed sensor SP2 is a reed switch configured by forming a pair with a magnet that rotates integrally with the output shaft attached to the output shaft of the automatic transmission, and obtains a number of pulses proportional to the rotation speed of the output shaft. The reed switch of the speed sensor SP1 is connected to the base of the transistor Q1 via the diode D1 and the resistor R1, and when the reed switch of the speed sensor SP1 is turned on, the transistor Q1 is turned on and a voltage is applied to the terminal of the resistor R3. is applied, and the input port P1 of the microcomputer CPU becomes ``HII.'' Also, when the reed switch of the speed sensor SP1 is off, the transistor Q1 is turned off by the resistor R2, and the terminal of the resistor R3 becomes the ground potential, and the microcomputer CPU The input port P1 of the CPU becomes "L II". The reed switch of the speed sensor SP2 is connected to the base of the transistor Q2 via a resistor R5, and when the reed switch of the speed sensor SP2 is turned on, the transistor Q
2 is turned on, a voltage is applied to the terminal of the resistor R7, and the input port P2 of the microcomputer CPU is turned on.
becomes. Further, when the reed switch of the speed sensor SP2 is off, the transistor Q2 is turned off by the resistors R4 and R6, the terminal of the resistor R7 is at ground potential, and the input port P2 of the microcomputer CPU is at 11 L II.

The shift position switch SPS is a switch that detects the position of the shift lever. N indicates that the shift lever is in the neutral range, D indicates that the shift lever is in the drive range, 2 indicates that the shift lever is in the 2nd gear range, and L indicates that the shift lever is in the 1st gear range. The detection switch detects the neutral range detection switch 5PS-N and the 2nd speed range detection switch 5PS-N.
PS-2 and 1st speed range detection switch 5PS-1 are connected to pull-down resistors R8, R9, and RIO, respectively, and when the shift lever is not in the respective position, the buffer amplifier D
The outputs of RI, DR2, and DR3 become "L", and the input ports P3, R4, and R5 of the microcomputer CPU become "LIT". Also, the shift lever stops at the predetermined position, and the neutral range detection switch 5PS-N,
2nd speed range detection switch 5P3-2. When 3rd speed range detection switch 5F) S-3 is turned on, the battery power supply BE
becomes the input of the buffer amplifiers DRI, DR2, and DR3, the output thereof becomes "H11", and the input ports P3, P4, and P5 of the microcomputer CPU become "H".

The mode switch N1IS is a switch that switches to the automatic shift control mode in the E and 2nd positions, and to the automatic shift constant speed traveling control mode in the A position. In the 2nd place picture, battery BE is resistance R
11 becomes the input of the buffer amplifier DR4, its output becomes "HII," and the input port P6 of the microcomputer CPU becomes H11.In the second picture, the battery BE
becomes the input of the buffer amplifier DR5 via the resistor R12, and its output becomes “H”, and the microcomputer C
Input port P7 of PU becomes HIT. In the second picture, A position, where the mode switch MS is not in the stopped state, it becomes the input to the buffer amplifier DR4 or DR5 by the pull-down resistor R13 or pull-down resistor R14, and its output becomes "L jt", and the input port P6 or R7 of the microcomputer CPU. becomes 41 L IF.

The throttle opening sensor SS detects the amount of depression of the accelerator pedal or the throttle opening, and in this embodiment,
The throttle opening is determined by the 3-bit contacts L1 and L on the code board.
2. L3 'H (high level)'', L (low level)
'' outputs the throttle opening in 7 stages from O to 7 as a signal.The contact ① is used to supply a signal that detects when the foot is released from the throttle.In other words, the 3-bit contact on the code board When 11, L2, and L3 are in the on state, they become inputs to buffer amplifiers DR[), DR7, and DR8 via series resistors R15, R16, and R17, and their output becomes "LIT" and is input to the input port P8 of the microcomputer CPU. R9 and Plo become “LIT”.

Also, the 3-bit contacts L1 and L2 on the code board.

When L3 is off, pull-up resistor R18゜R19
, R20, the inputs of the buffer 7 amplifiers DR6, DR7, DR8 are "
The input ports P8, R9, and Plo of the microcomputer CPU become "HH".

When the common contact IDL is on, the base current of the transistor Q3 flows through the diode D2 and the resistor R21,
The transistor Q3 is turned on, a voltage is applied to the terminal of the resistor R23, and the input port P11 of the microcomputer CPU becomes ``HII''. Further, when the common contact (2) is off, the transistor Q3 is turned off by the resistor R22, the terminal of the resistor R23 becomes ground potential, and the input port P11 of the microcomputer CPU becomes LIT.

The voltage of the battery BE is connected to the fuse F at the input port P12.
It is applied via U, and resistor R24 and resistor R25.
As a result, the transistor Q4 is turned on, and the input port P12 of the microcomputer CPU is set to L''.If the fuse FU is blown due to an abnormality in the brake system, etc., the transistor Q4 is turned off, and the input port P12 of the microcomputer CPU is turned off. Let P12 be "H".

The brake switch BS operates when the brake is depressed, and at this time lights up the brake lamp BL. That is, when the brake is depressed and the brake switch BS is turned on, the voltage of the battery BE is turned on by the resistor R27 and the resistor R28, and the transistor Q5 is turned on.
Connect the input port P13 of the microcomputer CPU to 'L.
''. Then, when the brake pedal pressure is released and the brake switch BS is turned off, the transistor Q5 is turned off, and the input port P13 of the microcomputer CPU is set to ``G1''.

Parking switch PK is a detection switch that detects that the shift lever is in the parking position.
This is a switch that turns on when the vehicle is in the parking position.

When the parking switch PK is turned on, the transistor Q6 is turned on by the resistor R30, resistor R31, resistor R32, and diode D3, and a voltage drop occurs across the resistor R33, causing the input port P14 of the microcomputer CPU to become "H".
''. Furthermore, when the input signal PK is turned off, the transistor Q6 is turned off, and the input port P14 of the microcomputer CPU is set to "L" by the resistor R33.

The set switch SP is used to set the constant speed traveling control means to a predetermined speed, and when the set switch SP is turned on, the current traveling speed is set as the constant traveling speed. That is, when the set switch SP is on, the base current of the transistor Q7 flows through the diode D4 and the resistor R34, the transistor Q7 is turned on, a voltage is applied to the terminal of the resistor R3B, and the input port P15 of the microcomputer CPU becomes ``H''. It becomes Pa. Further, when the cell 1 to switch SP are off, the transistor Q7 is turned off by the resistor R35, the terminal of the resistor R3B becomes the ground potential, and the input port P15 of the microcomputer CPU becomes 4 (11%).

The resume switch R3 is used to set the set speed to set the constant speed traveling control means to a predetermined speed, and then once the constant speed traveling is stopped, the constant speed traveling is controlled again at the set speed. When turned on, constant speed driving control is re-entered. That is, when the resume switch R3 is on, the base current of the transistor Q8 flows through the diode D5 and the resistor R37, the transistor Q8 is turned on, and a voltage is applied to the terminal of the resistor R39, and the input port P16 of the microcomputer CPU is " HfP.Also, when the resume switch R3 is off, the resistor R
3B turns off transistor Q8 and resistor R39
The terminal of the microcomputer CP becomes ground potential.
The input port P1B of tJ becomes "LIP".

The vacuum switch VS detects the pressure state of a surge tank that stores negative pressure for controlling the constant speed traveling control means, and operates when the pressure decreases. That is, the negative pressure in the surge tank controlled by a release valve RV and a control valve C■, which will be described later, is supplied by a vacuum pump VP driven by a vacuum pump motor M, and the supply pressure is detected by a vacuum switch VS. be done. When the vacuum switch VS is on, the base current of the transistor Q9 flows through the diode D6 and the resistor R40, the transistor Q9 is turned on, and a voltage is applied to the terminal of the resistor R42, and the input port P17 of the microcomputer CPU is "'H". ”.

Also, when the vacuum switch VS is off, the resistor R4
1, the transistor Q9 is turned off, the terminal of the resistor R42 becomes the ground potential, and the microcomputer CPt
The input port p17 of J becomes "L".

The constant speed running main switch ADS has a constant speed running function when its contact is ON, and cancels the constant speed running function when its contact is OFF. When the constant speed running main switch ADS is on the contact ON side, the base current of the transistor QIO flows through the diode D7 and the resistor R43, turning on the transistor Q10, applying voltage to the terminal of the resistor R45, and inputting the microcomputer CPIJ. Port P1
8 becomes “H11”.

Further, when the constant speed running main switch ADS is on the contact OFF side, the transistor QIO is turned off by the resistor R44, and the terminal of the resistor R45 becomes the ground potential, and the input port P1B of the microcomputer CPLJ becomes "LI".
It becomes P.

The output side of the microcomputer CPU is connected as follows.

Shift solenoid SLI and shift solenoid SL2 are actuators that determine the gear stage of the automatic transmission. By energizing and de-energizing shift solenoids SL1, shift solenoids SL and 2, 4-speed gear shifting from 1st speed to OD (overdrive) is possible. is made possible. The following table shows an example.

Further, the lock-up solenoid SL3 is an actuator that determines the gear stage of the automatic transmission, and performs lock-up control by energizing and de-energizing the actuator. When the lock-up solenoid SL3 is energized, it locks up,
Release lock-up in de-energized state.

Output port P21 of microcomputer CPU is 11
When HIf, the output of buffer amplifier DRII is l-
1", transistor Q21 is turned off, and shift solenoid SL1 is de-energized. Output port P21 is "
At L°°, the output of the buffer 7 amplifier DR is “(lZ
Transistor Q21 turns on, energizing shift solenoid SLI. When the shift solenoid SL1 is in a de-energized state, the high impedance pull-up resistor R54 of the input of the /<Zuffa amplifier DR12 is pulled to ground potential by the low impedance shift solenoid SLI, and the input port P of the microcomputer CPU is
411 If is input to 22. Also, when shift 1 to solenoid SL1 are in the excited state, buffer 7 amplifier DR1
Current is supplied to the shift solenoid SLI from the low-impedance resistor R51, and the voltage drop becomes high at the input port P22 of the microcomputer CPU.
"H" is input to.

When the shift solenoid SL1 is in an abnormal state, for example, when the wire is disconnected, the output of the buffer amplifier DR12 becomes a high voltage state due to the high impedance pull-up resistor R54 while the shift solenoid SL1 is in a de-energized state, and the input port of the microcomputer CPU is H'' is input to P22. Also, in a short circuit state, shift solenoid SL
When I is in the excited state, its voltage drop becomes low and ii I
Tl is input.

Therefore, when the shift solenoid SLI is in an abnormal state, the input port P22 of the microcomputer CPU
The input is inverted compared to the normal state signal. Therefore, by determining the state of the output port P21 and the state of the input port P22 of the microcomputer CPtJ, it is possible to determine whether there is an abnormality in the shift solenoid SL1.

The output port P23 of the microcomputer CPU is "'
I-1”, the output of buffer 7 amplifier DR13 is H.
", transistor Q22 is turned off and shift solenoid SL2 is de-energized. Output port P23 is L"
At this time, the output of the buffer amplifier DR13 is "L", the transistor Q22 is turned on, and the shift solenoid SL is turned on.
2 is in an excited state. When the shift solenoid SL2 is de-energized, the high impedance pull-up resistor R55 at the input of the buffer amplifier DR14 is pulled to ground potential by the low impedance shift solenoid SL2, and "UPI" is input to the input port P24 of the microcomputer CPU. In addition, Schiff 1 Hesolenoid S
When L2 is in the energized state, current is supplied to the shift solenoid SL2 from the low impedance resistor R52 at the input of the buffer amplifier DR14, and the voltage drop becomes high, causing the input port P24 of the microcomputer CPU to output "HT".
l is input.

Output port P25 of microcomputer CPU is “H”
'', the output of buffer 7 amplifier DR15 is ii Ht
+, transistor Q23 is turned off and lock-up solenoid SL3 is de-energized. Output port P2
5 is 'L'', the output of the buffer amplifier DR15 is IIIZ. Impedance pull-up resistor R
56 or low impedance lock-up solenoid S1
3 to the ground potential, and L°° is input to the input port P26 of the microcomputer CPU.

Furthermore, when the lock-up solenoid SL3 is in the energized state, current is supplied from the low-impedance resistor R53 to the lock-up solenoid SL3 at the input of the buffer amplifier DR16, and the voltage drop becomes high, causing the input port P26 of the microcomputer CPU to ” is input.

Shift solenoid SL2 and lock-up solenoid S
Regarding L3, similarly to shift solenoid SL1, it is possible to determine an abnormality such as short circuit or disconnection of the solenoid.

Note that the diodes Dll, D12. D13 is a flywheel diode. In addition, Buff 7 amplifier DR
11 to DR20 function as drive circuits.

The release valve RV and the control valve CV are used to determine the degree of opening and closing of the throttle valve using a negative pressure actuator.During constant speed driving control, the set vehicle speed and the vehicle speed at that time are compared, and the above-mentioned The control valve Cv forms a path for sending the negative pressure of the surge tank to the negative pressure actuator side when the solenoid is in an energized state, and blocks the path when it is in a non-energized state. Further, the release valve RV discharges the negative pressure of the negative pressure actuator to the atmosphere when the solenoid is in a non-energized state, and blocks the path when the solenoid is in an energized state.

That is, the output port P27 of the microcomputer CPU
When “HIT” and output port P29 “L tf,”
Transistor Q24 and transistor Q26 are turned on, and the solenoid of release valve RV is energized. When output port P27 is "LO" and output port P29 is "H11," transistor Q24 and transistor 026 are turned off, and the solenoid of release valve RV is de-energized. Output port p28 of microcomputer CPU is “HII” and output port P29 is “L”
When II, transistor Q25 and transistor 0
2B is turned on, and the solenoid of the control valve CV is energized. When output port P2B is low and output port P29 is high, transistor Q25
Then, transistor Q2B is turned off, and the solenoid of control valve RV is de-energized.

In addition, release valve RV and control valve CV
The negative pressure in the surge tank controlled by is supplied by a vacuum pump, and the vacuum pump VP is driven by a vacuum pump motor M. When the output port P30 of the microcomputer CPU is "LIT", the output of the buffer amplifier DR20 becomes "L", the transistor Q27 is turned on, and the vacuum pump motor M becomes driven. '', the output of the buffer amplifier DR20 becomes "H", and the transistor Q27 is turned off, resulting in a stopped state.

The control circuit of the speed control device of this embodiment configured as described above is controlled as follows.

2 to 6 are general flowcharts for controlling the speed control device of this embodiment.

First, in step G1, the memory and output ports necessary for executing this control are initialized. In step G2, the status of each input port is read. Then, it determines whether the current control state is constant speed driving control during automatic speed change control (automatic speed constant speed driving control), and executes a routine that determines the conditions for entering automatic speed change constant speed driving control. do.

In step G3, it is determined whether the constant speed driving main switch ADS is on or off, and when the constant speed driving main switch ADS is on in step G3, the constant speed driving set flag is set (“'H”) in step G4. ”). When the constant speed running set flag is set, it is determined in step G5 whether the gear is currently being changed. ECT-A/D (automatic shift constant speed running control) for performing constant speed running control during automatic shifting control in step G6 when the gear is not being shifted in step G5
flag. In step G7, it is determined whether the constant speed driving cancel flag for canceling the constant speed driving control is set, and when the constant speed driving cancel flag is lowered ("L") in step G7, this determination routine is exited. Further, if it is determined in step G3 that the constant speed driving main switch ADS is in the OFF state, it is further determined in step G8 that the gear is currently being shifted, or it is further determined that the gear is not currently being shifted in step G8. If it is determined, the ECT-A/D flag is lowered in step G9, and this determination routine is exited. That is, if the gear is currently being shifted, that state is continued and the ECT-A/D flag is set or lowered when the gear shift is completed.

Next, the ECT-A/D flag is checked to select a speed change map for automatic speed constant speed traveling control and automatic speed change control. In addition, when controlling the driver's accelerator operation, that is, when requesting a kickdown by rapidly opening the throttle, even if the conditions for automatic shift control are met, automatic shift control will not be activated. enter.

First, in step G10, the speed of the currently running vehicle is calculated.

In step G11, it is determined whether the ECT-A/D flag is set, and if the ECT-A/D flag is not set, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. Select, step G22
Select the automatic shift lockup map shown in FIG. 14, which is used only during automatic shift control.

Then, in step G40, the set time limits of various shift timers during automatic shift control are searched, and in step G43
It is determined from the progress of the shift timers T4, T5, and T3 among the shift timers T1 to T5 started in , whether or not a shift operation is currently in progress. That is, the elapsed time of the shift timer T4 is determined in step G23, and since before the time-up of the shift timer T4 is substantially before the shift operation begins, step G23 is executed.
In step G26, the gear position and lock-up clutch status corresponding to the current vehicle speed are searched from the automatic transmission shift map and automatic transmission lockup map, and in step G27, the automatic transmission shift map and automatic transmission lock that have been searched are searched. From the up map data, it is determined whether the gear position and lock up clutch state are appropriate according to the current vehicle speed.

When it is determined in step G23 that the time has elapsed after the time-up of the shift timer T4, the time-up of the shift timer T5 is determined in step G24, and the time-up of the shift timer T3 is determined in step G25, and the time-up of the shift timer T5 and/or the shift timer T3 is determined. If not, it means that the gear shift operation is currently in progress, bypassing the routine of searching the shift map for automatic gear shift and the lock-up map for automatic gear shift in step G26, and determining the gear position and lock-up clutch state in step G27, and proceeding to step G26. Processing begins after G30. Further, if it is determined in step G23 that the time has elapsed after the time-up of the shift timer T4, and furthermore, it is determined that the time-up of the shift timer T5 has been up in step G24 and the time-up of the shift timer T3 is determined in step G25, since the shift operation is not currently in progress, step G26 The automatic transmission shift map and automatic transmission lock-up map are searched, and the gear stage and lock-up clutch state are determined in step G27, and the process starts from step G30.

When the ECT-A/D flag is set in step G11, it is determined in step G12 whether the accelerator operation flag is set. Normally, at the beginning of this control, the accelerator operation flag is not set, so in step G13, the accelerator operation is detected, that is, the variable of the throttle opening sensor SS is detected. If a change m of the predetermined throttle opening sensor SS is detected in step G14, step G14
The process moves to step G15, and an accelerator operation flag is set. Furthermore, since a relatively long timer is used during the automatic shift constant speed running control in step G16, the upshift prohibition timer Tim■ set for the time limit is cleared. Then, in step G21, a shift map for automatic shift used only during automatic shift control shown in FIG. 13 is selected, and in step G22, a lockup map for automatic shift shown in FIG. 14, used only during automatic shift control is selected. select. Further, in step G23, the elapsed time of the shift timer T4 is determined, and since before the time of the shift timer T4 expires, it is substantially before the shift operation starts, in step G26, from the shift map for automatic shift and the lockup map for automatic shift, The gear position and lock-up clutch state corresponding to the current vehicle speed are searched, and in step G27, the gear position and lock-up clutch are determined according to the current vehicle speed from the searched automatic gear shift map and automatic gear lock-up map data. Determine whether the clutch condition is appropriate.

When it is determined in step G23 that the time has elapsed after the time-up of the shift timer T4, the time-up of the shift timer T5 is determined in step G24, and the time-up of the shift timer T3 is determined in step G25, and the time-up of the shift timer T5 and/or the shift timer T3 is determined. If not, the shift operation is currently in progress, so the routine bypasses the search for the automatic shift map and the lock-up map for automatic shift in step G26, and the routine for determining the gear position and lock-up clutch state in step G27, and returns to step G26. Processing begins after G30. Further, if it is determined in step G23 that the time has elapsed after the time-up of the shift timer T4, and furthermore, it is determined that the time-up of the shift timer T5 has been up in step G24 and the time-up of the shift timer T3 is determined in step G25, since the shift operation is not currently in progress, step G26 The automatic transmission shift map and automatic transmission lock-up map are searched, and the gear stage and lock-up clutch state are determined in step G27, and the process starts from step G30.

Further, if it is determined in step G12 that the accelerator operation flag is set, and if it is determined in step G17 that the vehicle speed deviation is smaller than a predetermined threshold value, the accelerator operation flag is lowered in step G18, and the accelerator operation flag is set in step G19. 15
In step G20, the selection of the shift map for automatic shift constant speed running used during the automatic shift constant speed running control shown in the figure is selected as the lockup map for automatic shift constant speed running used during the automatic shift constant speed running control shown in FIG. is selected, and the elapsed time of the shift timer T4 is determined in step G23. Since before the time of the shift timer T4 expires, the shift operation is essentially not started, the routine from step G26 to step G27 is processed. When it is determined in step G23 that the time has elapsed after the time-up of the shift timer T4, the time-up of the shift timer T5 and the shift timer T3 is determined in step G24 and step G25, and if the time-up of the shift timer T5 and/or the shift timer T3 has not timed up. In this case, the routine of step G26 and step G27 is bypassed, and processing starts from step G30.

Further, when it is determined in step G23 that the time has elapsed after the time-up of the shift timer T4, and it is determined in step G24 and step G25 that the time-up of the shift timer T5 and the shift timer T3 has occurred, the shift map for automatic shift and the lock for automatic shift are determined in step G26. After searching the up map and determining the gear position and lock-up clutch state in step G27, the process starts from step G30.

Incidentally, this routine also performs the processing of the routine from step G19 to step G27 even if the accelerator operation is detected in step G13 and the variable is determined to be less than the threshold of the predetermined throttle opening sensor SS in step G14. Become.

Then, if it is determined in step G12 that the accelerator operation flag is set, and furthermore, if it is determined in step G17 that the vehicle speed deviation is larger than a predetermined threshold value, the routine from step G21 to step G27 is executed. .

That is, when the driver operates the accelerator due to a kickdown or the like, an accelerator operation flag is set in step G15, and then the flag is set only during automatic shift control in step G21 until the vehicle speed deviation becomes small in step G17. Select the shift map for automatic shift to be used in step G22.
Select the lock-up map for automatic gear shift to be used only during automatic gear shift control. When the vehicle speed deviation becomes smaller in step G17, the selection of the automatic speed change map for constant speed driving to be used during automatic speed constant speed driving control is performed in step G19, and the selection of the speed change map for automatic speed changing constant speed driving to be used during automatic speed changing constant speed driving control is selected in step G20. Select the lock-up map for constant speed driving.

Next, control of the lock-up clutch during constant speed driving control is started.

Checking the state of the ECT-A/D flag in step G30,
It is determined whether the automatic shift is under constant speed driving control, and when the constant speed driving control is being performed, it is determined in step G31 whether the vehicle speed deviation is greater than or equal to a predetermined threshold.When the vehicle speed deviation is greater than or equal to the predetermined threshold, automatic The transmission's torque converter function releases the lockup to increase the torque by 1q. That is, during constant speed driving control, the lock-up of the torque converter is released when a predetermined vehicle speed deviation becomes large regardless of the shift line. In step G33, a lock-up prohibition timer "l1m1J" is set to 5 seconds and started.

Further, when it is determined in step G30 that constant speed driving control is being performed, and it is determined in step G31 that the vehicle speed deviation is smaller than a predetermined threshold value, it is determined in step G34 whether the vehicle speed deviation is small enough to maintain the lock-up state, When the vehicle speed deviation is small, lockup is permitted in step G35.

Next, the actual gear shifting operation begins, and various timers are set to obtain the timing for gear shifting.

If it is determined in step G36 that a shift is necessary as a result of the processing in steps G23 and G24, the gear position to be shifted is set in step G38. Check whether the ECT-A/D flag is set in step G39, that is, whether automatic speed change constant speed driving control is in progress.
The state of the flag is determined, and when the ECT-A/D flag is not set, the set time limits of various shift timers during automatic shift control are searched in step G40, and the time up of the upshift delay timer T 1ml1l is determined in step G41. do. When the upshift delay timer T1m1l has timed up and it is determined in step G42 that the full shift timer T1 to T5 or the shift timer T1 is not operating at its initial value, the shift timer lower 1 to T5 is determined in step G43. Start. Also, step G3
As a result of the processing in step G23 and step G24 in step 6,
If it is determined that there is no need to shift, an upshift delay flag that delays the upshift operation for a certain period of time is lowered after the upshift is determined in step G37. Then, in step G44, it is determined whether the set time limits of the shift timers T1 to T5 have timed up, and when the set time limits of the shift timers T1 to T5 have timed up, in step G45, it is determined whether the set time limits of the upshift prohibition timer 7 iF■ have timed up. However, when the upshift prohibition timer TimI has exceeded the set time limit, it is further determined in step G46 whether an upshift is in progress, and when the upshift is in progress in step G46, the upshift is prohibited in step G47. Judging from the flag, if the upshift prohibition flag is not set, the gear position and lock-up clutch status are output in step G48. Further, if it is determined in step G46 that an upshift is not being performed, the gear position and the state of the lock-up clutch are outputted in step 048.

However, in step G44, when the set time limits of the shift timers T1 to T5 have not elapsed, and in step G45, before the set time limit of the upshift prohibition timer TimI has elapsed, it is determined that an upshift is in progress in step G46, and in step G47
When the upshift prohibition flag is set, the gear position and lock-up clutch status are not output.

Note that if it is determined in step G39 that the ECT-A/D flag is set, and furthermore, that the accelerator operation flag is set in step G49, the driver's kickdown operation is performed by rapidly opening the throttle. Since it is assumed that there is a request, etc., automatic shift control is performed, and the routine processing from step G40 to step G48 is performed.

When it is determined in step G39 that the ECT-A/D flag is set and the accelerator operation flag is lowered in step G49, it is determined in step G50 whether the gear shift is an upshift or a downshift.

In the case of a downshift, a downshift timer for constant speed running is searched for in step G60, and an upshift inhibition timer TimI is set and started in step G61.

At step G62, the upshift delay flag is lowered, and the routine from step G41 to step G48 is executed.

If the shift is determined to be an upshift in step G50, the upshift timer for constant speed running is searched in step G51, and after the upshift determination is made in step G52, an upshift delay flag is set to delay upshift I~ for a certain period of time. Determine whether you are standing. When the upshift delay flag is not set, the upshift delay timer Tim■ is set to 5 seconds in step G53, and the upshift delay timer T1 is set in step G54.
Start m1l.

Furthermore, in step G55, the current driving force TN is calculated,
Maximum driving force TN+1 after upshift in step G56
In step G57, the calculated current driving force TN is compared with the maximum driving force TN+1 after upshifting, and if TN < TN+1, an upshift prohibition flag is set to prohibit upshifting in step G58. .

When TN<TN+1, the upshift prohibition flag is lowered in step G59 to cancel the upshift prohibition. After the processing in step 058 or step G59, the routine processing from step G41 to step G48 is performed.

Note that the driving force is Drive car engine torque x gear ratio x reduction ratio ×Power transmission efficiency ×Torque converter torque conversion ratio ×loss correction coefficient It is expressed as

Next, throttle opening control is started to reduce shift shock when a shift occurs during constant speed running control. At the end of this process, the state of mode switching of the automatic transmission control means is checked.

It is determined in step G70 whether the accelerator operation flag is set, and when the accelerator operation flag is not set, it is determined in step G71 whether the ECT-A/D flag is set, and when the ECT-A/D flag is set, Furthermore, in step G72, it is determined whether gear shifting is in progress. That is, if the accelerator operation flag is set after entering the automatic shift constant speed driving control, it means that a kickdown request has been made. If the gear is currently being shifted, it is determined in step G73 whether a throttle hold flag is set to reduce the opening of the throttle during the gear shift. When the throttle hold flag is not set, in step G74, the throttle
In step G75, the current drive force TN is set, and in step G76, the throttle opening θN after the shift is set so that the drive force after the shift is closest to the current drive force TN.
Calculate. Then, in step G77, it is confirmed that the set time limit of the shift timer has not elapsed, that is, the shift period is in progress,
In step G78, the throttle opening degree θN is set,
In step G79, the duty ratio of the negative pressure actuator of the constant speed running control means is controlled to maintain the throttle opening θN. Then, in step G96, the resume switch R3 is turned off, and in step G97, the brake switch B is turned off.
S and parking switch PK are off, step G98
It is confirmed that the D range is selected, and further, step G9
When it is confirmed in step 9 that the travel speed is not less than 40 m/1, which is the lowest set travel speed for constant speed travel, the routine returns to step G2.

If it is not determined in step G72 that the gear is being shifted, it is determined in step G90 whether the constant speed running main switch ADS is on or off, and if the constant speed running main switch ADS is on, the current constant speed running speed is determined in step G91. It is set, but it is determined.

When the constant speed running set l~ switch SP or the resume switch R3 is turned on and the set vehicle speed is set to cera 1~, the constant speed driving cancel flag is lowered in step G92, and the constant speed driving cera 1~ flag is set. . When it is determined in step G93 that the ECT-A/D flag is set, constant speed driving control is entered in step G94. and,
Lower the throttle hold flag in step G95,
The routine processing from step G96 to step G100 is performed.

Note that in the initial stage when the constant speed running set flag is set in step G92, the ECT-A/D flag is not set in step G93, so steps G96 to G1 are performed.
00 routine processing is performed. Further, when the constant speed driving main switch ADS is turned off in step G90, the constant speed driving cancel flag is set in step G101, and the constant speed driving set flag is lowered, the routine processing in step G100 is performed from step G99. .

When the resume switch R8 is turned on in step G96, the constant speed driving cancel flag is lowered in step G102, and it is confirmed that the brake switch 83 and parking switch PK are turned on in step G97, or that the vehicle is not in the D range in step 098. If so, a constant speed running cancel flag is set in step G103. Then, in step G99, the lowest setting traveling speed for constant speed traveling is 4.
If it is determined that the speed is 0 Km/h or less, a constant speed running cancel flag is set in step G100, and after the constant speed running set flag is lowered, the process returns to the routine from step G2.

Also, if it is determined in step G77 that the set time limit of the shift timer has not yet elapsed, steps G90 to G1
00, performs routine processing.

That is, in order to enter automatic shift constant speed running control from automatic shift control, constant speed running main switch ADS is pressed in step G90.
is turned on, and when the constant speed running set switch SP or the resume switch R3 is turned on in step 91 and the set vehicle speed is set, the constant speed running set flag is set in step G92, and this is determined in step G4. However, when it is determined in step G5 that the shift timer has timed up, the ECT-A/D flag can be set in step G5. Then, in step G39, ECT-
The state of the A/D flag is judged, and when the ECT-A/D flag is set, the upshift timer for constant speed driving or the downshift timer for constant speed driving is selected, and in the case of upshifting, , determine whether the maximum driving force when upshifting is greater than or equal to the current driving force. Then, when it is confirmed in step 93 that the ECT-A and /D flags are set, automatic speed change constant speed running control can be entered.

Conversely, in order to enter automatic shift control from automatic shift constant speed running control, resume switch R3 is turned off in step G96, brake switch 83 or parking switch PK is turned on in step G97, and when not in D range in step G98, A high-speed driving cancel flag is set, and in step G99, the minimum set driving speed for constant-speed driving is set to 4Q.
If it is determined that the speed is less than Km/h, a constant speed running cancel flag is set, which is determined in step G7, and when it is determined that the time-up of the shift timer is up in step G8, the ECT-A/D flag is set in step G9. You can take it down. Then, in step G39, the state of the ECT-A/D flag is determined, and when the ECT-A/D flag is down, a shift timer for automatic shift control is selected, and further, in step G93, the ECT-A/D flag is When it is confirmed that the D flag is lowered, automatic shift control can be entered from automatic shift constant speed running control.

Further, regarding the routine of reducing the shift shock by lowering the duty ratio of the throttle control in the case of shifting during the automatic shift constant speed running control from step G72 to step G95 of the general flowchart, the general flowchart of FIG. This will be explained in detail using a general flowchart showing partial details.

By determining whether the shift timer is operating in step 1 (G72), step 2, and step 3, it is determined whether the shift is being changed. When the gear is not being shifted, constant speed driving control during automatic gear shift control is entered in step 4, and in step 5, the throttle hold flag for keeping the throttle opening constant during gear shifting is lowered.

Furthermore, when the shift timer is operating in steps 1, 2, and 3, the automatic transmission is in the process of shifting, so the shift shock reduction routine is entered.

That is, in step 6 it is determined whether the throttle hold flag is set, and when the throttle hold flag is down, a throttle hold flag is set in step 7, which means that the gear is being shifted. Set the current vehicle speed in register X, the current gear in register A, and the current throttle opening in register B. Then, in step 9,
Execute the "driving force calculation subroutine" explained in the figure to find the currently required driving force. In step 10, it is determined whether the downshift flag is set. When the downshift flag is down, the current gear in register A is upshifted by one gear in step 11, and then the current gear in register A is shifted up.
Store in. Further, when the downshift flag is set, the current vehicle speed in register A is downshifted by one stage and stored in register A in step 12. In step 13, the appropriate throttle opening degree is determined by executing the "throttle opening subroutine" explained in FIG. Then, the routine from step 1, step 2, step 3, and step 6 to step 13 and step 14 or the routine from step 1, step 2, step 3, step 6, and step 14 continues until the timer T4 becomes zero in step 14. Processing, step 1
When the timer T4 reaches zero in step 4, the throttle opening obtained by executing the "throttle opening subroutine" is set as the throttle opening control value THOUTt in step 17 until the timer T5 reaches zero in step 15. In step 18, the throttle opening control value THout
Based on this, duty ratio control is performed according to the throttle opening. Thereafter, when the timer T5 becomes zero in step 15, the thrower 1 to hold flags indicating that the gear is being shifted are lowered in step 16.

In addition, the speed change timers T1 to T5 accompanying the execution of the above routine
The timing operation is controlled by the evening and timing of the speed change operation in FIG. 10, and the time limits shown in the speed change timer table of the speed change timers T1 to T5 in FIG. 11.

The "driving force calculation subroutine" and the "throttle opening subroutine" for obtaining the throttle opening are executed as follows.

First, the "driving force calculation subroutine" for calculating the driving force in step 9 will be explained using FIG.

The drive horn table stored in memory is shown in Figure 12 (
As shown in the reference examples of the driving force tables in a) to (f),
Travel stage is 1 ('1st), 2 (2nd>, 3
It is divided into 4 groups (3rd>, 4 (4th)), and the running speed is 40km/h and 50km/h.
/h.

6QKm/h, 70Km/h, 80Km/h, 9
0Km/h, and the throttle opening θN is HO, TH.
1, TH2゜TH3, TH4, TH5, TH6, TH7
There are eight levels of opening, and a driving force value is set for each throttle opening.

First, in step S1, the current vehicle speed is divided by 10 and the value obtained by subtracting "4" from there is set in register X, which is an index register, in order to match the format of the table. For example, in the case of index O in (a) of Fig. 12, the value "Oj" obtained by dividing the current vehicle speed by 10 and subtracting "4" from it becomes index O.Similarly, in the case of index 1, In this case, index 1 is the value "1" obtained by dividing the current vehicle speed by 10 and subtracting "4" from there.

In step S2, the value of register X is saved.

If in step S3 the register X is larger than "5" and the upper limit data is not prepared in the table stored in the memory, "5" is set in the register B in step S8.

Further, if in step S4 the register X is lower limit data that is less than "O" and is not prepared in the table stored in the memory, then in step S9 the register B is set to "1'O".

If it is determined in step S3 and step S4 that register , the current driving force is searched, and the driving force obtained in step S5 is stored in register C in step S6. And step S2
The value of register X saved in step is returned, and this "driving force calculation length routine" is ended.

The "throttle opening subroutine" of FIG. 8, which increases the throttle opening by 1q in step 13, is executed as follows.

The "driving force calculation subroutine" in step 9 is executed, and the current driving force obtained in step S5 and stored in register C in step S6 is set as the current driving force TRQ in step U1. In step U2, set "-1" to register C that changes the gear stage, add "1" in step U3, and compare the magnitude of the driving force from "O" of the throttle opening in register B. Start. Naturally, in the initial stage, the throttle opening in register B is smaller than the maximum throttle opening TH)IAX in step U4, so the "driving force calculation subroutine" is executed in step U6, and the throttle opening is set to "0". Find the driving force. The driving force obtained in step U6 is compared with the current lower driving force RQ, and the throttle opening is increased by trl, 2.3. ...7
” and raise it. When the driving force determined in step U6 exceeds the current driving force TR0, this routine ends. Alternatively, when the throttle opening of register B becomes equal to or greater than the maximum throttle opening in step U4, step U
At step 5, "-1" is subtracted from the value of register B, and this routine ends.

That is, this "throttle opening degree subroutine" obtains a throttle opening degree that maintains the current torque in a downshifted or upshifted gear position.

As described above, the speed control device of this embodiment is an automatic shift control means that controls a torque converter with a direct coupling clutch according to a memory map that records a shift line for selecting a gear stage according to the rotational speed output and throttle opening. and a constant speed running control means that controls to maintain a predetermined set vehicle speed by controlling the throttle opening degree, the throttle of the constant speed running control means is In addition to fixing the opening, new shifting decisions are prohibited during the shifting operation during this period, and the timing for fixing the throttle opening of the constant speed driving control means is determined by the lock-up release of the direct clutch and the shifting by the torque converter. The timing includes the start. However, in the case where the lock-up of the direct coupling clutch is released before the gear change, only the timing setting can be made to fix the lock-up timing and the throttle opening.

Further, in the above embodiment, the throttle opening degree of the constant speed traveling control means that is fixed during the gear shifting operation of the automatic transmission control means is the throttle opening degree that is closest to the driving force in the current traveling state of upshifting or downshifting. Therefore, once a shift or downshift occurs,
Constant speed driving control can be maintained simply by adjusting the throttle opening at a predetermined upshift or downshift speed, resulting in good responsiveness and reduced shift shock. Furthermore, the number of upshifts or downshifts can be reduced compared to a case where the automatic shift control means and the constant speed travel control means are independently controlled. At this time, even if there is a change in the throttle opening of the fixed speed driving control means during the gear shifting operation of the automatic gear shifting control means, new gear shifting judgments are prohibited during this time, and until the shifting operation is completed. Since no new gear change judgment is made, there is no need to change gears inadvertently.

For example, as shown in the timing chart of the shift operation in FIG. 10, when the shift operation starts, the shift timer T4
Starting from the time-up of T3 and until the time-up of the shift timer T3, the gear position and lock-up clutch state corresponding to the existing vehicle speed are searched from the automatic shift shift map and the automatic shift lock-up map. ,
Since the process of determining whether or not the gear position and lock-up clutch state are appropriate according to the current vehicle speed is not performed based on the searched shift map for automatic shift and lock-up map data for automatic shift, when starting the shift operation, Even if the throttle opening degree is changed, the change in the throttle opening degree does not prompt a gear shift. Therefore, since the speed change operation is not performed continuously, the driving feeling is not deteriorated due to the speed change shock.

In the above embodiment, since the shift operation of the automatic shift control means is performed by delaying the lock-up release signal from the shift signal, the lock-up is released at the time of shift, and the torque converter is brought into a fluid-driven state. Depending on the state, torque fluctuations can be alleviated.

Further, the automatic shift control means for controlling the torque converter with a direct coupling clutch according to the above embodiment according to a memory map storing a shift line for selecting a gear stage according to the rotational speed output and the throttle opening is a known automatic transmission. It has a configuration corresponding to an independent automatic transmission control device including a control circuit for controlling the same, and a control circuit for controlling the same. In addition, the constant speed driving control means that controls the throttle opening to maintain a predetermined set vehicle speed means that it is possible to independently perform constant speed driving control by controlling the opening and closing of the throttle opening. It has a configuration corresponding to a known constant speed cruise control device.

Furthermore, in the embodiment described above, constant speed running control is performed by control mainly based on the automatic speed change control means, but when implementing the present invention, automatic Shift control may also be performed.

In the above embodiment, a case has been described in which the throttle opening control means for controlling the vehicle speed by controlling the throttle opening is used as a constant speed running control means. However, when implementing the present invention, the throttle opening It can be used for automatic start control.

[Effects of the Invention] As described above, the speed control device of the present invention comprises automatic transmission control means for controlling the gear position of an automatic transmission according to vehicle speed or rotational speed output, engine load or throttle opening; In a speed control device comprising a throttle opening control means for controlling a vehicle speed by controlling an opening, while the throttle opening control means is in operation, a new shift judgment is made at the time of a shift operation of the automatic shift control means. When performing constant speed driving control at a predetermined gear that has been upshifted or downshifted, control can be entered by simply adjusting the throttle opening. As a result, shift shock can be reduced, and the vehicle can travel more comfortably than when the automatic shift control means and the constant speed travel control means are independently controlled. Further, even if the throttle opening degree is changed at this time, a new shift judgment is prohibited during this time, and no new shift judgment is made until the shift operation is completed, so that there is no chance of an inadvertent shift.

[Brief explanation of the drawing]

FIG. 1 is a control circuit diagram constituting the electronic control means of a speed control device according to an embodiment of the present invention, FIGS. 2 to 6 are general flowcharts for controlling the speed control device of this embodiment, and FIG.
8 is a general flow chart showing partial details, FIG. 8 is a chart 70 of the "throttle opening subroutine" used in the embodiment of the present invention, and FIG. FIG. 10 is a timing chart of the speed change operation, FIG. 11 is a diagram showing an example of a speed change timer table for speed change timers T1 to T5 according to the embodiment of the present invention, and FIG. 12 is an example of a driving force table according to the embodiment of the present invention. FIG. 13 is a shift map for automatic shift according to an embodiment of the present invention, FIG. 14 is a lock-up map for automatic shift according to an embodiment of the present invention, and FIG. 15 is a shift map for automatic shift constant speed driving. , FIG. 16 is a lock-up map for automatic transmission constant speed driving, and FIG. 17 is a transmission map of a conventional automatic transmission control device. In the figure, CPU: Microcomputer, SPS: Shift position switch, SS: Throttle opening sensor, BS Nibrake switch, PK: Parking brake inch, SP Nijo set switch R8: Resume switch, ADS: Constant speed main switch , SLl, SL2: Shift solenoid, SL3: Lock-up solenoid, Rv: Release valve, Cv: Control valve, VP: Vacuum pump. In addition, in the figures, the same reference numerals and the same symbols indicate the same or equivalent parts.

Claims (5)

[Claims] (1) automatic transmission control means for controlling the gear position of the automatic transmission according to the vehicle speed or rotational speed output, engine load or throttle opening; and throttle opening control means for controlling the vehicle speed by controlling the throttle opening. In the speed control device, the throttle opening is changed during the gear shifting operation of the automatic gear shifting control means while the throttle opening control means is in operation, and a new gear shifting judgment is prohibited during the gear shifting operation during this period. A speed control device featuring: (2) The speed control device according to claim 1, wherein the throttle opening degree of the throttle opening degree control means is changed by fixing the throttle opening degree. (3) The throttle opening of the throttle opening control means that is changed during the gear shifting operation of the automatic transmission control means is the throttle opening that is closest to the driving force of the current driving state in the upshifted or downshifted gear position. The speed control device according to claim 1, characterized in that the speed control device has a speed control device. (4) The timing of changing the throttle opening of the throttle opening control means is a timing that includes unlocking of the direct coupling clutch and the start of a shift by the torque converter. speed control device. (5) During the shift operation, the timing includes the time from the start of changing the throttle opening of the throttle opening control means until the lock-up of the direct coupling clutch is entered. Speed control device.