JPH05322011A - Gear shift controller for automatic transmission - Google Patents

Abstract

(57) [Abstract] [Purpose] To prevent unnecessary engine braking when an upshift signal and a downshift signal are input at the same time. A shift control device for an automatic transmission A capable of selecting a manual shift mode in which a shift is instructed by an upshift signal or a downshift signal based on a manual operation, and is operated manually to output an upshift signal. Upshift switch 1, downshift switch 2 that is manually operated to output a downshift signal, and downshift shifting when the upshift signal and downshift signal from these switches 1 and 2 are simultaneously input The shift instruction means 3 that does not give an instruction.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission which is capable of selecting a manual shift mode for instructing a shift based on an upshift signal and a downshift signal based on a manual operation.

[0002]

2. Description of the Related Art An apparatus of this type is described in JP-A-2-8545 and JP-A-2-125174. That is, the automatic transmission is configured to change gears by appropriately changing the engaged / released states of clutches and brakes that change the transmission path of power in the gear train, and normally, vehicle speed, engine load (throttle opening), etc. The gear shift is performed according to the running state of the vehicle. However, the device described in the above publication switches the engaged / released state of the friction engagement device by a gear shift instruction signal based on a manual operation so that the gear shift is performed. It is configured. The shift mechanism switches between an automatic speed change mode that outputs a speed change instruction signal based on the running state of the vehicle and a manual speed change mode that outputs a speed change instruction signal based on a manual operation, and selects a travel range in the automatic speed change mode. In addition, the shift instruction operation is performed in the manual shift mode. More specifically, the groove that guides the shift lever to a position that sets the travel range in the automatic shift mode, such as the parking range position and the drive range position, and the shift lever that is formed in parallel with the groove and that extends from the drive range position And a groove for outputting an upshift signal and a downshift signal by moving and guiding the shift lever in the front-rear direction of the vehicle.
In this type of device, if a predetermined drive range is selected by positioning the shift lever inside the groove that selects the drive range in the automatic speed change mode, the shift speed corresponding to the drive state is automatically set. If the shift lever is tilted forward or backward inside the groove for the manual shift mode, the upshift signal or the downshift signal is output each time, and the shift position is one speed higher or one speed lower than the current shift speed. Instructing to shift to the low speed gear position.

[0003]

SUMMARY OF THE INVENTION The above-mentioned conventional device has a groove for selecting a driving range in an automatic shift mode,
Since it is necessary to provide a groove for performing an upshift operation and a downshift operation in the manual shift mode, there is a disadvantage that the device becomes large. This is because the conventional device uses one shift lever to select the range in the automatic transmission mode, the selection between the automatic transmission mode and the manual transmission mode, and the upshift operation and the downshift operation in the manual transmission mode. This is because it is configured to perform.

Therefore, there is provided a shift control device provided with a mechanism capable of performing an upshift operation and a downshift operation independently of a range selection operation in the automatic shift mode and a switching operation between the automatic shift mode and the manual shift mode. Conceivable.
With such a configuration, for example, an upshift operation and a downshift operation can be switch operations, so that the device can be downsized.

However, in the case where the upshift operation and the downshift operation are performed by the switch operation, the switching to the manual shift mode and the upshift and downshift shift instructions can be performed independently of each other. Therefore, for example, when one of the switches is operated, the other switch may be touched by a finger, and substantially the same situation may occur as when both switches are operated at the same time. In addition, the signals associated with operating these switches are held for a short period of time to check gear change permission conditions and gear change operations, so even if there is a slight difference in the switch operation timing, In the device that determines the signal input from each shift switch, both the upshift signal and the downshift signal are input. Therefore, if each shift signal is input substantially at the same time, if one of the gear shifts is instructed based on a slight difference in switch operation, for example, a downshift may occur, which gives the driver a feeling of strangeness. Or, there is a risk that the riding comfort will be impaired.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a shift control difference device in an automatic transmission in which a manual shift mode can be selected and which can prevent unnecessary downshift. It is a thing.

[0007]

The present invention has a structure shown in FIG. 1 in order to achieve the above object.
That is, according to the present invention, in a shift control device for an automatic transmission A capable of selecting a manual shift mode in which a shift is instructed by an upshift signal or a downshift signal based on a manual operation, the upshift signal is output by being manually operated. Upshift switch 1 and downshift switch 2 that is manually operated to output a downshift signal
And a gear shift instruction means 3 that does not give a gear shift instruction for downshifting when the upshift signal and the downshift signal from these switches 1 and 2 are simultaneously input. is there.

[0008]

The automatic transmission A, which is the subject of the present invention, can be switched to the manual shift mode.
A shift instruction is given by an upshift signal or a downshift signal based on a manual operation. The upshift signal is output by operating the upshift switch 1, and the downshift signal is output by operating the downshift switch 2. These shift signals are input to the gear shift instructing means 3, but if those shift signals are input to the gear shift instructing means 3 irrespective of before and after their generation, even if the downshift signal is generated first. The shift instruction means 3 does not instruct downshift. Therefore, engine braking and the accompanying braking will not occur.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a block diagram showing the basic construction of an embodiment of the present invention. ,
An automatic shift mode that sets the gear according to the running state,
It is configured so that a manual shift mode for setting a shift speed can be selected based on a manual operation. That is, the automatic transmission A includes the solenoid valves S1, S2, S3 for shifting, the line pressure solenoid valve SLT, and the lockup clutch solenoid valve SL in the hydraulic control device 10.
A manual valve (not shown) is provided by a shift device 13 in which the U and the accumulator back pressure solenoid valve SLN are controlled by an electronic control unit (ECU) 11 for an automatic transmission and operated by a shift lever 12.
Is operated to set a predetermined shift speed.

The shift device 13 includes a parking (P), a reverse (R), a neutral (N), a drive (D), a third speed hold ("3"), a second speed hold ("2"), and a second speed hold ("2"). The shift lever 12 selects each range position of the 1st speed holding (L) and a manual shift position (direct mode position: DM) which is set by shifting the first speed to the 4th speed by one step by manual operation. Is becoming Further, an upshift switch 14 and a downshift switch 15 are provided on the grip portion of the shift lever 12,
The switches 14 and 15 are provided at positions that are operated by different fingers and are connected to the electronic control unit 11.

The electronic control unit 11 is mainly composed of a central processing element (CPU), a storage element (ROM, RAM) and an input / output interface, and has a vehicle speed V, a throttle opening θ, a brake signal and a pattern. Various signals such as a select signal are input to control each shift solenoid valve S1, S2, S3 so as to set the shift stage according to the running state in the automatic shift mode, and in the manual shift mode, the upshift switch 14 The shift solenoid valves S1, S2, S3 of the hydraulic control device 10 are operated so as to be upshifted by one step each time the switch is operated once, and the downshift switch 15 is downshifted by one step each time the switch 15 is operated. Hydraulic control device 1
The zero shift solenoid valves S1, S2, S3 are operated.

When the upshift signal or the downshift signal is input, the electronic control unit 11 holds these signals for a predetermined time in order to confirm the shift instructions. Therefore, the upshift signal and the downshift signal may be input at the same time, but the control in that case is performed as described later. The shift positions of each range in the shift device 13 are arranged as shown in FIG.

FIG. 4 is a diagram showing a train of gear trains in the above-described automatic transmission A, and the hydraulic control device 10 for carrying out shifts in the automatic shift mode and the manual shift mode with respect to this gear train. The main circuit portion of is shown in FIG.

That is, the automatic transmission A shown in FIG. 4 includes a torque converter 21 having a lockup clutch 20.
A second speed change unit 30 having a set of planetary gear mechanisms, and a first speed change unit 40 that sets a plurality of forward speeds and reverse speeds by the two sets of planetary gear mechanisms.

The second transmission section 30 is for performing two-stage switching between high and low, and the carrier 31 of the planetary gear mechanism is connected to the turbine runner 22 of the torque converter 21, and the carrier 31 is also provided. Between the sun gear 32 and the sun gear 32, a clutch C0 and a one-way clutch Fo are provided in parallel relationship with each other.
A brake B0 is provided between the housing and the housing Hu.

The sun gears 41, 42 in each planetary gear mechanism of the first transmission portion 40 are provided on a common sun gear shaft 43, and in the planetary gear mechanism on the left side (front side) in the drawing of the first transmission portion 40. Ring gear 44 and second
A first clutch C1 is provided between the gear unit 30 and the ring gear 33, and a second clutch C2 is provided between the sun gear shaft 43 and the ring gear 33 of the second gear unit 30. The carrier 45 of the planetary gear mechanism on the left side of the drawing and the ring gear 46 of the planetary gear mechanism on the right side (rear side) of the first transmission unit 40 are integrally connected, and
The output shaft 47 is attached to the carrier 45 and the ring gear 46.
Are connected.

The first brake B1 which is a band brake is provided on the outer peripheral side of the clutch drum of the second clutch C2 so as to stop the rotation of the sun gear shaft 43, more specifically, the sun gear shaft 43 and the housing. A first one-way clutch F1 and a second brake B2 are arranged in series with Hu, and a second one-way clutch F2 with a carrier 48 and a housing Hu in the planetary gear mechanism on the rear side. The third brake B3 is arranged in parallel.

The automatic transmission A having the above gear train can set the first speed to the fourth speed at the forward speed, and among these, the first speed and the second speed are engine brakes in the automatic speed change mode. Does not work and it is necessary to apply the engine brake in the manual shift mode. Therefore, the hydraulic circuit shown in FIG. 5 is incorporated in the hydraulic control device 10.

The manual valve 100 switches the supply / discharge state of hydraulic pressure by moving the spool 101 by the shift device 13, and the line pressure P regulated by a primary regulator valve (not shown).
A line pressure oil passage 60 for supplying L is connected to the input port 102, and in the D range, the DM range, and the “3” range, the spool 101 is at the position shown in the drawing, and the input port 102 communicates with the D port 103. It is like this. In the S range, the spool 101 moves to the lower side of the figure and the input port 102 moves to the D port 103 and the S port.
Communicates with port 104, and spool 101 in L range
Moves further down and input port 102 becomes D port 10
3, the S port 104 and the L port 105 communicate with each other, and conversely, the spool 101 closes the input port 102 in the N range, the input port 102 communicates with the R port 106 in the R range, and the input port in the P range. When 102 is closed, another port is connected to the drain port.

The 1-2 shift valve 200 for shifting between the first speed and the second speed is a spool 2 having four lands.
01 and a spring 202 arranged at one end thereof, the control port 203 formed at the end opposite to the spring 202 is connected to the second solenoid valve S2, and when the second solenoid valve S2 is OFF. From the line pressure oil passage 61 to the strainer 62 and the orifice 63.
The line pressure PL supplied through the control port 203 is generated at the control port 203.

Below the control port 203 in the figure, the second coast port 204 which is opened and closed by the topmost land.
And the first brake port 20 that selectively communicates with the second coast port 204 and the drain port 205.
6 are formed in order, and the first brake port 206 is connected to the first brake port 206 via the second coast modulator valve 64.
Brake B1 is connected. Also drain port 20
5, a D port 207 connected to the D port 103 of the manual valve 100 is formed on the lower side in the figure,
A second brake B2 is connected to a second brake port 209 that selectively communicates with the D port 207 and another drain port 208. The other drain port 208
Further, another drain port 210 is formed on the lower side in the figure, and the third brake port 2 selectively communicated with the drain port 210 and the low coast port 211.
The third brake B3 is connected to 12. A hold port 213 is formed at the lowermost end where the spring 202 is arranged.

A 2-3 shift valve 300 for shifting between the second speed and the third speed has a spool 301 having six lands, and a spring 302 arranged at one end (lower end in the figure) of the spool 301. And a control port 303 formed at the end opposite to the spring 302 is connected to the first solenoid valve S1.
At the time of FF, the line pressure PL supplied from the D port 103 of the manual valve 100 through the strainer 65 and the orifice 66 is generated at the control port 303.

The 2-3 shift valve 300 includes a first drain port 304 and a brake port 3 in order from the top of the drawing.
05, the first D port 306 is formed, and the brake port 305 is connected to the second coast port 204 of the 1-2 shift valve 200, and the brake port 305 is connected to the first drain port 304 and the first drain port 304.
It is adapted to selectively communicate with the D port 306. Hold output port 30 following the above port
7, the input port 308, the clutch port 309, and the second drain port 310 are formed in order, and when the first drain port 304 and the brake port 305 are in communication, the first D port 306 and the hold output port 30.
7, the input port 308 and the clutch port 309 communicate with each other, and the brake port 305 is the first D port 30.
6, the hold output port 307 and the input port 308, and the clutch port 309 and the second drain port 310 are in communication with each other.

Further, a brake port 311 and a second D port 312 are sequentially formed following the second drain port 310, and when the clutch port 309 is in communication with the input port 308, the second drain port 310 is connected to the brake port 311. To the clutch port 30
The brake port 311 and the second D port 312 communicate with each other when 9 communicates with the second drain port 310. Furthermore, a hold port 313 is formed at the lowermost end where the spring 302 is arranged.

The second clutch C2 is connected to the clutch port 309, while the 1-2 shift valve 2 is connected.
00 hold port 213 and this clutch port 30
9 and 9 are connected. Further, the brake port 311 is connected to the low coast port 211 of the 1-2 shift valve 200 via the low coast modulator valve 67. Further, the hold port 313 is connected to the L port 105 of the manual valve 100, and in the L range, the spool 301 is held at the pushed up position as shown in the right half of the figure.

The 3-4 shift valve 400 is controlled by the hydraulic pressure sent from the second solenoid valve S2 and the hold output port 307 of the 2-3 shift valve 300,
The second gear shifting unit 30 is configured to carry out gear shifting, and includes a spool 401 having four lands formed therein and a spring 402 arranged at one end thereof, and an end opposite to the spring 402. Control port 4 formed on
03 is connected to the second solenoid valve S2 similarly to the control port 203 of the 1-2 shift valve 200 described above, and the hold port 404 formed at the end where the spring 402 is arranged has a 2-3 shift. It is connected to the hold output port 307 of the valve 300.

In this 3-4 shift valve 400, the second solenoid valve S2 is OFF and the control port 40
3 when the line pressure PL is applied, the input port 405 connected to the line pressure oil passage 61 is connected to the brake B0.
Is connected to the brake port 406 connected thereto, and conversely, when the pressure is exhausted from the control port 403 or the hydraulic pressure is applied to the hold port 404, the input port 405 is connected to the clutch C0. It communicates with the clutch port 407.

A first clutch C1 is connected to the D port 103 of the manual valve 100, and an oil passage extending from the first clutch C1 to the first and second D ports 306 and 312 of the 2-3 shift valve 300. In the middle of 68, in order to apply the engine braking in the first speed and the second speed in the manual shift mode, in other words, to prevent the engine braking in the first speed and the second speed in the automatic shift mode. The coast brake cut-off valve 500 is provided.

This is the first of the 2-3 shift valve 300 and the clutch port 501 connected to the first clutch C1.
And a brake port 502 connected to the second D ports 306 and 312, and has a spool 504 that is pressed in one direction by a spring 503 and an end where the spring 503 is arranged. The hold port 505 formed in the section is connected to the S port 104 of the manual valve 100 via the overdrive (O / D) lockout valve 600, and the control formed at the opposite end. Port 506 is connected to the third solenoid valve S3. The third sonoid valve S3 is provided in the oil passage 71 connecting the first clutch C1 and the control port 506 via the strainer 65 and the orifice 70, and closes the drain port in the OFF state to close the control port 50.
The line pressure PL is generated at 6 and the drain port is opened in the ON state to discharge the pressure from the control port 506.

The O / D lockout valve 600 controls the position of the valve body 601 by the line pressure PL acting on the control port 602 and the spring 603 which opposes this control pressure, so that the output port 604 becomes the input port. It is configured to selectively communicate with the drain port 606 and the drain port 606. That is, the valve body 601 is one in which the outer diameter of the middle portion is smaller than the outer diameters of both end portions, and when the valve body 601 compresses the spring 603 and is pushed down as shown in the right half of FIG. , Output port 604
And the input port 605 communicate with each other through a gap on the outer peripheral side of the valve body 601, and when the valve body 601 is pushed up to the position shown in the left half of FIG. 5, the input port 605 is closed and the output Port 604 is drain port 6
Connect to 06.

The output port 604 is provided with a hold port 505 of the coast brake cutoff valve 500.
, The input port 605 is connected to the S port 104 of the manual valve 100, and the control port 602 is connected to the first solenoid valve S1.

The above solenoid valves S1, S2, S
Since 3 is turned on or off as shown in FIG. 6, in the 1-2 shift valve 200, the spool 201 is pushed down as shown in the right half at the first speed, and at other forward speeds, the spool 201 is not shown. In the 2-3 shift valve 300, the spool 301 is pushed up in the first and second gears as shown in the right half of the figure, and in the third and fourth gears, the spool 301 is pushed up. 301
Is pushed down as shown in the left half of the figure, and in the 3-4 shift valve 400, the spool 401 is pushed up as shown in the right half of the figure in the first to third speeds, and left in the figure in the fourth speed. Pushed down as shown in half. as a result,
As shown in FIG. 6, each friction engagement device is engaged or disengaged to set each shift speed.

Incidentally, FIG. 6 is an operation table, and ○ indicates ON for solenoid valves, engagement indicates for friction engagement device, and X indicates OF for solenoid valves.
F, the friction engagement device indicates release.

Here, the first speed and the second speed in the manual shift mode will be described in particular. When setting these shift speeds, the third solenoid valve S3 is turned on.
Pressure is exhausted from the control port 506 of the coast brake cutoff valve 500, and its spool 504 is pushed up by the spring 503 to the position shown in the left half of the figure. As a result, since the clutch port 501 and the brake port 502 are in communication with each other, the line pressure P is applied to the first D port 306 and the second D port 312 of the 2-3 shift valve 300.
L is supplied. On the other hand, in the 2-3 shift valve 300, when setting the first speed and the second speed, the first solenoid valve S1 is turned on and the pressure is exhausted from the control port 303.
Along with that, the spool 301 is pushed up to the position shown in the right half of the figure, so that the first D port 306 communicates with the brake port 305 and the second D port 312 communicates with the brake port 311. That is, the line pressure PL is supplied to the second coast port 204 and the low coast port 211 of the 1-2 shift valve 200 connected to the brake ports 305 and 311 respectively.

In the 1-2 shift valve 200, when the first speed, the second solenoid valve S2 is turned off and the hydraulic pressure is supplied to the control port 203, whereby the spool 2 is moved.
01 is pushed down to the position shown in the right half of the figure, so that the low coast port 211 communicates with the third brake port 212, and as a result, the third brake B connected here.
Hydraulic pressure is supplied to 3 and it engages. That is, in the gear train shown in FIG. 4, the third brake B3, which is in parallel with the second one-way clutch F2, is engaged, so that the rotation of the carrier 48 in both forward and reverse directions is blocked, and the engine brake is applied. You can

Further, in the 1-2 shift valve 200, in the second speed, the second solenoid valve S2 is turned on to exhaust the pressure from the control port 203, and the spool 201 is pushed up to the position shown in the left half of the figure. Therefore, the second coast port 204 communicates with the first brake port 206, and as a result, the first brake B1 connected thereto is engaged. That is, in the gear train shown in FIG. 4, by engaging the first one-way clutch F1 and the first brake B1 in parallel with the second brake B2, the sun gears 41, 42 of the first speed change unit 40 are operated. Rotation in both forward and reverse directions is blocked, and engine braking can be activated.

The automatic transmission A having the gear train shown in FIG. 4 and the hydraulic circuit shown in FIG. 5 can perform the gear shift in the automatic gear shift mode and the gear shift in the manual gear shift mode as described above. Selection of each shift speed in the switching and manual shift modes is performed by the shift device 13 described above. That is, if the shift lever 12 is used to select the D range, the "3" range, or the "2" range,
If the gears are automatically set to the respective shift speeds based on the running state such as the vehicle speed and the throttle opening, and the shift lever 12 is set to the direct mode position DM, a direct mode signal is output from a switch (not shown). When the upshift switch 14 or the downshift switch 15 is operated with, the electronic control unit 11 is so arranged that the upshift or downshift is performed one step each time.
Are solenoid valves S1, S2, S of the hydraulic control device 10.
A signal is output to 3 to output a gear shift command signal to the gear position which is one speed higher or lower than the current gear.

Since the shift switches 14 and 15 described above are basically operated individually, they generally do not output signals at the same time, but because of the structure, they can be operated simultaneously, so that they may be operated erroneously. Shift switch 1
4, 15 may output signals at the same time. Further, the signals from these shift switches 14 and 15 are held for a predetermined period of time in order to determine the state thereof and the state of permission of gear shifting, so that the electronic control unit 11 is provided with the shift switches 14 and 15. Even if there is a slight time lag in the ON operation of, the state of simultaneous input occurs. In such a case, the electronic control unit 11 does not downshift in order to avoid an unnecessary engine braking state. The control is as shown in the flowchart of FIG.

That is, first, the device is initialized in step 1, and then in step 2, the accelerator operation amount θ, the vehicle speed V,
The input processing of the shift position signal from the shift device 13, the manual shift signal from the upshift switch 14 and the downshift switch 15, the shift pattern select signal, and the like is performed. Step 3 following this
Then, it is judged whether the manual shift mode (that is, the direct mode) is selected, and the judgment result is "no".
If so, the control process returns and also “yes”
If so, proceed to step 4 and upshift switch 1
It is determined whether or not the upshift signal accompanying the operation of 4 is input.

If the upshift signal is input, it is determined in step 5 whether the downshift signal associated with the operation of the downshift switch 15 is input, and if the determination is "yes". For example, the current gear stage is maintained without executing the gear shift (step 6).

If the result of the determination in step 5 is "NO" and only the upshift signal is input, the process proceeds to step 7 and the upshift is executed. Further, if the result of the determination in step 4 is "NO" and the upshift signal is not input, it is determined in step 8 whether or not the downshift signal is input,
If the downshift signal is not input, the control process returns, and if it is determined that the downshift signal is input, the downshift is executed in step 9.

As described above, the upshift switch 14
Since the shift signal associated with the operation of the downshift switch 15 and the downshift switch 15 is held for a predetermined time, the step 4
There are three modes in which the determination results of step 5 and step 5 are both "yes", as shown in FIGS. 8A, 8B, and 8C. That is, when the shift switches 14 and 15 are turned on at the same time as shown in FIG. 8A, the upshift switch 14 is turned on immediately after the downshift switch 15 is turned on as shown in FIG. 8B. Is a case where the down shift switch 15 is turned on immediately after the up shift switch 14 is turned on as shown in FIG. 8C. In any of these cases, the shift control device does not output the shift command signal and maintains the current shift speed (third speed in the example of FIG. 8).

It should be noted that the above-mentioned device is capable of operating when an upshift signal and a downshift signal are simultaneously input.
Since the basic action is not to perform the downshift, the upshift may be performed as necessary, for example, when the downshift signal is input immediately after the upshift signal is input, that is, In the case shown in FIG. 8C, the upshift may be executed. The state of performing such control is shown in FIG.
Is indicated by a broken line.

The present invention can be applied to an automatic transmission having a gear train other than the gear train shown in FIG. 4 and a hydraulic circuit other than the hydraulic circuit shown in FIG.

[0045]

As described above, according to the shift control device of the present invention, when the upshift signal and the downshift signal are input at the same time, the downshift is not performed, so that unnecessary engine braking works. Therefore, it is possible to prevent the passenger from feeling uncomfortable or impairing the riding comfort.

[Brief description of drawings]

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

FIG. 2 is a block diagram showing a basic configuration of an embodiment of the present invention.

FIG. 3 is a diagram showing the position of each range in the shift device.

FIG. 4 is a skeleton diagram showing a gear train of an automatic transmission according to an embodiment.

FIG. 5 is a hydraulic circuit diagram showing a part of a hydraulic circuit in the embodiment.

FIG. 6 is an engagement operation table of the friction engagement device.

FIG. 7 is a flowchart showing a control routine by the apparatus of the embodiment.

FIG. 8 is a diagram schematically showing a state in which an upshift signal and a downshift signal are being input at the same time, and a state of a shift stage in that case.

[Explanation of symbols]

 1 Up-shift switch 2 Down-shift switch 3 Shift instruction means A Automatic transmission

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takayuki Okada 1 Toyota-cho, Toyota-shi, Aichi Toyota Automobile Co., Ltd. (72) Inventor Takeshi Inuzuka 10 Takane, Fujii-cho, Aichi-ken Aisin AW Incorporated (72) Inventor Masashi Hattori 10 Akane Takane, Fujii-cho, Aichi Aisin AW Co., Ltd.

Claims (1)

[Claims] 1. A shift control device for an automatic transmission, which is capable of selecting a manual shift mode in which a shift is instructed by an upshift signal or a downshift signal based on a manual operation, and is manually operated to output an upshift signal. A shift switch, a downshift switch that is manually operated to output a downshift signal, and a gearshift instruction that does not give a downshift gearshift instruction when an upshift signal and a downshift signal from these switches are simultaneously input. And a means for controlling a shift of an automatic transmission.