JPH07127720A - Transmission control device for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To optimize transmission control at the time of deceleration by automatically performing transmission control in accordance with transmission pattern based on transmission gear, vehicle speed, gradient resistance relevant value on a running road surface at the time of deceleration of the vehicle, and thereby preventing unexpected fluctuation of an acceleration ratio accompanied with unexpected transmission. CONSTITUTION:In a vehicle, torque of an internal combustion engine 1 is transmitted to an output shaft 11 through a torque converter 3 and a transmission gear mechanism 4 composing an automatic transmission 2. Speed of the vehicle is detected by a vehicle speed sensor 7 based on a rotary speed of the output shaft in the automatic transmission 2. A range position of a shift selector 4a and a transmission gear position of the transmission gear mechanism 4 are respectively detected by switches 8a, 8b, while an acceleration ratio of the vehicle and a rolling resistance are detected. A control unit 50 computes gradient resistance of a running road surface based on the respective detected signals. Automatic transmission control is performed in accordance with transmission pattern based on the transmission gear, vehicle speed and gradient resistance relevant value at the time of deceleration of the vehicle.

Description

Detailed Description of the Invention

[0001]

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

[0002]

2. Description of the Related Art In general, an automatic transmission with a torque converter for a vehicle equipped with an internal combustion engine is adapted to automatically shift gears based on a preset shift pattern according to the running state of the vehicle. . That is, the shift pattern for setting the shift speed according to the vehicle speed and the engine load (for example, throttle opening) is stored in the storage means of the control unit, and the shift is controlled according to this shift pattern. In addition,
Normally, the shift pattern is set such that, as long as the vehicle speed is the same, the smaller the engine load is, the higher the shift is likely to be.

[0003]

However, in such a conventional automatic shift control device, for example, when a vehicle is descending a hill, the throttle opening is upshifted in response to a driver's deceleration request in which the throttle opening is fully closed. As a result, the deceleration effect of the engine brake is not sufficiently exerted, which leads to deterioration of vehicle drivability and eventually overload of the foot brake.

Therefore, for example, in Japanese Patent Publication No. 4-60257, a torque sensor detects the magnitude of the negative torque transmitted from the vehicle drive wheel side to the engine side, and shift control is performed based on the magnitude. Something that is supposed to be done is proposed. However, this type of vehicle has the problems that if there is a reverse input from the driving wheel side when traveling on an irregular road, erroneous detection is likely to occur and careless gear shifting is likely to occur, and that the torque sensor is expensive. It was

Further, in Japanese Patent Publication No. 4351/1992, the engine generated torque is calculated based on the throttle opening and the engine speed, and the calculated generated torque, vehicle acceleration, vehicle weight, and It has been proposed that the vehicle running resistance is calculated based on the above, and the shift control is performed based on the vehicle running resistance. However, in this case, in the non-lockup state of the torque converter, that is, in the state where a slip (rotational speed difference) occurs between the engine rotation and the automatic transmission to which the engine rotation is input, the vehicle running resistance The gear shift control could not be satisfactorily carried out because was not calculated correctly.

More specifically, the torque converter generally has the characteristics shown in FIG. 14, and the transmission efficiency η in the non-lockup state is not 100%. However, in the above Japanese Patent Publication No. 4-4351, the vehicle running resistance is R = T.G.1 / r-.alpha.m R: vehicle running resistance, T: engine torque, G: gear ratio, r:
Since the tire radius, α: vehicle acceleration, m: vehicle weight are calculated, the transmission efficiency η is small at the time of non-lockup, so the calculated vehicle running resistance is correctly calculated with respect to the actual vehicle running resistance. Therefore, there arises a problem that the shift control cannot be performed well.

The present invention has been made in view of such a conventional situation, and the shift control of an automatic transmission for a vehicle, which can optimize the shift control at the time of deceleration, thereby improving the drivability of the vehicle. The purpose is to provide a device.

[0008]

Therefore, as shown in FIG. 1, the present invention provides a shift control device for an automatic transmission in a vehicle in which an automatic transmission with a torque converter is connected to an output shaft of an engine. A vehicle deceleration state detecting means A for detecting a deceleration state, a gear stage detecting means B for detecting a gear stage,
Engine load detection means C for detecting the engine load, output shaft rotation speed detection means D for detecting the rotation speed of the output shaft of the torque converter, and output of the torque converter based on the output shaft rotation speed of the torque converter and the engine load Output shaft torque detecting means E for detecting the axial torque, vehicle speed detecting means F for detecting the vehicle speed, vehicle acceleration detecting means G for detecting the acceleration of the vehicle, and rolling resistance detection for detecting the rolling resistance of the vehicle based on the vehicle speed. Means H, a gradient resistance equivalent value computing means I for computing a gradient resistance equivalent value of the vehicle running road surface based on the output shaft torque of the torque converter, the gear ratio based on the shift speed, the rolling resistance, and the vehicle acceleration. When the deceleration state of the vehicle is detected, it automatically changes according to the deceleration shift pattern set based on the gear position, the vehicle speed, and the slope resistance equivalent value. A deceleration shift control means H for controlling and configured with a.

The output shaft torque detecting means E may have a function of detecting the output shaft torque of the torque converter in the lockup state of the torque converter.

[0010]

According to the present invention having such a configuration, when the vehicle is decelerated, the gradient resistance equivalent value is calculated based on the output shaft torque of the torque converter, the gear ratio based on the gear position, the rolling resistance, and the vehicle acceleration. The gear shift control is performed so that the acceleration of the vehicle always has a predetermined value based on the gear position, the vehicle speed, and the gradient resistance equivalent value. This prevents an inadvertent change in vehicle acceleration due to an inadvertent shift during deceleration, thereby optimizing vehicle drivability during deceleration.

That is, when the gradient resistance equivalent value is calculated, the torque of the output shaft of the torque converter, that is, the input shaft to the transmission gear mechanism of the automatic transmission is used.
Even when the torque converter is in the non-locked-up state, it is possible to obtain an accurate value corresponding to the gradient resistance, and thus it is possible to perform the shift control during deceleration. Therefore, the conventional example (Japanese Patent
However, it is possible to solve the problem in the case where the vehicle running resistance is calculated based on the torque generated by the engine, that is, the problem that good shift control cannot be performed in the non-lockup state, such as Japanese Patent No. 4351).

Even when the torque converter is in the lockup state, the output shaft torque of the torque converter can be detected based on the output speed of the torque converter and the engine load, as in the non-lockup state. Therefore, even in the lockup state, the shift control during deceleration similar to the above can be performed.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 2, the engine 1 is connected to the automatic transmission 2 so that the generated torque is transmitted to vehicle drive wheels (not shown). The automatic transmission 2 includes a torque converter 3 for inputting the torque generated by the engine 1 through a fluid.
And a multi-stage speed change gear mechanism 4 for inputting the output of the torque converter 3 and changing and outputting the same, and a hydraulic mechanism (not shown) for driving these.

A plurality of solenoid valves (not shown) are incorporated in the hydraulic mechanism of the speed change gear mechanism 4. By switching the combination of opening and closing of the plurality of solenoid valves, each of the speed change gear mechanism 4 has a built-in solenoid valve. The combination of engagement and disengagement of the clutches is switched so that the gear can be shifted to a desired gear. Here, regarding the general operation of the transmission gear mechanism 4 of the automatic transmission 2,
Description will be made with reference to FIGS. 10 to 13.

A. D (drive) range or 1st speed of 2nd speed range (see Fig. 10) When the throttle opening is large such as during acceleration, forward clutch 12 and forward one-way clutch
13 and the low one-way clutch 14 are actuated to prevent the rear internal gear 17 from reversing. During steady state / coasting, the rear internal gear 17 rotates forward, so the forward one-way clutch 13 becomes free and idle, and the driving force is not transmitted between the output shaft 11 and the input shaft 10. ,
The engine brake does not work.

During deceleration, overrun clutch
The forward one-way clutch 13 is regulated from idling by engaging 15 (ON), but the low one-way clutch 14 becomes idling and idling, so the driving force between the output shaft 11 and the input shaft 10 is increased. Is not transmitted, the engine braking does not work.

B. In the D range or the 2nd speed range (see Fig. 11) During acceleration, the forward clutch 12 is engaged, and the front planet carrier 16 and the rear internal via the forward one-way clutch 13・ Gear 17
And are connected. The driving force is transmitted from the input shaft 10 to the rear sun gear 18, and the rear planetary gear is
The carrier 19 and the front internal gear 20 are normally rotated at the same speed.

Further, since the band brake 21 acts and the front sun gear 22 is fixed,
The rear internal gear 17 is normally rotated via the planet carrier 16 and the forward clutch 12 and the forward one-way clutch 13 connected to the planet carrier 16. Therefore, the speed is increased by the amount by which the rear internal gear 17 rotates as compared with the case of the first speed.

During normal operation / coasting, the forward internal one-way clutch 13 is free and idling because the rear internal gear 17 is rotating normally, and the output shaft 11 and the input shaft 10 are not rotated. Since the driving force is not transmitted, engine braking does not work. When the overrun clutch 15 is engaged during deceleration, the forward one-way clutch 13 is prevented from idling, and the output shaft 11 and the input shaft are
Since the driving force will be transmitted between 10 and, the engine braking will be effective.

C. 3rd speed in the D range (see Fig. 12) During acceleration, the high clutch 23 is engaged and the input shaft 10 and the front planet carrier 16 are connected. Further, the forward clutch 12 and the forward one-way clutch 13 operate to connect the front planet carrier 16 and the rear internal gear 17.

The driving force is transmitted from the input shaft 10 to the rear sun gear 18 and the rear internal gear 17, and the rear sun gear 18 and the rear internal gear are transmitted.
Gear 17 rotates at the same speed. Therefore, the rear planet carrier 19 also rotates forward together with the rear sun gear 18 and the rear internal gear 17. During normal operation / coasting, the rear internal gear 17 rotates in the forward direction, so the forward one-way clutch 13 becomes free and idle, and the driving force is not transmitted between the output shaft 11 and the input shaft 10. So
The engine brake does not work.

When the overrun clutch 15 is engaged during deceleration, the forward one-way clutch
Since the reverse rotation of 13 is regulated and the driving force is transmitted between the output shaft 11 and the input shaft 10, the engine braking becomes effective. d. In the 4th speed of the D range (see Fig. 13) During acceleration, the high clutch 23 is engaged and the input shaft 10 and the front planet carrier 16 are connected. In addition, the brake band 24 acts and the front
Secure Sun Gear 22. The forward clutch
Although 12 is also engaged, it does not contribute to the driving force transmission because it is idling with the forward one-way clutch 13.

The driving force is applied from the input shaft 10 to the front planetary gear by the action of the high clutch 23.
It is transmitted to the carrier 16. When the front planet carrier 16 rotates in the forward direction, the front sun gear 22 is fixed by the brake band 24, so that the front internal gear 20 is speeded up and the forward rotation is performed in the output shaft 11 connected thereto. It will be transmitted in.

Since the one-way clutches 13 and 14 are not used to transmit the driving force during coasting and deceleration, the driving force is transmitted between the output shaft 11 and the input shaft 10, so that the engine braking is effective. It has become. The ON / OFF control of the plurality of solenoid valves for changing the speed of the speed change gear mechanism 4 is performed by the CPU,
It is performed based on a control signal from a control unit 50 including a microcomputer including a ROM, a RAM, an A / D converter, an input / output interface, and the like.

The overrun clutch 15 is engaged (ON) by opening (ON) the overrun solenoid valve 5 incorporated in the hydraulic mechanism (not shown) based on a signal from the control unit 50. As a result, the engine brake can be applied during deceleration as described above. The shift control performed by the control unit 50 will be described below.

Signals from various sensors are input to the control unit 50. As various sensors, a throttle sensor 6 as an engine load detecting means that outputs an output signal according to the throttle opening TVO, and a vehicle speed V by detecting the rotation speed of the output shaft (output shaft 11) of the automatic transmission 2 are detected. A vehicle speed sensor 7 as a vehicle speed detecting means, a range switch 8a for detecting a range position of the shift selector 4a, an inhibitor switch 8b as a gear position detecting means for detecting a gear position of the transmission gear mechanism 4, and a foot brake ON. A brake switch 9 that emits a signal is provided.

The control unit 50 includes vehicle acceleration detecting means, output shaft rotational speed detecting means, output shaft torque detecting means, rolling resistance detecting means, gradient resistance equivalent value detecting means,
It also has a function as a shift control means during deceleration. The shift control according to this embodiment will be described in detail with reference to the flowchart shown in FIG.

Step 1 (indicated as S1 in the figure).
The same applies hereinafter. ) Reads input signals from various sensors. In step 2, ON from the brake switch 9
It is determined whether or not a signal is input. If YES, the process proceeds to step 5 and the previous vehicle speed V is changed to the current vehicle speed V.
Then, the previous vehicle acceleration α is set as the current vehicle acceleration α, and the process proceeds to step 7. If NO, go to step 3.

In step 3, it is judged whether or not the brake switch 9 was ON at the time of executing the flow last time. YE
If S, the process proceeds to step 4, where the current vehicle speed V is the current vehicle speed V, and the previous vehicle acceleration α is the current vehicle acceleration α.
Then, the process proceeds to step 7. If NO, step 6
Go to. In step 6, the acceleration α of the vehicle is calculated based on the current and previous vehicle speeds V.

The step 6 constitutes vehicle acceleration detecting means. In step 7, the input shaft (output shaft of the torque converter) to the speed change gear mechanism 4 is determined from the relationship between the rotation speed of the output shaft (output shaft 11) of the automatic transmission 2 detected by the vehicle speed sensor 7 and the current shift speed. That is, the rotation speed Nt of the input shaft 10 is calculated.

The step 7 constitutes the output shaft rotation speed detecting means of the torque converter. In step 8, the calculated input shaft rotation speed Nt and throttle opening TVO
The input shaft torque Tt previously set and stored based on
Is determined with reference to FIG. The step 8 constitutes the output shaft torque detecting means of the torque converter. When the torque converter 3 is in the lockup state, it is desirable to provide a map that can search the input shaft torque Tt based on the lockup state.

In step 9, the rolling resistance of the vehicle, which is preset and stored based on the vehicle speed V, is determined with reference to FIG. The step 9 constitutes rolling resistance detecting means. In step 10, the gradient resistance equivalent value sin θ is calculated based on the following equation. sin θ = [Tt · Gr / r− ( _RL + W · α / g)] /
W Tt: Input shaft torque, Gr: Gear ratio, _RL : Rolling resistance, r: Tire radius, α: Vehicle acceleration, g: Gravity acceleration, W: Vehicle weight Step 10 is a gradient resistance equivalent value calculating means. Constitute.

In step 11, the throttle opening TVO
Is below a predetermined value. If it is less than the predetermined value, it is determined that the vehicle is in a decelerating state, and the process proceeds to step 12. On the other hand, if it is larger than the predetermined value, the process proceeds to step 13. The step 11 constitutes a vehicle deceleration state detecting means. Step
At 13, it is determined whether or not the state in which the throttle opening TVO is larger than the predetermined value has continued for a predetermined time. If YES, it is determined that the vehicle is not in the deceleration state, and the routine proceeds to step 18 in order to perform the normal shift control. On the other hand, if NO, it is determined that the vehicle is in a decelerating state, and the process proceeds to step 12. The step 13 is for preventing deterioration of the drivability of the vehicle due to the speed change control during deceleration of the vehicle and the speed change control during normal traveling being immediately switched by the driver's unnecessary accelerator tilt or the like. It is a thing. Of course, the vehicle deceleration state detection means may be configured to include the step 13.

In step 12, it is determined whether or not the current range is the D range, based on the signal from the range switch 8a. If YES, go to step 14, NO
If so, the routine proceeds to step 18 in order to carry out normal shift control. In step 14, it is determined whether or not the current gear position is the second speed or higher based on the signal from the inhibitor switch 8b. If YES, go to step 15,
If NO, step to execute normal shift control.
Proceed to 18.

In step 15, it is determined whether the vehicle speed V is a predetermined value or more based on the signal from the vehicle speed sensor 7. Y
If ES, step to perform shift control during deceleration
Proceed to 16. If NO, the routine proceeds to step 18 in order to carry out normal shift control so that engine stall and jerky feeling in the front-rear direction of the vehicle do not occur. In step 16,
Based on the gradient resistance equivalent value sin θ obtained in step 10 and the current vehicle speed V, reference is made to a deceleration shift pattern map (for example, FIGS. 4, 5 and 6) previously set and stored in the ROM, Engage the gear and overrun clutch 15 (O
N) Search whether or not to do.

Here, the shift pattern map during deceleration according to this embodiment will be described with reference to FIGS. Figure 4
When the current gear is 2nd speed and the vehicle is in the running state in the area in the figure, the gradient resistance equivalent value sin θ is considered to be large on the minus side (for example, the downgradient is large), and the gear is set to 2nd gear. In addition to maintaining the above, the above-mentioned overrun clutch 15 is actuated to strongly apply the engine brake so that the acceleration of the vehicle approaches zero.

When the vehicle is in the region, the gradient resistance equivalent value sin θ is smaller in the minus side than in the region (for example, the downward gradient is small). Therefore, the present state, that is, the second speed and the overrun clutch 15 is in the OFF state (normally). Immediately after shifting from the running state to the deceleration state), if that state is maintained, and if the second speed and the overrun clutch 15 are turned on as described above, the state is maintained and the careless overrun clutch 15 is maintained. While preventing the deterioration of vehicle drivability (hunting or the like) due to ON / OFF of, the acceleration α of the vehicle is made to approach 0.

When in the region, the gradient resistance equivalent value si
If nθ is smaller (downhill gradient is smaller) and the vehicle is in the second speed, the vehicle will be decelerated too much and the driver will feel a brake. Therefore, in order to prevent this, upshift to the third speed and The overrun clutch 15 is turned on to weaken the effect of engine braking so that the vehicle acceleration α approaches zero.

When the vehicle is in the region, for example, when the downward gradient is smaller than that in the region, and in such a case, the feeling of braking becomes larger than in the region, and in order to prevent this, upshift to the fourth speed is performed. Then, reduce the effectiveness of engine braking. As mentioned above, 4
At high speed, the one-way clutches 13 and 14 are not used, so even if the overrun clutch 15 is not operated,
The engine brake is working.

In this way, the vehicle acceleration α during deceleration
By performing the gear shift control so that the value approaches 0, the deterioration of the drivability of the vehicle during deceleration is prevented. Next, a case where the current gear is the third speed will be described with reference to FIG. If the current gear is in the third speed and the gradient resistance equivalent value sin θ is in the large negative side, for example, assuming that the downgrade is large, the gear is downshifted to the second gear and the overrun Turn on the clutch 15,
Try to apply the engine brake strongly.

When in the region, the gradient resistance equivalent value si
Since n θ is not so large on the minus side, the overrun clutch 15 is turned on so that the engine brake is effective while maintaining the current gear position. When the vehicle is in the region, the gradient resistance equivalent value sin θ is small, so if the current state, that is, the third speed and the state in which the overrun clutch 15 is OFF (immediately after shifting from the normal running state to the deceleration state), that state , If the third speed and overrun clutch 15 are turned on in the region, maintain that state,
The acceleration α of the vehicle is made to approach 0 while preventing deterioration of vehicle drivability (hunting or the like) due to careless ON / OFF of the overrun clutch 15.

When in the region, the gradient resistance equivalent value si
Since n θ is sufficiently small, the feeling of braking becomes greater than in the region. To prevent this, upshift to 4th gear, weaken the effect of engine braking, and make the vehicle acceleration close to 0. To do. In this way, the acceleration α of the vehicle is maintained at 0 to prevent deterioration of the drivability of the vehicle during deceleration.

Next, the case where the current gear is the fourth speed will be described with reference to FIG. When the current gear stage is the fourth speed and the gradient resistance equivalent value sin θ is in the large negative side, for example, the downward gradient is large,
While downshifting to the 2nd speed, the overrun clutch 15 is turned on so that the engine brake is applied strongly.

When in the area (10), the gradient resistance equivalent value
Since sin θ is not so large as compared with the range, the shift stage is downshifted to the third speed and the overrun clutch 15 is turned on to weaken the effect of engine braking compared with the range. In the range (11), the gradient resistance equivalent value sin θ is sufficiently small, so that the current state, that is, the fourth speed is maintained, the effect of engine braking is further weakened, and the acceleration α of the vehicle approaches 0. To do.

In this way, the acceleration α of the vehicle is maintained at 0 to prevent deterioration of the drivability of the vehicle during deceleration. In step 17, the plurality of solenoid valves and the overrun solenoid valve 5 are drive-controlled in accordance with the search result in step 16 to perform shift control during deceleration.

On the other hand, in step 18, the shift speed is searched according to the shift pattern in the normal state (see FIG. 7). In step 19, the plurality of solenoid valves are drive-controlled based on the search result in step 18, and shift control during normal traveling is performed. As described above, according to the present embodiment, when the vehicle is decelerated, the gradient resistance equivalent value sin θ and the vehicle speed V
Based on the above, the shift control is performed so that the acceleration of the vehicle becomes 0. Therefore, it is possible to prevent an inadvertent change in the vehicle acceleration due to an inadvertent shift during deceleration as in the conventional example. It is possible to prevent deterioration of vehicle drivability.

In particular, in this embodiment, the slope resistance equivalent value sin
When calculating θ, the torque Tt of the output shaft of the torque converter, that is, the input shaft 10 of the transmission gear mechanism 4 is used. Therefore, even when the torque converter is not locked up,
An accurate gradient resistance equivalent value sin θ can be obtained, and thus a good speed change control during deceleration can be performed. That is, as in the conventional example (Japanese Patent Publication No. 4-4351), a problem in the case where the vehicle running resistance is calculated based on the torque generated by the engine, that is, a non-lockup state (a state where slippage occurs in the torque converter) In (), it is possible to solve the problem that good shift control cannot be performed.

As already described in step 13, when the input shaft torque Tt is obtained, if the torque converter 3 is in the lockup state, the input shaft torque Tt is obtained from the lockup map. Of course,

[0049]

As described above, according to the present invention,
During deceleration of the vehicle, the output shaft of the torque converter, that is, the gradient resistance equivalent value is obtained based on the torque of the input shaft to the transmission gear mechanism of the automatic transmission, and based on the gradient resistance equivalent value and the vehicle speed, Since the shift control is always performed so that the vehicle acceleration is a predetermined value, it is possible to prevent an inadvertent change in the vehicle acceleration due to an inadvertent shift during deceleration, and thus The drivability of the vehicle can be optimized.

If the output shaft torque detecting means has a function of detecting the output shaft torque of the torque converter in the lockup state of the torque converter, the shift control during deceleration similar to the above is performed even in the lockup state. be able to.

[Brief description of drawings]

FIG. 1 is a block diagram according to the present invention.

FIG. 2 is an overall configuration diagram of an embodiment according to the present invention.

FIG. 3 is a flowchart illustrating shift control in the above embodiment.

FIG. 4 is a diagram showing a shift pattern at the time of deceleration when the shift stage is the second speed.

FIG. 5 is a diagram showing a shift pattern at the time of deceleration when the shift stage is the third speed.

FIG. 6 is a diagram showing a shift pattern at the time of deceleration when the shift stage is the fourth speed.

FIG. 7 is a diagram showing a shift pattern during normal traveling.

FIG. 8: Input shaft rotation speed Nt and throttle opening TVO
Showing the relationship between input shaft torque Tt and

FIG. 9 is a diagram showing a relationship with vehicle speed V and rolling resistance _RL .

FIG. 10 is an explanatory diagram of the operation of the transmission gear mechanism 4 (at the first speed in the D range).

FIG. 11 is an explanatory diagram of the operation of the transmission gear mechanism 4 (at the second speed in the D range).

FIG. 12 is an explanatory diagram of the operation of the transmission gear mechanism 4 (at the third speed in the D range).

FIG. 13 is an operation explanatory view of the speed change gear mechanism 4 (at the fourth speed in the D range).

FIG. 14 is a characteristic diagram of the torque converter.

[Description of symbols] 1 engine 2 automatic transmission 3 torque converter 6 throttle sensor 7 vehicle speed sensor 8a inhibitor switch 10 output shaft of torque converter 50 control unit

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Claims (2)

[Claims] 1. A shift control device for an automatic transmission in a vehicle in which an automatic transmission with a torque converter is connected to an output shaft of an engine, a vehicle deceleration state detecting means for detecting a deceleration state of the vehicle, and a shift for detecting a shift stage. Stage detection means, engine load detection means for detecting the engine load, output shaft rotation speed detection means for detecting the rotation speed of the output shaft of the torque converter, torque based on the output shaft rotation speed of the torque converter and engine load Output shaft torque detection means for detecting converter output shaft torque, vehicle speed detection means for detecting vehicle speed, vehicle acceleration detection means for detecting vehicle acceleration, and rolling resistance detection for detecting rolling resistance of the vehicle based on vehicle speed Means, the output shaft torque of the torque converter, the gear ratio based on the shift speed, the rolling resistance, and the vehicle acceleration based on the vehicle speed. And slope resistance equivalent value calculating means for calculating a gradient resistance equivalent value line road surface, when the deceleration state of the vehicle is detected, and the gear position, the vehicle speed,
A shift control device for an automatic transmission for a vehicle, comprising: a deceleration shift control means for automatically performing shift control according to a deceleration shift pattern set based on a gradient resistance equivalent value. 2. The vehicle automatic vehicle according to claim 1, wherein the output shaft torque detecting means of the torque converter has a function of detecting the output shaft torque of the torque converter in the lockup state of the torque converter. Gear change control device for transmission.