JP2000283283A - Automatic speed change control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stop and hold a speed change control mechanism in a proper position even if the speed of the speed change control mechanism is varied due to lowering of supply voltage or a speed change load or there is an assembling error or dimensional accuracy of parts. SOLUTION: In this automatic speed change control device, each speed change position in a control mechanism of a transmission is detected by a detecting means such as micro-switch or the like to detect a first speed change state, thereby turning off the power supply of a driving device in the control mechanism and simultaneously braking the driving mechanism. In this device, according to the time of the second speed change state of the detecting means during speed change control, the delay time from when the detecting means detects the first speed change state (S10) to the time when the power supply of the driving device is turned off (S12) is varied (S11).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control apparatus for a vehicle, and more particularly to an automatic transmission control apparatus suitable for a bicycle and for automatically shifting a transmission according to a vehicle speed detected by speed detecting means. It is.

[0002]

2. Description of the Related Art In recent years, various automatic transmissions have been proposed as techniques for automating transmissions that enable bicycles to run lightly. As an automatic transmission of this type in a bicycle, a retracted position of a transmission cable connected to a transmission installed in a rear wheel driving unit or the like is controlled by a driving device such as a motor via a control mechanism according to the speed of the bicycle. In some cases, the vehicle is automatically shifted to a predetermined shift position by performing traction control by a predetermined amount. The amount of pulling operation of the pull-in position of the transmission cable in such an automatic transmission is performed by a driving device such as the motor. However, since the motor is usually driven by a battery, the battery is consumed and the motor is exhausted. The automatic shifting operation was performed until just before the drive became impossible,
Stable traveling cannot be performed due to the indetermination of the shift position due to the stop of the motor or the like during the shift, and in the worst case, even the transmission may be damaged.

[0003] In view of this, the applicants of the present application have previously proposed that when the power supply voltage of the drive device in the control mechanism of the transmission falls below a predetermined value, the shift operation of the transmission is prohibited, and after the vehicle is stopped,
An automatic transmission (Japanese Patent Application No. 8-346160) has been proposed in which the transmission is set at a low speed position. Thereby, when the power supply voltage of the driving device in the control mechanism of the transmission decreases and the transmission cannot be driven, the shift operation is held at the shift position adapted to the traveling state when the power supply voltage decreases, and stable traveling can be performed. Further, after the vehicle is stopped, the transmission is set to the low speed position while the shift operation is prohibited, so that the next traveling can be performed from the low speed position, and the traveling can be started stably. However, in the automatic transmission, when the vehicle is running at a low speed, that is, at a first speed, a pulse that is a speed detection signal during traveling is generated, and when the vehicle reaches a predetermined speed due to acceleration of the vehicle, a motor that is a driving device of the transmission changes to a second speed. Try to shift up.

At this time, when the capacity of the power supply battery of the driving device is extremely reduced, a predetermined value (low battery setting) is set due to a decrease in the starting voltage when driving the motor which is the driving device for shifting. Voltage), the control circuit of the transmission is reset, and a phenomenon occurs in which the control circuit is lowered to the control circuit reset voltage or lower. This means that the motor is driven to shift to the second speed for a very short period of time from the low battery setting voltage to the control circuit reset voltage and the shifting operation is inhibited, and the transmission cable of the transmission is changed. Almost at the same time, almost at the same time, below the control circuit reset voltage, the control circuit is reset, the power is turned on again,
This is sequentially repeated, and there is a possibility that a “shift” in which the shift position of the transmission shifts little by little. Accordingly, the present applicant further proposes an automatic transmission configured to prohibit a shift operation of the transmission by detecting a drop of a power supply voltage of the drive device in the control mechanism of the transmission below a predetermined value. When a low voltage is detected during the initial shift operation after the start of traveling, the drive device is stopped, and then, if the shift position exceeds a predetermined position, the drive device is operated to immediately return to the predetermined position. (Japanese Patent Application No. 10-1976).
No. 66).

[0005]

Accordingly, the present invention provides an automatic transmission that is configured to inhibit a shifting operation of a transmission when a power supply voltage of a driving device in a control mechanism of the transmission falls below a predetermined value. Although it was possible to achieve a secure shift prohibition by fixing the gear to an appropriate and comfortable gear shift position without displacement, and to enable light running, this type of automatic transmission has a problem in shifting control between gear shift positions. Each shift position in the control mechanism of the transmission is detected by a micro switch, and the power of the drive device in the control mechanism is turned off and the drive device is braked at the same time. It has been done to hold. Therefore, it is necessary to properly stop and hold the control mechanism of the transmission at a predetermined shift position detected by the microswitch, and for this purpose, the power supply of the driving device such as the motor is turned off and the control mechanism of the transmission is stopped. The accuracy of the deviation from the position must be appropriate. This is because the above-mentioned automatic transmission device seeks to correct the bending angle and the shift position shift to enable appropriate and comfortable shift control without the shift position shift. It is necessary to be held in a proper shift position. In addition, there is a possibility that a shift may occur between a shift position detected by the microswitch and a stop position of a driving device such as a motor due to a manufacturing error or an assembly error of the microswitch or the control mechanism. In addition, a large difference occurs in the degree of the shift due to a shift load based on the speed or mechanical loss of the control mechanism or a decrease in power supply power of a driving device such as a motor.

Therefore, in the present invention, the above-mentioned conventional automatic transmission is improved so that the speed of the transmission control mechanism changes due to a decrease in power supply voltage or a transmission load, and there are assembly errors, dimensional accuracy of parts, and the like. Another object of the present invention is to provide an automatic transmission control device that enables the transmission control mechanism to stop and hold at an appropriate position.

[0007]

SUMMARY OF THE INVENTION Accordingly, the present invention is directed to an automatic transmission control device for automatically shifting a transmission in accordance with a vehicle speed detected by speed detecting means. In the automatic transmission control device configured to turn off the power of the driving device in the control mechanism upon detecting the first shift state of the position detecting device and to simultaneously brake the driving device, the automatic transmission control device detects the position of the detecting device during a shift control. A delay time from when the detection means detects the first shift state to when the power supply of the driving device is turned off is changed according to the time of the second shift state. . Further, the present invention is characterized in that the braking time when the drive device is turned off in the control mechanism of the transmission is different depending on the shift position, and these are the means for solving the problem. It is.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 8 show an embodiment of an automatic transmission control device according to the present invention. FIG. 1A is an overall side view of a bicycle provided with the automatic transmission control device according to the present invention.
(B) is a side view of an actuator box in which a control mechanism of the automatic transmission control device is housed, FIG. 1 (C) is a plan view thereof, FIG. 2 is an internal plan view of an upper case of the actuator box, and FIG. FIG. 4 is an explanatory view of a shift position by a cam gear, and FIG.
6 is a block diagram of the automatic transmission control device, FIG. 6 is a control flowchart of the automatic transmission control device of the present invention, and FIG.
6 is a detailed control flowchart of the gear position moving process in FIG. 6, and FIG. 8 is an operation time table diagram of each member at the time of shift control. As shown in FIG. 1A, in a bicycle equipped with the automatic transmission control device of the present invention, although not described in detail, a transmission such as a built-in type is installed on a transmission hub of a rear wheel driving unit, and a vicinity of a hanger portion is provided. The retracted position of the transmission cable with respect to the transmission is automatically shifted to a predetermined transmission position by controlling the retracted position of the transmission cable to the transmission by a predetermined amount according to the speed of the bicycle by a control unit housed in the actuator box 3 installed in the vehicle. is there.

The actuator box 3 includes an upper case 1
And a lower case 2. The lower case 2 is attached to a hanger portion of the vehicle body by a mounting bracket 1A fixed to an upper portion of the upper case 1. Above and adjacent to the actuator box 3, there is provided a battery box 11 in which a battery and the like serving as a power source of a driving device in a control mechanism of a transmission in an automatic transmission control device and a power source of a control circuit in a control unit are stored. is set up. Reference numeral 58 denotes an initial reset switch disposed on the side surface of the battery box 11 so as to be exposed to the outside. By pressing this switch, power and information of a control circuit in a control unit of the automatic transmission can be forcibly canceled. it can. The transmission (not shown) constitutes an internal transmission that is disposed in a transmission hub on the inner periphery of the rear wheel sprocket, and a transmission that is hoisted by a later-described transmission pulley 8 housed in the lower case 2 of the actuator box 3. The speed change operation is performed by the cable 13.

In automatic transmission control of a transmission, upshifting or downshifting is automatically performed by a control mechanism in accordance with the vehicle speed detected by the speed detecting means. Reed switches installed on frames such as stays are arranged close to the rotation trajectory of magnets installed on rear wheel spokes, etc.
A device that detects the rotation speed of the rear wheels, that is, the vehicle speed (and acceleration) of the bicycle by counting the pulses per unit time generated by the contact and separation of the two is adopted. The speed change control signal is used for the transmission. As shown in FIG. 3, the start end of the transmission cable 13 whose rear end is connected to a transmission of an internal type or the like installed in the rear wheel hub is pivotally supported in the lower case 2 of the actuator box 3. The transmission pulley 8 is locked and fixed to the outer peripheral surface thereof. The speed change cable 13 is inserted through a spacer 18 into the outer whose adjustable position is adjusted by the adjuster 16 with respect to the hexagon nut 20 locked to the introduction portion of the lower case 2 so as to be able to be pulled. Reference numeral 33 denotes a retaining ring of the speed change pulley 8, 19 denotes a square nut, 21 denotes a screw connecting the upper and lower cases, and 32 denotes a ventilation sheet.

As shown in FIG. 2, the inside of the upper case 1 of the actuator box 3 is composed of the following control mechanism, drive unit and the like. The transmission cable 13
A cam gear 4 integrally connected via a coaxial 9 with a speed change pulley 8 having a start end locked and fixed is pivotally supported. A large number of teeth are engraved on the outer periphery of the cam gear 4, and a reduction gear is formed on these teeth, and a small reduction gear in the second reduction gear 5 that rotates by receiving a driving force from a driving device such as a motor 26. Gears are engaged. The small gear of the first reduction gear 6 meshes with the outer periphery of the large gear of the second reduction gear 5. The worm 7 fixed to the output shaft of the motor 26 meshes with the outer periphery of the large gear of the first reduction gear 6. As shown in FIG. 4A, a concave portion is formed in a portion of the cam gear 4 where the teeth are not cut, at a position corresponding to each shift position, and the recess corresponds to a pulling amount of the shift cable 13. The detector in the micro switch 27 serving as the detecting means falls into these recesses, and the shift position is detected. Reference numeral 30 (FIG. 2) denotes a substrate on which a control circuit and the like are disposed, and controls the driving of the motor 26 through the code 28 by the control signal processed here. Reference numeral 10 denotes shafts of the reduction gears 5 and 6, 12 denotes a seal grommet, 22 denotes a board mounting screw, 23 denotes a mounting bracket mounting screw, and 24 denotes a micro switch 27 mounting screw. In addition to the microswitch, the photocoupler and the detecting means shown in FIG.
As shown in (B), an analog potentiometer or the like may be employed.

The automatic transmission control device configured as described above operates as follows. When the vehicle starts running, it receives a pulse signal from a speed detection unit composed of a magnet installed on the rear wheel spokes and the like and a reed switch installed on the stationary body side, and the speed signal is output on the board 30 of the control unit. The worm 7, the first and second reduction gear 6,
The cam gear 4 decelerated via the gear 5 rotates from the reference position to the first to third gear positions as shown by arrows in FIG. Along with this, the speed change pulley 8 (FIG. 3) integral with the cam gear 4 pulls the rear end of the speed change cable 13 to automatically change the speed of a transmission of an internal type installed in the rear wheel hub. .

FIG. 5 is a block diagram of the automatic transmission control apparatus according to the present invention. When the wheels start rotating due to the start of running of the vehicle, a pulse generated by a speed detecting section 52 composed of a magnet and a reed switch is used. A certain speed detection signal SP
Is sent to the main control circuit 54 to enter the running mode. The main control circuit 54 receives the speed detection signal SP, and receives the speed change signal PS obtained from the speed change position detector 57 by the signal from the micro switch 27 in FIG. Low-battery detection circuit 53 for detecting a drop in the power supply voltage of the battery below a predetermined value.
The low-battery detection signal LS is input, computed, and processed, and a processing signal CS for automatic shifting is transmitted to the motor drive circuit unit 55. The motor 26 is rotationally driven by a drive signal from the motor drive circuit 55, and automatic shift control is performed. Reference numeral 56 denotes an LED output unit for displaying a shift position, detection of a low battery, and the like.

The most characteristic structure of the present invention is that the shift position detecting means in the transmission control mechanism detects the first shift state and, for example, turns on the micro switch 27 (the concave portion of the cam gear 4 of the detector). Or when the potentiometer detects the first shift state and turns off the power of a drive device such as a motor in the control mechanism and simultaneously brakes the drive device. After the detecting means detects the first shift state according to the time of the second shift state of the detecting means during the shift control, for example, the off time of the micro switch 27, for example, after the micro switch 27 is turned on The delay time until the power of the drive device is turned off is changed, and the braking time when the drive device is turned off in the control mechanism of the transmission is changed. Position is that which is constructed differently depending on the shift position.

The operation of the automatic transmission control device according to the present invention will be described below with reference to the control flowcharts and time tables shown in FIGS. When the power is turned on (by turning on manually or by starting the rotation of the wheels as described above),
The automatic power-on of the transmission control circuit can be performed by detecting the pulse generated in the above. ), An initial setting is made in step S1. In the initial setting, a necessary operation is performed based on the stored automatic shift control information, or a shift position is initialized depending on a control format. Initialization of the shift position refers to shift in the shift position due to backlash, slack, vibration or external force of the shift control mechanism, and shift shift due to coasting when the motor is stopped due to the above-described decrease in the control circuit reset voltage. The motor 26 is rotated in the reverse direction to rotate the cam gear 4 in the clockwise direction (the direction opposite to the arrow in FIG. 4). This is an operation in which the shift switch is brought into contact with the abutment block serving as the reference surface so that the microswitch faces, and the shift position of the shift control mechanism in which the shift has occurred is forcibly returned to the reference normal position (the state in FIG. 4).

In step S2, the capability of a power supply for driving a driving device such as a motor is confirmed. That is, confirmation of whether the power supply voltage is sufficient and detection of a low battery are performed. If there is no decrease in the power supply voltage (N), the process proceeds to step S4. If the vehicle is traveling, the process proceeds to step S5. However, if the traveling is stopped and the speed signal is not input for a certain period of time (Y), it is determined that the traveling has been completed, and step S1 is performed.
8 and the mode is changed to the stop mode (the energy saving mode in which only the control information is maintained). In step S5, a normal automatic shift process is performed. If the shift position matches the required shift position, a shift request position is generated in step S19, and the process returns to the step S2 to request the shift position. If not, the process proceeds to step S6 where gear position movement processing, that is, upshifting or downshifting control is performed. In step S2,
If it is determined that the battery voltage is not sufficient to continue the automatic shift control and the low battery is detected, the process proceeds to step S3 to perform a shift position fixing process. That is, if the shift position at the time of detection of the low battery is, for example, the second speed, it is fixed as it is, and if it is the third speed or more, the process proceeds to step S6 to shift down and perform the process of moving to the second speed position. The running can be restarted at the shift position where the running is easy. When the traveling of the vehicle is completed, the process shifts to the stop mode in step S18, and only the holding of the control information such as the shift position and the number of shifts is maintained.
Only weak power is consumed.

The operation of the gear moving process in step 6 and subsequent steps is a feature of the present invention. 7 with reference to FIG.
In step S7, it is determined whether the shift control operation is upshifting or downshifting. If upshifting is performed, the process proceeds to step S8 and the motor 2 serving as a driving device
If the motor 6 rotates forward and shifts down, the process proceeds to step S9 to rotate the motor 26 in the reverse direction. Thereby, step S
At 10, the detector of the micro switch 27 falls into the recess corresponding to the predetermined shift position of the cam gear 4 constituting the control mechanism, and it is detected that the micro switch 27 is turned on (first shift state). . In the time table of FIG. 8, for example, the time T
1 to time T2 due to the normal rotation of the motor drive signal CS, the detector of the microswitch 27 falls into the concave portion at the second speed position of the cam gear 4 and is turned on (first shift state).

In FIG. 8, when the process proceeds further, at time T3, a braking operation by a brake is performed to prevent the motor 26 from going too far due to inertia. As will be described later, after a predetermined time delay from when the micro switch 27 is turned on at time T2, the motor drive signal CS is turned on at time T3.
A stop signal is issued. Further, after the brake is released, at time T5, the motor drive signal CS rotates forward to start upshifting, and at time T6, the detector of the micro switch 27 is disengaged from the concave portion of the cam gear 4 at the second speed position. Then, the gear shift control mechanism is operated while rotating the cam gear 4 to pull the shift cable 13 until time T7.

The feature of the present invention will be described with reference to an operation example at the third speed position from time T7. At time T7, the detector of the micro switch 27 falls into the concave portion of the cam gear 4 at the third speed position, and the delay of the predetermined time TD is delayed. Thereafter, at time T8, a stop command is issued to the motor drive signal CS, and at the same time, a brake-on signal is output to the brake for a predetermined time TB. The control flow at this time is as shown in FIG. 7, in which the micro switch 27 is turned on (first shift state) at time T7 and the process proceeds to step S11 to calculate a delay time until a stop command is issued to the motor drive signal CS. I do. Then, after the calculated delay time TD, a stop command is issued to the motor drive signal CS to stop the motor (step S12), and at the same time, the brake operation of the motor 26 is performed from step S13.

The reason for stopping the motor with a delay after the micro switch 27 falls into the concave portion of the cam gear 4 and is turned on (first shift state) is the speed of the control mechanism (generally, the force pulling the shift cable is high. The greater the rank,
Therefore, it is known that the hoisting speed by the cam gear 4 is reduced), a shift load based on mechanical loss or the like, or a decrease in power supply power of a driving device such as a motor. The time lag from stopping to the appropriate shifting position is
This is because it depends on the speed of the control mechanism. According to the present invention, it has been found that the time delay from when the micro switch 27 is turned on (first shift state) to when the motor 26 is stopped to reach an appropriate shift position depends on the speed of the control mechanism. The delay stop time TD of the driving device such as a motor at a predetermined shift position is set to a time TWL (time T6 to T7) during which the speed change cable 13 is hoisted and pulled until reaching the predetermined shift position (second shift state). It was decided to make it dependent. That is, if the TWL is long, the shift load and the like are large, and the speed of the control mechanism is small, so that the motor 26 is turned on after the micro switch 27 is turned on (first shift state).
The delay time TD for issuing a stop command to the motor 26 after the micro switch 27 is turned on (first shift state) is set to It is calculated according to TWL. After the shift down from the third speed position, from time T11 to time T12, the detector of the microswitch 27 falls into the concave portion of the cam gear 4 at the second speed position and is turned on (first shift state). A delay time TD 'until a stop command is issued from the reverse rotation of the motor 26 is shorter than the delay time TD according to a time TWL' shorter than the time TWL.

At the same time as the command to stop the motor 26, the brake is braked at time T8 to forcibly stop the motor 26. In the present invention, however, the microswitch 27 as the detecting means and the control mechanism A shift may occur between the shift position detected by the micro switch 27 and the stop position of the driving device such as the motor 26 due to a manufacturing error or an assembly error. Based on the finding that the transmission cable is likely to swing back due to being large, the braking time is configured to be different depending on the shift position. In the present embodiment, the braking time is made longer as the shift position becomes a higher gear. It is what was constituted. That is, in the example of FIG. 8, the braking time TB at the third speed position is longer than the braking time TB 'at the second speed position. These control flows correspond to step S13 in FIG.
Shown below. If the shift position is the third speed position, which is the high gear, the process proceeds to step S14, where the braking time of the motor 26 is set to TB (large in the present embodiment), and the shift position is set to 2
If it is below the speed position, the process proceeds to step S15, and if it is the second speed position, the process proceeds to step S16 to set the braking time to TB '(medium in this embodiment). Step S if 1st gear position
At 17, braking is performed for TB ″ (a short time in the present embodiment). In the present embodiment, the braking time of the motor at the time of stop is configured to be longer as the shift position is at a higher speed. In the case where the position from the motor stop command to the actual stop is more dominant than the return movement of the speed change cable, the low speed stage may be configured to require a longer braking time. Further, as described above with reference to FIG. 4B, the shift position can be detected in an analog manner by employing the potentiometer 27 as the detecting means.

The embodiment of the present invention has been described above. However, within the scope of the present invention, the type of transmission and its installation position, the type of speed detecting means and its installation position, and the control mechanism of the transmission are described. Types of actuators to be configured and their installation positions, types of detection means such as micro switches, types of motors and the like as driving devices, control forms of each control section, shift position detection forms, low battery detection forms, delay time and braking The calculation formula and calculation method of the time can be appropriately selected.

[0023]

As described above, according to the present invention, there is provided an automatic transmission control device for automatically shifting a transmission in accordance with a vehicle speed detected by speed detecting means. In the automatic transmission control device configured to turn off the power of the driving device in the control mechanism and to brake the driving device at the time of detecting the first shift state of the respective shift positions by the detecting means, the detection during the shift control is performed. The delay time from when the detecting means detects the first shift state to when the power supply of the driving device is turned off is changed according to the time of the second shift state of the means, so that the mechanical loss and the like are changed. Even if there is a change in the operating speed of the control mechanism due to a reduction in the power supply power of a drive device such as a motor or a load based on
The shift of the shift position due to the inertial rotation of the drive device is appropriately delayed depending on the operating speed without being influenced by the operating speed of the control mechanism, and the control mechanism is always stopped at the appropriate shift position. It became possible.

Further, since the braking time when the driving device is turned off in the control mechanism of the transmission is configured to be different depending on the shift position, a manufacturing error or an assembling error of the detecting means such as a microswitch or the control mechanism or the like. Is more likely to cause a shift between the shift position detected by the detecting means and the stop position of the driving device such as a motor, for example, a higher gear position where the gearshift cable is more likely to swing back due to a large shift load, or If the position from the motor stop command to the actual stop is more dominant than the unwinding of the speed change cable, the braking time for the low speed stage may be extended to cause a shift position shift. Can be eliminated. As described above, according to the present invention, even if the speed of the transmission control mechanism changes due to a decrease in the power supply voltage, the transmission load, or the like, or if there is an assembling error or dimensional accuracy of parts, the proper position of the transmission control mechanism can be obtained. An automatic transmission control device is provided which is capable of holding a stop in the automatic transmission.

[Brief description of the drawings]

FIG. 1 shows an embodiment of an automatic transmission control device according to the present invention. FIG. 1 (A) is an overall side view of a bicycle provided with the automatic transmission control device according to the present invention, and FIG. FIG. 1C is a side view of an actuator box in which a control mechanism and the like of the automatic transmission control device are stored, and FIG. 1C is a plan view thereof.

FIG. 2 is an internal plan view of an upper case of an actuator box of the automatic transmission control device of the present invention.

FIG. 3 is an internal bottom view of the lower case of the actuator box of the automatic transmission control device according to the present invention.

FIG. 4 is an explanatory diagram of a shift position by a cam gear of the automatic transmission control device of the present invention.

FIG. 5 is a block diagram of the automatic transmission control device of the present invention.

FIG. 6 is a control flowchart in the automatic transmission control device of the present invention.

FIG. 7 is a detailed control flowchart of a gear position moving process in FIG. 6;

FIG. 8 is an operation time table diagram of each member at the time of shift control in the automatic shift control device of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Upper case 1A Mounting bracket 2 Lower case 3 Actuator box 4 Cam gear 5 2nd reduction gear 6 1st reduction gear 7 Worm 8 Speed change pulley 11 Battery box 13 Speed change cable 26 Motor (drive device) 27 Micro switch (detection means) 30 Substrate (Control circuit) 58 Initial reset switch

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Nobuaki Shimada 3-1-1 Nakazuma, Ageo-shi, Saitama F-term (reference) in Bridgestone Cycle Co., Ltd. 3J052 AA07 CA00 GC46 GC46 GC72 LA01 LA20

Claims (2)

[Claims] 1. An automatic transmission control device for automatically shifting a transmission according to a vehicle speed detected by a speed detecting means, wherein a first shift state of each shift position in a control mechanism of the transmission is detected. In the automatic transmission control device configured to turn off the power supply of the driving device in the control mechanism upon detection of the control device and to simultaneously brake the driving device, the automatic transmission control device according to the time of the second shift state of the detection means during the shift control. An automatic shift control device, wherein a delay time from when the detecting means detects the first shift state to when the power of the driving device is turned off is changed. 2. The automatic transmission control device according to claim 1, wherein a braking time when the drive device is turned off in the control mechanism of the transmission is different depending on a shift position.