JP2012127427A - Shift controller of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically change gears for a driver in such travel conditions where a paddle shift switch is difficult to operate during the travel in a temporary manual shift mode.SOLUTION: When an upshift switch 3a or a downshift switch 3b of the paddle shift switch 3 is turned ON to set a gear-change mode in the temporary manual shift mode, a target gear stage Ger is upshifted or downshifted (S13), and manual assist control (S14) takes place thereafter. When downshift conditions are satisfied by the manual assist control (S24), the current target gear stage Ger is stored as an initial gear stage α (S26) and also the target gear stage Ger is automatically downshifted (S28). If upshift conditions are determined thereafter and the upshift conditions are met, the target gear stage Ger is upshifted to the lower speed level of initial gear stage α and the upshiftable gear stage αg specified based on vehicle speed (S41).

Description

  The present invention relates to a shift control device for an automatic transmission capable of selecting a temporary manual shift mode according to a driver's intention during driving in the automatic shift mode.

  Conventionally, in an automatic transmission equipped with a continuously variable transmission (CVT) or a multi-stage transmission such as a planetary gear mechanism, the gear ratio (speed stage) is in an operating state by setting the select lever to the D (drive) range. The automatic shift mode that is automatically set according to the condition, and by setting the select lever to the M (manual shift) range, the driver can arbitrarily select the shift stage like a manual transmission (MT) car. What is provided with the manual shift mode which can be performed is known.

  Furthermore, when driving in the automatic shift mode, the driver can temporarily downshift or upshift the gear position by operating the downshift switch or upshift switch provided on the rear side of the steering wheel. Some have a temporary manual shift mode for shifting.

  For example, in Patent Document 1 (Japanese Patent Laid-Open No. 2006-97789), a downshift switch or an upshift provided on the front side of the rear side of the steering wheel during traveling in the automatic transmission mode with the select lever set to the D range. A technique is disclosed in which when the switch is operated, the shift mode is temporarily switched to the manual shift mode, and the shift stage is downshifted or upshifted.

  Generally, in the temporary manual shift mode as disclosed in Patent Document 1, when the vehicle is traveling on a traveling road having continuous curves, the driver performs the steering wheel operation and the brake operation at the same time. Cannot be operated, and the vehicle enters the next curved road in a state where the foot brake is stepped on and decelerated, making it difficult to apply sufficient engine brake.

  For this reason, a technique has been proposed that maintains the temporary manual shift mode without returning the shift mode to the automatic shift mode even if acceleration operation is detected. In addition, there has been proposed a technique for assisting the driver by automatically downshifting the shift stage.

JP 2006-97789 A

  However, in the prior art as described above, after the shift stage is once downshifted by the assist control in the temporary manual shift mode, the shift stage is fixed until the driver turns on the upshift switch. . Therefore, when driving on continuous curved roads, if the driver is operating the steering wheel and the brake at the same time and there is no room to operate the upshift switch, the vehicle will continue to run in the downshifted gear position. Will be. As a result, the vehicle continuously runs on a curved road while the engine speed is high, which is inconvenient and inconvenient for the driver.

  In view of the above circumstances, the present invention is suitable in the state of the temporary manual shift mode in a driving situation where it is difficult for the driver to shift in the temporary manual shift mode in the driving after the shift mode is switched to the temporary manual shift mode. It is an object of the present invention to provide a shift control device for an automatic transmission that can improve the convenience and reduce a sense of incongruity given to a driver by shifting the gear to a shift stage.

  The present invention relates to an automatic transmission mode for executing a shift control based on a running state of a vehicle, and a manual operation of a manual transmission operation means during the execution of the automatic transmission mode to temporarily lower the shift stage until a predetermined release condition is satisfied. In a shift control device for an automatic transmission having a temporary manual shift mode for shifting or upshifting, is the temporary manual shift mode in a predetermined driving situation and whether the engine speed exceeds a predetermined high rotation determination threshold value? It is provided with manual assist control means for determining whether or not the upshift condition is satisfied, and when the upshift condition is satisfied, the shift stage is automatically upshifted.

  According to the present invention, in driving after the shift mode is switched to the temporary manual shift mode, the driver is in a driving situation in which shifting by the temporary manual shift mode is difficult, and the engine speed exceeds the high rotation determination threshold value. If it is determined that the vehicle has been shifted, the gear position is automatically upshifted, so that not only the convenience for the driver is improved, but also good driving performance can be obtained.

Schematic configuration diagram of the shift control device Flowchart showing a shift control routine Flow chart showing temporary manual shift mode subroutine Flowchart showing manual assist control subroutine Flowchart showing upshift condition determination subroutine Conceptual diagram of a shift table that stores a shift stage set based on the vehicle speed

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Reference numeral 1 in FIG. 1 denotes a transmission control unit (TCU), which is mainly composed of a not-shown nonvolatile memory such as a CPU, ROM, RAM, and EEPROM, and a known microcomputer having an input interface, an output interface, and the like. The CPU executes various controls according to a control program stored in the ROM. Further, fixed data such as a gear position setting table, which will be described later, is stored in this ROM.

  As a manual shift operation means that constitutes a paddle switch type temporary manual shift switch (hereinafter referred to as a “paddle shift switch”) 3 disposed in front of the steering wheel 2 on the front side of the steering handle 2 on the input interface side of the TCU 1. An upshift switch 3a and a downshift switch 3b are connected, a vehicle speed sensor 4 for detecting the vehicle speed V, an engine speed sensor 5 for detecting the engine speed N, and an accelerator opening amount that is a depression amount of an accelerator pedal (not shown). As an accelerator opening sensor 6 for detecting θacc, a position detecting means for detecting a range position (P (parking), R (reverse), D (drive), M (manual mode), etc.) set by a select lever (not shown). Range position sensor (inhibition 6), a brake switch 8 for detecting the depression of the brake pedal for operating the foot brake and outputting an ON signal, a longitudinal acceleration (front / rear G) sensor 9 for detecting the longitudinal acceleration Gz applied to the longitudinal direction of the vehicle body, and the side of the vehicle body Sensors and switches for detecting parameters necessary for shift control, such as a lateral acceleration (lateral G) sensor 10 that detects acceleration Gy in the direction, are connected.

  Further, a control valve 11a provided in the automatic transmission 11 is connected to the output interface side of the TCU1. The control valve 11a controls the shift of the automatic transmission 11 in accordance with a shift command signal from the TCU 1, and when the automatic transmission 11 is a multi-stage transmission using a planetary gear unit, Shift control is performed by selectively supplying hydraulic pressure to a fastening element such as a friction brake or a friction clutch that fastens the rotating elements or connects the rotating elements. When the automatic transmission 11 is a CVT, according to a shift command indicating the target gear ratio from the TCU 1, the hydraulic pressure for the primary rotation element on the engine side and the secondary rotation element on the drive wheel side is controlled to change the gear ratio to the target speed change. Set to ratio.

  The TCU 1 checks which position the select lever is set based on the range position signal output from the range position sensor 7. When the select lever is set to the D range, a shift map (not shown) is referred to with the vehicle speed V detected by the vehicle speed sensor 4 and the accelerator opening θacc detected by the accelerator opening sensor 6 as parameters. In the case of CVT, a gear ratio is set, and in the case of a multi-stage transmission, a gear stage is set.

  At that time, whether the upshift switch 3a or the downshift switch 3b constituting the paddle shift switch 3 is turned on, in other words, whether an upshift command is output from the upshift switch 3a, or downshift It is checked whether or not a downshift command is output from the switch 3b. If any of the shift switches 3a and 3b is turned on (when a shift command is output), the shift mode is switched to the temporary manual shift mode, and Corresponding to the shift switches 3a and 3b on the side where the ON signal is output, the shift stage of the automatic transmission 11 is downshifted or upshifted.

  Specifically, the shift control executed by the TCU 1 is executed according to the flowcharts shown in FIGS.

  When an ignition switch (not shown) is turned on, the shift control routine shown in FIG. 2 is executed. First, in step S1, it is checked whether or not the select lever is set to the D range based on the signal from the range position sensor 7. If not, wait until it is set. If the select lever is set to the D range, the process proceeds to step S2.

  In step S2, it is checked whether the upshift switch 3a or downshift switch 3b of the paddle shift switch 3 is turned on. If neither of the shift switches 3a, 3b is turned on, the process goes to step S3. Then, it is checked whether or not the temporary mode determination flag Ftem is cleared. If the temporary mode determination flag Ftem is cleared (Ftem = 0), the process proceeds to step S6, the normal automatic transmission mode is executed, and the routine is exited. In the automatic shift mode, the target shift speed is set based on parameters indicating the vehicle running state (for example, accelerator opening θacc and vehicle speed V), and upshift control is performed so that the current shift speed reaches the target shift speed. Alternatively, downshift control is performed. Since the automatic transmission mode performs the same control as in the prior art, a description thereof is omitted here.

  If the temporary mode determination flag Ftem is set (Ftem = 1), either of the shift switches 3a and 3b is once turned on at the time of execution of the routine before the previous time, and the temporary manual shift mode is continued. It jumps to step S12 of the temporary manual shift mode subroutine shown in FIG. The initial value of the temporary mode determination flag Ftem is 0, which is set in step S4 described later, and cleared in step S16 in FIG.

  On the other hand, if it is determined in step S2 that either one of the shift switches 3a and 3b is turned on, the process proceeds to step S4, the temporary mode determination flag Ftem is set (Ftem ← 1), and the process proceeds to step S5.

  In step S5, it is checked whether the shift condition is satisfied. This shift condition is whether or not a shift in the upshift direction or the downshift direction is possible from the current shift stage (speed ratio in the case of CVT) when the upshift switch 3a or the downshift switch 3b is turned on. Is determined. Specifically, the shift map is referred to using the vehicle speed and the throttle opening as parameters, and it is checked whether or not the shift stage after upshifting or downshifting (speed ratio in the case of CVT) is within the shiftable range.

  If it is determined that shifting is possible (within the shiftable range), the process proceeds to step S7, the temporary manual shift mode is executed, and the routine is exited. On the other hand, if it is determined that shifting is not possible (out of the shiftable range), the process proceeds to step S6, and the automatic shifting mode is continued.

  The temporary manual shift mode executed in step S7 is processed according to the temporary manual shift mode subroutine shown in FIG.

  In this subroutine, first, in step S11, the current target gear stage Ger is upshifted or downshifted by the first speed in accordance with the ON signal from the upshift switch 3a or downshift switch 3b described above (Ger ← Ger ± 1). ), Go to step S12.

  When the process proceeds from step S3 or step S11 to step S12, a parameter for determining the release condition of the temporary manual shift mode is read. The parameters for determining the release condition include the vehicle speed V, the ON signal from the paddle shift switch 3, the accelerator opening degree θacc, and the like.

  Then, the process proceeds to step S13, and it is checked whether or not the temporary manual shift mode release condition is satisfied. Examples of conditions for canceling the temporary manual shift mode are given below.

1) The ON signal is not output from the upshift switch 3a or the downshift switch 3b of the paddle shift switch 3 for a certain period (for example, 2 to 3 [min]) or more (automatic release).
2) The accelerator opening has not changed significantly over a certain period of time (for example, 2 to 3 [min]) (automatic release).
3) The vehicle speed is equal to or lower than the stop determination vehicle speed (automatic release).
4) The ON signal is continuously output from the upshift switch 3a or the downshift switch 3b of the paddle shift switch 3 for a predetermined time (for example, 2 to 5 [sec]) or more (manual release).

  If all of the above 1) to 4) are not satisfied, it is determined that the release condition is not satisfied, and the process proceeds to step S14. On the other hand, if one of the determination conditions is satisfied, it is determined that the temporary manual shift mode cancellation condition is satisfied, and the process branches to step S15. When the temporary manual shift mode is being executed, even if the accelerator pedal is depressed to perform the acceleration operation, the above-described release condition is not met. Therefore, in this embodiment, the temporary manual shift mode is continuously executed. . As a result, for example, when the vehicle travels on a curved road by repeatedly operating acceleration and deceleration operations, the speed change mode does not automatically switch to the automatic speed change mode, and the driver feels during travel. Discomfort can be reduced.

  Thereafter, when the process proceeds to step S14, manual assist control is executed and the routine is exited. Note that the processing in step S14 corresponds to the manual assist control means of the present invention.

  On the other hand, if it progresses to step S15, an automatic return control process will be performed, it will progress to step S16, the temporary mode determination flag Ftem will be cleared (Ftem ← 0), and a routine will be exited. The automatic return control process executed in step S15 is based on the target shift speed (target gear ratio in the case of CVT) for shifting to the automatic shift mode based on the throttle opening θ and the vehicle speed V, and a shift schedule (not shown). Refer to the map or set by calculation. Then, the current gear position (speed ratio in the case of CVT) is compared with the target gear speed (target speed ratio in the case of CVT), and the current gear speed (speed ratio) is stepwise changed to the target speed ratio (speed ratio). ) And the automatic return process is terminated.

  On the other hand, the manual assist control executed in step S14 is processed according to the manual assist control subroutine shown in FIG. In this subroutine, if the driver is driving while selecting the temporary manual shift mode and the paddle shift switch 3 is difficult to operate, the automatic manual shift mode is not canceled and the automatic manual shift mode is not released. Thus, the driver is assisted by shifting the gear to the optimum gear position.

  In this subroutine, manual downshift control is executed in steps S21 to S28. First, in step S21, the vehicle speed V detected by the vehicle speed sensor 4 is read, and in step S22, the vehicle speed V is compared with the downshift determination vehicle speed Vo. The downshift determination vehicle speed Vo is set to a minimum vehicle speed (for example, about 15 [Km / h]) required for executing the downshift. If V ≧ Vo, it is determined that downshifting is possible, and the process proceeds to step S23. If V <Vo, it is determined that the downshift is not possible, and the routine is exited.

  If it is determined that downshifting is possible and the process proceeds to step S23, parameters for determining the downshift condition are read. This downshift determination parameter is a parameter for determining a traveling condition in which it is predicted that it is difficult for the driver to operate the paddle shift switch 3. Various types of running conditions are conceivable. An example is shown below.

  As a driving situation in which it is determined that it is difficult for the driver to operate the paddle switch, a driving condition on a driving path with continuous curves is conceivable. In general, when traveling on a curved road, the vehicle is first downshifted when entering the curved road and travels on a curved road in a state where sufficient engine brake is applied, and prepares for an acceleration operation when exiting the curve. Then, the vehicle accelerates when exiting the curve. At this time, if the curvature of the next curve is large, the driver decelerates by braking and further downshifts to enter the next curve.

  The driver's operation at this time is that it is difficult to operate the downshift switch 3b because the accelerator pedal and the brake pedal are alternately depressed and the steering wheel is operated.

  In step S23, parameters (for example, vehicle speed V, accelerator opening degree θacc) for determining acceleration rapid return after acceleration and rapid deceleration due to braking are read, the vehicle speed V is time-differentiated to obtain acceleration, The accelerator pedal return acceleration is obtained from the double time derivative of the opening.

  In step S24, if the acceleration is not less than the downshift determination acceleration and the accelerator pedal return acceleration is not less than the set sudden return determination value, it is determined that the downshift condition is satisfied. Furthermore, when the brake switch 8 is ON and the deceleration is larger than the rapid deceleration determination value (rapid deceleration), it is determined that the downshift condition is satisfied. If this condition is not met, it is determined that the downshift condition is not satisfied.

  If it is determined that the downshift condition is not satisfied, the routine is exited. If the downshift condition is satisfied, the process proceeds to step S25. In step S25, the value of the assist flag Fdg is referred to. When the first routine is executed after the upshift switch 3a or downshift switch 3b of the paddle shift switch 3 with Fdg = 0 is turned on, the process proceeds to step S26, and Fdg When the routine is executed for the second time after = 1, the process jumps to step S28.

  In step S26, the initial gear stage α, which is primarily stored in the RAM as the storage means, is updated with the current gear stage Ger (α ← Ger), and the assist flag Fdg is set in step S27 (Fgd ← 1). Thereafter, the process proceeds to step S28, the current gear stage Ger is downshifted by the first speed, the target gear stage is set (Ger ← Ger-1), and the process proceeds to step S29.

  Then, a shift command signal corresponding to the target shift stage Ger is output from the TCU 1 to the control valve 11a of the automatic transmission 11, and the shift stage is downshifted to a predetermined level.

  When the process proceeds from step S28 to step S29, an upshift condition determination process is executed and the routine is exited. This upshift condition determination is processed according to an upshift condition determination subroutine shown in FIG.

  In this subroutine, first, a basic rotation speed threshold value Nb corresponding to the currently selected engine control mode (described later) is set in step S31. This basic rotational speed threshold value Nb is a threshold value for determining the upshift timing, and is set in a high rotational speed region which is not normally used when traveling in a downshifted state in each engine control mode. Has been.

  That is, if the release condition described above is not satisfied while traveling in the temporary manual shift mode, the shift is fixed after the shift stage is automatically downshifted by manual assist control, so the curve as described above is used. When traveling on a continuous road, the vehicle enters the first curved road in a decelerated state and tries to pass the next curved road at an increased speed. I have to drive with rotation. Whether or not the engine speed N has reached the high speed range is determined based on the basic speed threshold value Nb.

  Further, the engine control mode described above is provided with a plurality of modes as output characteristics of one engine and can be arbitrarily selected by the driver. For example, the engine control mode disclosed in Japanese Patent No. 3930529 previously filed by the present applicant has three modes of normal mode, save mode, and power mode as engine output characteristics. Here, the output characteristics of each mode will be briefly described. The normal mode is set to a characteristic that the target torque changes linearly in a region where the accelerator opening is relatively small. The save mode is set so that the target torque in a region where the accelerator opening is relatively small can be suppressed and economical traveling can be realized as compared with the normal mode. The power mode is set to a power-oriented mode in which the change rate of the target torque with respect to the change in the accelerator opening is set to be large in almost the entire operation range.

  Since the engine output characteristics are different for each engine control mode, the basic rotation speed threshold value Nb also corresponds to the engine control mode. In the above example, as the mode shifts from the save mode to the normal mode and the power mode, It is set to a high rotational speed (for example, 3000 [rpm], 3300 [rpm], 3600 [rpm]).

  Then, after setting the basic rotational speed threshold value Nb corresponding to the currently selected engine control mode in step S31 described above, when proceeding to step S32, the longitudinal acceleration Gz detected by the longitudinal G sensor 9 is read, In step S33, the longitudinal acceleration Gz is compared with a preset acceleration determination threshold value Gzo. The acceleration determination threshold value Gzo is a value for determining traveling on an uphill road, and is set in advance by experimentation or the like. In this embodiment, the front / rear G sensor 9 is substituted for the front / rear tilt sensor.

  When it is determined in step S33 described above that the vehicle travels on a flat road or a downhill road where Gz <Gzo, the process proceeds to step S34. On the other hand, if it is determined that the road travels on an uphill road where Gz ≧ Gzo, the process proceeds to step S36.

  In step S34, the lateral acceleration Gy detected by the lateral G sensor 10 is read, and in step S35, the lateral acceleration Gy is compared with the lateral acceleration determination threshold value Gyo. When the vehicle turns on a curved road, a lateral acceleration is generated. However, when the vehicle is traveling on a curved road with a large curvature, if the shift stage is upshifted, the vehicle may swell outward due to spin. The lateral acceleration determination threshold value Gyo is obtained in advance through experiments or the like to obtain a lateral acceleration Gy that may cause a spin when an upshift is performed from a shift stage in which the shift stage is automatically downshifted by manual assist control. , Is set with that value.

  Then, when Gy ≧ Gyo, it is determined that there is a possibility that spin is generated when upshifting, and the process proceeds to step S36. If Gy <Gyo, it is determined that no spin is generated even if the upshift is performed, and the process proceeds to step S37.

  In step S36, the basic rotation speed threshold value Nb is multiplied by an increase coefficient K (where 2.0> K> 1.0: preferably K = 1.2 to 1.4) to set the high rotation determination threshold value No to the basic rotation speed. It is set higher than the threshold value Nb (No ← K · Nb), and the process proceeds to step S38. On the other hand, when the process proceeds to step S37, the high rotation determination threshold value No is set with the basic rotation speed threshold value Nb (No ← Nb), and the process proceeds to step S38.

  In step S38, the engine speed N detected by the engine speed sensor 5 is read, and in step S39, the engine speed N is compared with the high speed determination threshold value No. If the engine speed N is equal to or higher than the high speed determination threshold No (N ≧ No), it is determined that the engine speed N is high and the process proceeds to step S40. On the other hand, if the engine speed N is less than the high speed determination threshold No (N <No), it is determined that the engine speed N has not reached the high speed, and the routine is exited as it is.

  In step S40, the upshiftable shift speed αg is set with reference to the shift table based on the vehicle speed V. FIG. 6 shows the concept of the shift table. In the figure, the relationship between each of the six forward speeds and the set vehicle speed range (0 to v1, v1 to v2, v2 to v3, v4 to v5, v5) is obtained from experiments in advance using the vehicle speed V as a parameter. Thus, a vehicle speed region corresponding to the upshiftable gear stage αg is set.

  Thereafter, the process proceeds to step S41, where the initial shift speed α stored in step S26 and the upshiftable shift speed αg are compared, and the lower shift speed is set as the target shift speed Ger (Ger ← Min (α, αg)), the assist flag Fdg is cleared in step S42 (Fdg ← 0), and the routine is exited.

  As a result, a shift command signal corresponding to the target shift stage Ger is output from the TCU 1 to the control valve 11a of the automatic transmission 11, and the shift stage is upshifted by a predetermined amount. In this case, since the lower gear stage of the initial gear stage α and the upshiftable speed stage αg is selected as the target gear stage Ger, it is possible to effectively avoid the occurrence of torque shortage after the upshift. it can.

  As described above, in the present embodiment, when the temporary manual shift mode is being executed, even when the shift speed is automatically downshifted, the engine speed N is determined to be high. Since the upshift to the initial gear stage α is automatically upshifted, the operational burden on the driver can be reduced and the convenience can be improved, and the uncomfortable feeling given to the driver can be reduced.

  Furthermore, when there is a possibility of spinning by upshifting, such as when driving on a curved road (Gy ≧ Gyo), it is easy to upshift the gear position by setting the high rotation determination threshold No high. As a result, it is possible to effectively avoid the occurrence of spin when traveling on a curved road. Further, since the shift stage after the upshift is set at the lower one of the initial shift stage α and the upshiftable shift stage αg, torque shortage due to the upshift can be effectively avoided.

  Further, the high rotation determination threshold value is set to a different value depending on the engine control mode, and specifically, gradually increased to a higher value as the mode shifts from the save mode to the normal mode and the power mode. Accordingly, since the upshift is performed relatively quickly in the save mode, it is possible to realize driving with an emphasis on fuel consumption, and it is possible to achieve high acceleration performance in the power mode.

  Although an example of the present invention has been described above, the present invention is of course not limited thereto. For example, although longitudinal acceleration and lateral acceleration are used as parameters for detecting the running state of the vehicle, the case where the driving state is detected using other parameters is also within the technical scope of the present invention. Further, the engine control mode is not limited to three types, and may be set to two types or four or more types.

1. Transmission control unit (TCU),
3. Temporary manual shift switch,
3a: Upshift switch,
3b ... downshift switch,
4 ... Vehicle speed sensor,
5 ... Engine speed sensor,
6 ... accelerator opening sensor,
7: Range position sensor,
8 ... Brake switch,
9: Longitudinal acceleration sensor,
10: Lateral acceleration sensor,
11 ... automatic transmission,
11a ... control valve,
α: Initial gear position,
αg: Upshiftable gear,
θ: throttle opening,
θacc ... accelerator opening,
Fdg ... assist flag,
Ftem ... Temporary mode determination flag,
Ger ... shift stage,
Gy ... Lateral acceleration,
Gyo: Lateral acceleration judgment threshold value,
Gz: Longitudinal acceleration,
Gzo: Acceleration judgment threshold value,
K ... increase factor,
N ... engine speed,
Nb: basic rotation speed threshold value,
No ... High rotation judgment threshold,
V ... Vehicle speed

Claims (6)

An automatic shift mode for performing shift control based on the running state of the vehicle;
A shift control device for an automatic transmission comprising a temporary manual shift mode that temporarily downshifts or upshifts a gear stage until a predetermined release condition is satisfied by operation of a manual shift operation means during execution of the automatic shift mode.
In the temporary manual shift mode, an upshift condition is determined as to whether or not the engine speed exceeds a predetermined high rotation determination threshold value in a predetermined driving situation, and when the upshift condition is satisfied, A shift control apparatus for an automatic transmission, comprising manual assist control means for automatically upshifting the shift stage.   The manual assist control means stores the shift stage after downshifting by the operation of the manual shift operation means in the storage means as an initial shift stage, and when the upshift condition is satisfied, the shift stage is 2. The shift control apparatus for an automatic transmission according to claim 1, wherein the shift control device is upshifted to an initial shift stage.   The automatic assist according to claim 2, wherein the manual assist control means compares the initial shift speed with an upshiftable speed set based on a vehicle speed, and upshifts to a lower speed. A transmission control device for a transmission.   The shift control apparatus for an automatic transmission according to any one of claims 1 to 3, wherein the high rotation determination threshold value is increased when the vehicle travels on a predetermined uphill road.   The shift control apparatus for an automatic transmission according to any one of claims 1 to 4, wherein the high rotation determination threshold value is increased when the vehicle travels on a predetermined curve road.   The shift control for an automatic transmission according to any one of claims 1 to 5, wherein the high rotation determination threshold is set to a different value according to a plurality of engine control modes having different output characteristics. apparatus.

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