JP2000127801A - Shift control device of vehicular automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly complete shifting with a little shift shock in a shift control device of a vehicular automatic transmission which is provided with an engine and a motor generator connected thereto. SOLUTION: This device is provided with a determination means (step 320) which determines whether shifting in an automatic transmission is carried out or not, a determination means (step 330) which determines a state of a vehicle as a driving state, a driven state, or a obscure state where the vehicle can not be clearly determined between in the driving state and in the driven state, and a means which can control input shaft torque of the automatic transmission by means of a motor generator. When shifting in the automatic transmission is determined to be carried out and the vehicle is determined to be in the blurry state where the vehicle can not be clearly determined between in the driving state and in the driven state, the motor generator provisionally changes the input shaft torque to transit the vehicle into either the drive state or the driven state for performing shifting (step 350-370).

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 of a vehicle including an engine and a motor generator connected to the engine via a power distribution mechanism.

[0002]

2. Description of the Related Art Conventionally, in a vehicle provided with an engine and a motor generator connected to the engine via a power distribution mechanism, when the vehicle stops and a predetermined stop condition is satisfied, the engine is automatically stopped. A vehicle configured to save fuel, reduce exhaust emissions, reduce noise, and the like has been proposed and is already in practical use (for example, Japanese Patent Application Laid-Open No. 8-14076).

More specifically, the engine is automatically stopped when predetermined stop conditions such as zero vehicle speed, accelerator off, and brake on are detected.

Further, when the condition for restarting the engine is satisfied, the engine is restarted immediately.

[0005] In order to achieve a specific shift of the automatic transmission, it is often necessary to simultaneously engage and disengage the two friction engagement devices (so-called clutch-to-clutch shift). In this case, if the synchronization and disengagement of the respective friction engagement devices are not properly synchronized, the gear train of the automatic transmission instantaneously becomes rigid or neutral, and the output shaft torque is reduced. There is a possibility of a sudden descent or an engine blow-up.

[0006]

However, as shown in FIG. 2, depending on the running state of the vehicle, it is not always possible to clearly distinguish between the driven state and the driven state on the input shaft of the automatic transmission. That is, there is a region where there is almost no driving force from the driving source side and the current turbine rotation speed is maintained.

In an ambiguous region to which neither driving nor driven is applied, a good shift feeling can be obtained by applying any of the conventional driving and driven control for clutch-to-clutch shifting. Can not.

In particular, in the case of clutch-to-clutch shifting, it is extremely difficult to control the shifting in a region where the driving and the driven are not clear.

For example, in the case of an upshift from the second speed to the third speed, this is realized by releasing the second speed side clutch and engaging the third speed side clutch. Then, since the input shaft of the automatic transmission is about to increase in speed, the release of the clutch on the second speed stage causes the input shaft to further increase in speed with the synchronous rotation speed of the second speed stage. By the engagement of the side clutch, the speed is reduced to the lower third speed synchronous rotation speed.

Therefore, if the release is performed immediately (since the hydraulic pressure on the engaging side does not rise immediately), the engine easily blows up. Have to do it. Of course, if it is too late, there will be a problem that locking will occur.

On the other hand, in the driven state, since the input shaft of the automatic transmission is about to decelerate, when the second speed side clutch is released, the input shaft is shifted from the second speed synchronous rotation speed to the third speed lower. It shifts naturally to the stage synchronous rotation speed as it is.

Therefore, control is performed so that the third speed side clutch can be engaged when the input shaft rotation speed has decreased to the third speed speed synchronous rotation speed as a result of the release.

As described above, since the control schedules for the driving state and the driven state are completely different, a problem that the actually executed control is not always appropriate in an ambiguous region is likely to occur.

[0014] Generally, the boundary between driving and driven greatly varies depending on the inclination of the road surface, the direction of the wind, the variation in engine torque due to the change in the intake air temperature, and the like. However, it is difficult to make an accurate determination, and the shift may be executed with the drive / non-drive area being ambiguous.

The present invention has been made in view of such a conventional problem, and always assumes a pre-established state even when it is in an ambiguous state in which it is not possible to clearly discriminate between the driving state and the driven state. It is an object of the present invention to provide a shift control device for an automatic transmission capable of executing a shift as scheduled in a given situation and completing the shift quickly and with a small shift shock.

[0016]

SUMMARY OF THE INVENTION The present invention comprises an engine,
A shift control device for an automatic transmission of a vehicle including a motor generator coupled to the engine via a power distribution mechanism, a means for determining whether or not a shift of the automatic transmission occurs; Means for determining whether the input shaft is in a driving state, a driven state, or an ambiguous state in which the driving state and the driven state cannot be clearly determined, and a torque of the input shaft of the automatic transmission. Control means for increasing / decreasing by the motor generator, wherein it is determined that a shift of the automatic transmission occurs, and it is determined that the vehicle is in an ambiguous state in which it cannot be clearly determined whether the vehicle is in a driven state or a driven state. Sometimes, the torque of the input shaft of the automatic transmission is temporarily changed by the motor generator to shift the input shaft to either the driving state or the driven state. It was by executing the shift of the automatic transmission on, in which the above-mentioned problems are eliminated.

In the present invention, when it is detected that the input shaft is in an ambiguous state such that it cannot be clearly determined whether the input shaft is in the driven state or the driven state, the input torque of the automatic transmission is temporarily reduced by using the motor generator. This is changed so as to forcibly shift to either the driving state or the driven state.

Although various methods can be considered as a method for shifting to the driving state or the driven state, in the present invention,
Particular attention was paid to the function of the motor generator.

That is, the control methods for changing the input shaft torque of the automatic transmission by changing the output torque of the engine itself have disadvantages in controllability.

For example, the method of controlling the amount of intake air (the method of increasing or decreasing the throttle opening) can change the torque between the increasing side and the decreasing side, and has the advantage that no particular problem occurs in the exhaust system. , Slow response speed. Therefore, this method is not always suitable for use with this kind of shift control.

On the other hand, for example, the method using ignition retardation has no problem in terms of response speed, but the so-called "afterburning" increases, so that the temperature of the exhaust system is likely to rise, which is accompanied by the deterioration of exhaust gas components. Therefore, there is a problem that the load of the catalyst increases drastically. Therefore, when driving in a mountainous area or when the driver intentionally moves the accelerator, it is not possible to cope with the busy shift, and there is a possibility that the output change must be stopped.

On the other hand, the output change by the motor generator has no problem in terms of responsiveness and no problem in the exhaust system. Further, a torque can be arbitrarily added in the plus direction and the minus direction, and the added torque amount (limit amount) can be set finely (in real time). Further, since the control amount can be accurately grasped and set, there is an advantage that the feedback control can be easily executed.

In this manner, the output torque of the power generation source including the engine and the motor generator is temporarily changed, and if the vehicle shifts to the driving state or the driven state, the driving state is shifted to the driving state. In some cases, the shift is performed in a driving state according to a preset shift control method. In addition, when the state is shifted to the driven state, the speed is changed according to a preset shift control method in the driven state.

As a result, the automatic transmission can execute the shift according to the assumed schedule, and can complete the shift very quickly and with a small shift shock.

It should be noted that the output change during gear shifting by the motor generator is not limited to control in such an ambiguous region because of the above-mentioned characteristics, and the durability of the clutch is not limited to power-on upshifts and power-on downshifts. The so-called “engine torque down control at the time of shifting”, which is conventionally performed for improving and reducing shift shock, can be used as an alternative to the output reduction means (instead of reducing the engine output). Item 2).

[0026]

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

In this embodiment, in a vehicle drive system as shown in FIG. 2, the engine is automatically stopped when a predetermined stop condition is satisfied, and the automatic stop is performed when a predetermined restart condition is satisfied. The restarted engine is restarted. At this time, the forward clutch (predetermined clutch) is engaged simultaneously with the restart of the engine.

In FIG. 2, reference numeral 1 denotes an engine mounted on a vehicle, and 2 denotes an automatic transmission. The engine 1 has a motor generator 3 functioning as a motor and a generator for restarting the engine 1, a clutch 26 constituting a power distribution mechanism on a crankshaft 1 a of the engine 1,
They are connected via a chain 27 and a speed reduction mechanism R.
Note that the engine starter may be provided separately from the motor generator 3, and the starter and the motor generator 3 may be used together when starting the engine, or the starter may be used exclusively at extremely low temperatures.

The speed reduction mechanism R is of a planetary gear type and has a sun gear 3
3, including a carrier 34, a ring gear 35, and a brake 3
1. It is incorporated between the motor generator 3 and the clutch 28 via the one-way clutch 32.

The oil pump 19 for the automatic transmission 2 is directly connected to the crankshaft 1 a of the engine 1 via clutches 26 and 28. The automatic transmission 2 is provided with a known forward clutch C1 that is engaged during forward traveling.

Reference numeral 4 denotes an inverter electrically connected to the motor generator 3. The inverter 4 varies the supply of electric energy from the battery 5 as a power source to the motor generator 3 by switching, thereby varying the rotation speed of the motor generator 3. Further, switching is performed such that electric energy is charged from motor generator 3 to battery 5. Further, in order to realize the present invention, a plus or minus torque is applied to the input shaft 130 of the automatic transmission 2 through the motor generator 3 during the clutch-to-clutch shift in the ambiguous region. The driving and driven states of the input shaft 130 are clarified.

Reference numeral 7 denotes a controller for controlling the connection and disconnection of the clutches 26, 27 and 28, the switching control of the inverter 4, the control of the air conditioner (auxiliary equipment such as the like) 41, and the like. Further, a signal of the switch 40 and a signal of the shift lever 44 in the automatic stop traveling mode (eco-run mode) are input to the controller 7. Arrow lines in the figure indicate each signal line. The control 7 is linked to an ECU (electronic control device) 80 that controls the engine, the automatic transmission, and the like.

Next, a specific example of the automatic transmission system in the automatic transmission 2 will be described.

The shift control of the automatic transmission 2 includes a one-way clutch shift using a well-known one-way clutch, and a clutch-to-clutch shift that directly engages / disengages the clutch without using the one-way clutch.

Although the one-way clutch shift has the advantage of simple control, the fact that the use of a one-way clutch inevitably increases the cost and the weight of the one-way clutch requires the use of a one-way clutch as much as possible. For this reason, in recent years, attention has been paid to a technique for achieving a shift by a clutch-to-clutch due to an improvement in the pressure adjustment accuracy of hydraulic control.

In the present embodiment, the present invention works particularly effectively because an automatic transmission for performing a clutch-to-clutch shift is employed. However, the present invention provides an automatic transmission for performing a clutch-to-clutch shift. The present invention is not particularly limited to a gear, but can be applied to a gearshift using the above-described one-way clutch.

FIG. 3 is a skeleton diagram of the automatic transmission 2.

The automatic transmission 2 includes a torque converter 1
11, a sub transmission unit 112 and a main transmission unit 113.

The torque converter 111 has a lock-up clutch 124. The lock-up clutch 124 is provided between a front cover 127 integrated with the pump impeller 126 and a member (hub) 129 integrally mounted with the turbine runner 128.

The crankshaft 1 a of the engine 1 is connected to a front cover 127. Turbine runner 128
Is connected to the carrier 1 of the overdrive planetary gear mechanism 131 constituting the subtransmission portion 112.
32.

In the planetary gear mechanism 131, a clutch C0 and a one-way clutch F0 are provided between the carrier 132 and the sun gear 133. The one-way clutch F0 is engaged when the sun gear 133 rotates forward relative to the carrier 132 (rotation in the rotation direction of the input shaft 130).

On the other hand, a brake B0 for selectively stopping the rotation of the sun gear 133 is provided. Further, a ring gear 134 which is an output element of the auxiliary transmission section 112 is connected to an intermediate shaft 135 which is an input element of the main transmission section 113.

When the clutch C0 or the one-way clutch F0 is engaged, the auxiliary transmission portion 112
Since the whole of the shaft 31 rotates integrally, the intermediate shaft 135 is rotated.
Rotate at the same speed as the input shaft 130. Also, brake B
In a state where the rotation of the sun gear 133 is stopped by engaging 0, the ring gear 134 is accelerated with respect to the input shaft 130 and rotates forward. That is, the sub-transmission portion 112 is set to the high-low 2
Stage switching can be set.

The main transmission section 113 has three sets of planetary gear mechanisms 140, 150 and 160, and these gear mechanisms 140, 150 and 160 are connected as follows.

That is, the sun gear 141 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are integrally connected to each other, and the ring gear 143 of the first planetary gear mechanism 140 and the sun gear 151 of the second planetary gear mechanism 150 are connected. Carrier 1
52 and the carrier 162 of the third planetary gear mechanism 160 are connected. The output shaft 170 is connected to the carrier 162 of the third planetary gear mechanism 160. Further, a ring gear 153 of the second planetary gear mechanism 150 is connected to a sun gear 161 of the third planetary gear mechanism 160.

In the gear train of the main transmission portion 113, one reverse speed and four forward speeds can be set, and a clutch and a brake for this purpose are provided as follows.

That is, the ring gear 153 of the second planetary gear mechanism 150 and the sun gear 161 of the third planetary gear mechanism 160
A forward clutch C1 is provided between the
In addition, the sun gear 141 of the first planetary gear mechanism 140 and the second
A clutch C2 is provided between the sun gear 151 of the planetary gear mechanism 150 and the intermediate shaft 135 to be engaged in the reverse gear.

A brake B1 for stopping the rotation of the sun gears 141 and 151 of the first planetary gear mechanism 140 and the second planetary gear mechanism 150 is provided. A one-way clutch F1 and a brake B2 are arranged in series between the sun gears 141 and 151 and the casing 171. The one-way clutch F1 is adapted to be engaged when the sun gears 141 and 151 try to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 135).

Carrier 142 of first planetary gear mechanism 140
A brake B3 is provided between the motor and the casing 171. Also, the ring gear 1 of the third planetary gear mechanism 160
A brake B <b> 4 and a one-way clutch F <b> 2 are arranged in parallel between the casing 171 and the brake B <b> 4 as elements for stopping the rotation of 63. The one-way clutch F2 is adapted to be engaged when the ring gear 163 attempts to rotate in the reverse direction.

Each clutch and brake (friction engagement device)
Are engaged or released by the solenoid valves S1, S2, S3, S4, SLN, SLT,
The SLU is executed by being driven and controlled based on a command from an ECU (electronic control device) 80.

Here, S1, S2, and S3 are solenoid valves for shifting, S4 is a solenoid valve for operating an engine brake, SLN is a solenoid valve for controlling accumulator back pressure, SLT is a solenoid valve for controlling line pressure, and SLU is a lock. 3 shows an up solenoid valve.

The ECU 80 is linked to the controller 7 for the motor generator 3 described above, receives signals from various sensor groups 90, controls solenoid valves and the like, and controls each clutch and brake (friction engagement device). Can be engaged or released. In FIG. 4, the mark 係 合 indicates the engaged state, the mark ◎ indicates the engaged state only when the engine brake is to be secured, the mark △ indicates the engaged state irrespective of the power transmission, and the blank indicates the released state. FIG.
As is apparent from FIG. 2, in the automatic transmission 2, for example, the shift between the second speed and the third speed is achieved by the clutch-to-clutch shift of the brakes B2 and B3.

FIG. 6 shows the input / output relationship of signals to the ECU 80.

Various signals shown on the left side of the figure (engine rotation speed NE, engine water temperature, signals relating to the state of the ignition switch, and the state of charge SO of the battery are provided to the ECU 80).
C, headlight status signal, defogger O
N / OFF signal, air conditioner ON / OFF signal, vehicle speed,
AT oil temperature, shift position signal, side brake O
An N / OFF signal, a signal of a sensor of the turbine rotational speed NT of the torque converter, a catalyst temperature, an accelerator opening signal, a signal of a crank position, a signal of a foot brake depression force sensor, etc.) are input. In addition, the ECU 80 sends various signals (ignition signal, injection signal, signal to the starter, signal to the motor generator controller 7, signal to the reduction gear, signal to the AT solenoid, signal to the AT line pressure control solenoid on the right side of the figure. , A signal to the ABS actuator, a signal to the automatic stop control execution indicator 81, and a signal to the automatic stop control non-execution indicator 82).

This embodiment has such a configuration.
Automatic stop control is performed when a predetermined engine stop condition is satisfied, and when a predetermined restart condition is satisfied,
Restart the engine immediately.

For reference, the stop conditions of the engine 1 in this embodiment are "vehicle speed is zero", "accelerator off", "brake on", and "the shift position is a driven position". The restart condition is when any one of the engine stop conditions is not satisfied.

FIG. 7 shows the accelerator signal, the regenerative amount of the motor generator, the engine rotational speed NE, and the engagement state of the lock-up clutch 124 along the time axis.

At time t1, it is assumed that the automatic transmission has been determined to shift from the second speed to the third speed. In this case, when it is determined that the vehicle is in an ambiguous state in which the driving state and the driven state cannot be clearly determined, the vehicle is fixed (shifted) to one of the “driving state” and the “driven state”.
Therefore, in the present embodiment, the torque of the input shaft of the automatic transmission is forcibly brought into the driven state by increasing the regenerative amount (regenerative torque) of the motor generator 3. Therefore, as shown in FIG. Control is performed to give a negative (minus) torque.

Since a shift shock occurs during shifting, the present embodiment further reduces the shock by releasing or semi-engaging the lock-up clutch of the automatic transmission. By the way, when the lock-up clutch is controlled to be released or semi-engaged, the state is changed from a mechanically connected state to a state in which power is transmitted through oil, and this changes into a "drive" and a "driven" state of the vehicle. May have an effect. Therefore, while taking this effect into account,
In order to prevent it from becoming "driven state" more than necessary,
From the time t2, the regenerative amount of the motor generator is feedback-controlled based on the engine speed NE and the turbine speed NT. Thereafter, at time t3 when the lock-up clutch is completely disengaged and half-engaged, in order to further reliably maintain the vehicle in the driven state, the negative regeneration is further performed by KT2 (for a margin) from this marginal state. A torque is applied, and a shift command is issued at time t4.

After the shift command, the engine speed NE starts to decrease from time t5 with the start of the inertia phase. At the time t6, the regenerative amount is returned to the regenerative amount before the shift, and at the time t8 after the time t7 when the engine speed NE becomes the synchronous rotational speed of the third speed, the return of the regenerative amount is completed, and the shift is ended. . After the shift is completed, the lock-up clutch is re-engaged if conditions such as the vehicle speed and the engine speed NE are satisfied.

It is to be noted that the feedback control of the regeneration amount immediately after the above-described shift determination is completed before the inertia phase is started. Further, the example of shifting from the second speed to the third speed has been described above, but the present invention is not limited to this speed change.

The operation of this embodiment will be described based on the control flow of FIG.

In this embodiment, the clutch-to-
The present invention is applied when a shift from the second speed to the third speed, which is a clutch shift, is executed.

In step 300, various input signals are processed.

In step 320, it is determined from a shift map of the vehicle speed and the throttle opening by a known method whether or not a shift from the second speed to the third speed, which is a clutch-to-clutch shift, occurs. .

If it is determined in step 320 that a clutch-to-clutch shift from the second speed to the third speed occurs, the process proceeds to step 330, where the current vehicle running state is input to the automatic transmission 2. It is determined whether the shaft 130 is in a driving state, a driven state, or an ambiguous state in which neither the driving state nor the driven state can be clearly determined. This determination can be made, for example, based on whether the accelerator opening is within a predetermined range. Alternatively, this determination is made based on the vehicle speed and the throttle opening as shown in FIG.
May be performed according to a map as shown in FIG.

If it is determined in step 330 that the driving state is not within the ambiguous area, the process proceeds to step 340, and if the driving state is a (clear) driving state, it is determined according to a schedule preset for the driving state. Is executed in accordance with the input torque of. When it is determined that the vehicle is in the (clear) driven state, the clutch-to-clutch shift is executed according to the degree of the driven at that time according to a schedule preset for the driven state. (See FIG. 4).

On the other hand, if it is determined in step 330 that the vehicle state is an ambiguous state in which the driving state and the driven state cannot be clearly determined on the input shaft 130, the routine proceeds to step 350, where the input shaft torque is reduced by the motor generator. The state is temporarily changed by the MG to shift to either the driving state or the driven state, and fixed to either the clear driving state or the driven state.

The clear drive / driven selection / fixing is performed by selecting the closer of the estimated value of the input torque of the motor generator MG estimated in step 320 between the driven and driven,
This is performed by applying a positive or negative torque (for example, the aforementioned torque KT1) to the motor generator.

In step 360, the engine speed N
Based on E and the turbine rotation speed NT, it is determined whether or not the region is completely distinguishable between driving and driven. At this time, if the area is not the area that can be reliably determined, the process returns to step 350 again, and a positive or negative torque is added to the motor generator MG so that the motor generator MG can be clearly distinguished (feedback control).

In the present embodiment, since the torque on the input shaft during shifting is adjusted by the motor generator, not only the electronic throttle valve is unnecessary, but also the addition of torque in the plus direction and the minus direction. Since the motor generator MG is a motor, the control amount can be determined with good responsiveness and finely, and the control amount can be accurately grasped, so that the feedback control can be easily performed.

After it is discriminated whether the input torque in the ambiguous region is completely driven or driven, the process proceeds to step 370, and a further margin of torque (for example, the aforementioned torque KT2)
In accordance with the schedules set in advance exclusively for the driving state and the driven state.
Execute the clutch shift.

The torque adjustment on the input shaft of the automatic transmission by the motor generator is not limited to the control in such an ambiguous region of the clutch-to-clutch control. Change control "can be applied as an alternative to the torque changing means.

[0074]

According to the present invention, the shift can be executed as expected in a situation always assumed in advance, and the shift can be completed quickly and with a small shift shock, and a good shift feeling can be obtained. The excellent effect that can be obtained is obtained.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an example of control contents of an automatic transmission of a vehicle according to the present invention.

FIG. 2 is a system configuration diagram of a vehicle engine drive device to which the present invention is applied.

FIG. 3 is a skeleton diagram showing an outline of the automatic transmission.

FIG. 4 is a diagram showing an engagement state of each clutch of the automatic transmission and showing a determination at the time of shifting of the automatic transmission according to the present embodiment.

FIG. 5 is a diagram showing an area in a driving state, an area in a driven state, and an ambiguous area which is not associated with any of the driving state according to the embodiment;

FIG. 6 is a diagram showing a relationship between input and output signals with respect to an ECU (electronic control device) of the embodiment.

FIG. 7 is a diagram illustrating an accelerator signal, a motor generator regeneration amount, an engine rotation speed NE, and an engagement state of a lock-up clutch along a time axis of the embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Automatic transmission 3 ... Motor generator 4 ... Inverter 5 ... Battery 19 ... Oil pump 42 ... Eco-run switch 44 ... Shift lever 45 ... Shift position sensor 47 ... Engine cooling water temperature sensor 49 ... Engine rotation speed sensor 80 ... ECU R: Reduction mechanism

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) F02N 15/00 F02N 15/00 D F16H 61/04 F16H 61/04 F term (reference) 3D041 AA53 AB01 AC01 AC15 AC18 AD02 AD04 AD10 AD23 AD31 AD51 AE02 AE32. TE08 TI01 TO05 TO21 TO23 TO30

Claims (2)

[Claims] 1. A shift control device for an automatic transmission of a vehicle comprising an engine and a motor generator connected to the engine via a power distribution mechanism, wherein a shift of the automatic transmission is determined. Means for determining whether the input shaft of the automatic transmission is in a driving state, a driven state, or an ambiguous state in which neither the driving state nor the driven state can be clearly determined; Control means for increasing or decreasing the torque of the input shaft of the transmission by the motor generator, wherein it is determined that a shift of the automatic transmission occurs, and the vehicle cannot be clearly determined to be in the driven state or the driven state. If it is determined that the input shaft is in the normal state, the torque of the input shaft of the automatic transmission is temporarily changed by the motor generator to drive the input shaft in the drive state or the driven state. A shift control device for an automatic transmission of a vehicle, wherein the shift of the automatic transmission is executed after shifting to any one of driving states. 2. A shift control device for an automatic transmission of a vehicle comprising an engine and a motor generator connected to the engine via a power distribution mechanism, wherein a shift is generated in the automatic transmission. Means for judging, when executing the shift, changing the torque applied to the input shaft of the automatic transmission by adding either positive or negative torque to the input shaft by the motor generator. A shift control device for an automatic transmission of a vehicle, wherein the shift is executed while changing an input shaft torque of the automatic transmission corresponding to an accelerator pedal.