JP4736708B2 - Shift control device for automatic transmission - Google Patents

Description

  The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control device for an automatic transmission that realizes a good shift feeling when the brake operation is released during deceleration downshift control involving a brake operation.

  The shift gear set in the automatic transmission for the vehicle is determined based on the running state such as the vehicle speed and the throttle opening, and the lower gear is set for the lower vehicle speed and the higher throttle opening. It has become. Accordingly, if the vehicle is decelerated by operating the brake while traveling, the downshift determination is generated by changing the vehicle speed so as to cross the downshift line in the shift map in which the shift is determined.

  A downshift line that causes a downshift due to deceleration accompanying this brake operation is called a coast downshift line, and the characteristics of the vehicle change depending on the setting method. For example, if the coast downshift line is set to the high vehicle speed side, engine braking is more effective, and conversely, if the coast downshift line is set to the low vehicle speed side, the engine speed during reacceleration is prevented from becoming high. Drivability is improved.

  Japanese Patent Laying-Open No. 9-42438 (Patent Document 1) discloses a shift control device for an automatic transmission that reduces the engagement shock of a one-way clutch engaged during such a coast downshift. The shift control device for an automatic transmission includes a gear transmission mechanism having a torque converter, and is an automatic transmission that executes a downshift on a higher vehicle speed side as the deceleration during braking is reduced. A speed change control device configured to execute a downshift at a higher vehicle speed side when the speed ratio of the torque converter is large when the brake operation is performed and the speed is reduced compared to when the speed ratio is small. Has been.

According to this shift control device for an automatic transmission, when the speed ratio of the torque converter is large during a coast that is decelerated by braking, a downshift is executed on the high vehicle speed side. Since the torque ratio at the converter is not increased, even if the one-way clutch is engaged to achieve downshifting, the torque applied to the one-way clutch is reduced, and the shock at the time of engagement is suppressed.
Japanese Patent Laid-Open No. 9-42438

  In the shift control device for an automatic transmission disclosed in Patent Document 1 described above, the downshift is executed on the higher vehicle speed side as the degree of deceleration when the brake operation is performed and the vehicle is decelerating is larger. As described above, the shift determination is made according to the degree of deceleration. For example, there is a case where the fourth shift stage (hereinafter sometimes referred to as “4th”) to the third shift stage (hereinafter referred to as “3rd”). A shift determination from the third shift stage to the second shift stage (hereinafter sometimes referred to as “2nd”) may be made during the shift to a certain). That is, when two downshift lines are crossed. At this time, a shift command from the third shift stage to the second shift stage is output after the shift from the fourth shift stage to the third shift stage is completed. For this reason, there is a time lag from when the shift determination is generated until the shift command is output. As described above, the following problem occurs when the shift command cannot be output immediately after the shift determination.

  When the first shift determination from the fourth shift stage to the third shift stage and the second shift determination from the third shift stage to the second shift stage are made by the brake operation, from the fourth shift stage Assume that the brake operation is released when the first shift command to the third shift stage is output. Even in such a case, after the first shift command is output, that is, after the downshift from the fourth shift step to the third shift step is completed, the second shift command corresponding to the second shift determination is performed. Is output. As a result, after the brake operation is released, the second shift command is output, and there is a problem that a sense of delay or uncomfortable shift occurs.

In Patent Document 1 described above, there is no mention of such a problem.
The present invention has been made to solve the above-described problems, and an object thereof is to realize a good shift feeling when the brake operation is released during the deceleration downshift control accompanied by the brake operation. It is to provide a shift control device for an automatic transmission.

  The shift control device according to the first aspect of the present invention controls the shift of the automatic transmission that performs shift determination based on the degree of deceleration when the vehicle is decelerated by a brake operation. The speed change control device includes a determination means for determining whether or not a brake operation is released during a period from a shift determination to a start of a shift corresponding to the shift determination, and the determination means releases the brake operation during the period. If it is determined that the shift has been made, stop means for stopping the shift corresponding to the shift determination is included.

  According to the first invention, when a first shift determination from 4th to 3rd and a second shift determination from 3rd to 2nd are made by the brake operation, for example, the brake operation is performed during the shift corresponding to the first shift determination. When is released, the shift corresponding to the second shift determination for which the shift has not yet started is stopped. If it is not stopped, the driver will be downshifted despite releasing the brake operation, and a gear shift that does not match the driver's intention is executed. On the other hand, when the operation is stopped, the gear is not downshifted in response to the release of the brake operation by the driver, so that a shift that does not match the driver's intention is avoided. Thereby, it is possible to avoid the occurrence of a shift after the brake operation is released, and to prevent the shift from being delayed or uncomfortable. As a result, it is possible to provide a shift control device for an automatic transmission that realizes a good shift feeling when the brake operation is released during the deceleration downshift control involving the brake operation.

  In the shift control device according to the second invention, in addition to the configuration of the first invention, the shift determination is a multiple shift determination for downshifting via one or more shift gears, and the stopping means includes: Means for stopping the shift corresponding to the shift determination in which the shift is not started in the multiple shift determination is included.

  According to the second invention, when the brake operation is released during the shift corresponding to the first shift determination, the shift corresponding to the second shift determination that has not yet started is stopped. Since the downshift is not performed in response to the release of the brake operation by the driver, a shift that does not match the driver's intention is avoided.

  In the shift control device according to the third aspect of the invention, in addition to the configuration of the first aspect of the invention, the shift determination is made through the Nth (N Is a multiple shift determination for downshifting from (NM) to the (N-M-1) th stage, and the canceling means performs a shift corresponding to the shift determination in which the shift is not started in the multiple shift determination. Includes means for discontinuing.

  According to the third invention, for example, when M = 2 and N = 5, 5th → 4th is generated as the first shift determination, 4th → 3rd is determined as the second shift determination, and 3rd → 2nd is generated as the third shift determination. Sometimes. If the brake operation is released during the shift corresponding to the first shift determination, the shift corresponding to the second shift determination and the third shift determination that has not yet started is stopped. If the brake operation is released during the shift corresponding to the second shift determination, the shift corresponding to the third shift determination that has not yet started is stopped. Since the downshift is not performed in response to the release of the brake operation by the driver, a shift that does not match the driver's intention is avoided.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, an automatic transmission system including a transmission control apparatus according to the present embodiment will be described. In the following description, it is assumed that the drive source of the vehicle is an engine. However, the drive source may be composed of an engine and a motor other than the engine, or only the motor (but has an automatic transmission). It may be.

  This system includes an automatic transmission 10, a hydraulic control circuit 98, and an ECU (Electronic Control Unit) 90. The automatic transmission 10 is controlled by a hydraulic control circuit 98 so as to be in a desired power transmission state. Specifically, linear solenoid valves SL (1) to SL (6) provided in the hydraulic control circuit 98 regulate the hydraulic pressures of a plurality of friction engagement elements provided in the automatic transmission 10. The operations of the linear solenoid valves SL (1) to SL (6) are controlled based on an output command value output from the ECU 90. Moreover, ECU90 implement | achieves the transmission control apparatus which concerns on this Embodiment by running a program.

  As shown in FIG. 1, the accelerator position sensor 52 detects an operation amount Acc of the accelerator pedal 50. The accelerator position sensor 52 outputs a signal representing the accelerator operation amount Acc to the ECU 90. The driver operates the depression amount of the accelerator pedal 50 according to the driver's output request amount. The accelerator pedal 50 corresponds to an accelerator operation member. The accelerator operation amount Acc corresponds to the output request amount.

  The engine rotation speed sensor 58 outputs the detected rotation speed NE of the engine (not shown) to the ECU 90. The intake air amount sensor 60 outputs a signal representing the detected intake air amount Q to the ECU 90. The intake air temperature sensor 62 outputs a signal representing the detected intake intake air temperature T (A) to the ECU 90.

  A throttle position sensor 64 with an idle switch detects the fully closed state (idle state) and the opening degree θ (TH) of the electronic throttle valve of the engine. Throttle position sensor 64 outputs a signal representing detected throttle opening θ (TH) to ECU 90.

  The vehicle speed sensor 66 detects the vehicle speed V (corresponding to the rotational speed N (OUT) of the output shaft). Vehicle speed sensor 66 outputs a signal representing detected vehicle speed V to ECU 90. Cooling water temperature sensor 68 outputs a signal representing detected engine cooling water temperature T (W) to ECU 90.

  The brake switch 70 detects the presence or absence of operation of a foot brake, which is a service brake. The brake switch 70 outputs a signal indicating whether or not the foot brake is operated to the ECU 90.

  The lever position sensor 74 detects the lever position (operation position) P (SH) of the shift lever 72. The lever position sensor 74 outputs a signal representing the detected lever position P (SH) to the ECU 90.

  The turbine rotation speed sensor 76 detects a turbine rotation speed NT (= input shaft rotation speed N (IN)). Turbine rotational speed sensor 76 outputs a signal representing detected turbine rotational speed NT to ECU 90.

  The AT oil temperature sensor 78 detects an AT oil temperature T (OIL) that is the temperature of the hydraulic oil in the hydraulic control circuit 98. AT oil temperature sensor 78 outputs a signal representing detected AT oil temperature T (OIL) to ECU 90.

  As shown in FIG. 2, the automatic transmission 10 is suitably used for an FR vehicle mounted in the longitudinal direction of the vehicle (vertically placed), and has eight forward gear stages having different gear ratios (transmission ratios) as will be described later. And two reverse gear stages having different gear ratios are formed. The automatic transmission 10 includes a first transmission unit 14 mainly composed of a double pinion type first planetary gear unit 12, a single pinion type second planetary gear unit 16, and a double pinion type third planetary gear unit. A second transmission unit 20 mainly composed of 18 is provided on the coaxial line. The rotation of the input shaft 22 is shifted and output from the output shaft 24. The input shaft 22 corresponds to an input member, and in this embodiment, the input shaft 22 is a turbine shaft of a torque converter 32 that is rotationally driven by an engine 30 that is a driving power source. The output shaft 24 corresponds to an output member. In this embodiment, the output shaft 24 rotationally drives the left and right drive wheels via a propeller shaft and a differential gear device.

  The first planetary gear unit 12 constituting the first transmission unit 14 includes three rotating elements, that is, a sun gear S1, a carrier CA1, and a ring gear R1. The sun gear S1 is fixed to a transmission case (hereinafter simply referred to as a case) 26 so as not to rotate. The ring gear R1 functions as a deceleration output member when the carrier CA1 is integrally connected to the input shaft 22 and is driven to rotate, and decelerates and outputs the rotation of the input shaft 22.

  A part of the second planetary gear device 16 and the third planetary gear device 18 constituting the second transmission unit 20 are connected to each other, so that four rotating elements RM1 to RM4 are configured. Specifically, the first rotating element RM1 is configured by the sun gear S2 of the second planetary gear device 16. The second rotating element RM2 is configured by connecting a carrier CA2 of the second planetary gear unit 16 and a carrier CA3 of the third planetary gear unit 18 to each other. The third rotating element RM3 is configured by connecting the ring gear R2 of the second planetary gear device 16 and the ring gear R3 of the third planetary gear device 18 to each other. The fourth rotation element RM4 is configured by the sun gear S3 of the third planetary gear unit 18.

  In the second planetary gear device 16 and the third planetary gear device 18, the carrier CA2 and the carrier CA3 are configured by a common member. Further, in the second planetary gear device 16 and the third planetary gear device 18, the ring gear R2 and the ring gear R3 are constituted by a common member. The pinion gear of the second planetary gear device 16 also serves as the second pinion gear of the third planetary gear device 18.

  The first rotation element RM1 (sun gear S2) is selectively connected to the case 26 by the first brake B1 and stopped. The second rotation element RM2 (carriers CA2, CA3) is selectively coupled to the case 26 by the second brake B2 and stopped. The fourth rotation element RM4 (sun gear S3) is selectively connected to the ring gear R1 of the first planetary gear device 12 which is a reduction output member via the first clutch C1. The second rotating element RM2 (carriers CA2, CA3) is selectively coupled to the input shaft 22 via the second clutch C2. The first rotation element RM1 (sun gear S2) is selectively connected to a ring gear R1 that is a reduction output member via a third clutch C3. Further, the first rotating element RM1 is selectively coupled to the carrier CA1 of the first planetary gear device 12, that is, the input shaft 22 via the fourth clutch C4. The third rotation element RM3 (ring gears R2, R3) is integrally connected to the output shaft 24 and rotates. A direction between the second rotating element RM2 (carriers CA2 and CA3) and the case 26 that prevents the reverse rotation while allowing the second rotating element RM2 to rotate forward (the same rotational direction as the input shaft 22). A clutch F1 is provided in parallel with the second brake B2.

  FIG. 3 is a collinear diagram that can represent the rotational speeds of the rotating elements of the first transmission unit 14 and the second transmission unit 20 with straight lines. In FIG. 3, the lower horizontal line indicates the rotation speed “0”. The upper horizontal line indicates that the rotation speed is “1.0”, that is, the same rotation speed as that of the input shaft 22. Each vertical line of the first transmission unit 14 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side. The distance between them is determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1 of the first planetary gear device 12. The four vertical lines of the second transmission unit 20 indicate the first rotation element RM1 (sun gear S2), the second rotation element RM2 (carriers CA2 and CA3), and the third rotation element RM3 (ring gear) in order from the left end to the right end. R2, R3), the fourth rotating element RM4 (sun gear S3). These intervals are determined according to the gear ratio ρ2 of the second planetary gear device 16 and the gear ratio ρ3 of the third planetary gear device 18.

  As is apparent from the alignment chart shown in FIG. 3, when the first clutch C1 and the second brake B2 are engaged, the fourth rotating element RM4 is rotated at a reduced speed integrally with the ring gear R1 that is a reduction output member. . Further, the rotation of the second rotation element RM2 is stopped, and the third rotation element RM3 connected to the output shaft 24 is rotated at the rotation speed indicated by “1st”. That is, the first gear stage “1st” having the largest speed ratio (= the rotational speed N (IN) of the input shaft 22 / the rotational speed N (OUT) of the output shaft 24) is established.

  When the first clutch C1 and the first brake B1 are engaged, the fourth rotating element RM4 is rotated at a reduced speed integrally with the ring gear R1. Further, the rotation of the first rotation element RM1 is stopped, and the third rotation element RM3 is rotated at the rotation speed indicated by “2nd”. That is, the second shift stage “2nd” having a smaller speed ratio than the first shift stage “1st” is established.

  When the first clutch C1 and the third clutch C3 are engaged, the second transmission unit 20 is rotated at a reduced speed integrally with the ring gear R1, and the third rotational element RM3 is rotated at a rotational speed (ring gear) indicated by “3rd”. The same rotation speed as R1). That is, the third shift stage “3rd” having a smaller speed ratio than the second shift stage “2nd” is established.

  When the first clutch C1 and the fourth clutch C4 are engaged, the fourth rotating element RM4 is rotated at a reduced speed integrally with the ring gear R1. Further, the first rotation element RM1 is rotated integrally with the input shaft 22, and the third rotation element RM3 is rotated at a rotation speed indicated by “4th”. That is, the fourth shift stage “4th” having a smaller speed ratio than the third shift stage “3rd” is established.

  When the first clutch C1 and the second clutch C2 are engaged, the fourth rotating element RM4 is rotated at a reduced speed integrally with the ring gear R1. Further, the second rotation element RM2 is rotated integrally with the input shaft 22, and the third rotation element RM3 is rotated at a rotation speed indicated by “5th”. That is, the fifth shift stage “5th” having a smaller speed ratio than the fourth shift stage “4th” is established.

  When the second clutch C2 and the fourth clutch C4 are engaged, the second transmission unit 20 is rotated integrally with the input shaft 22, and the third rotating element RM3 is rotated at the rotational speed indicated by “6th” (input shaft). 22). That is, the sixth shift stage “6th” having a smaller speed ratio than the fifth shift stage “5th” is established. The gear ratio of the sixth gear stage “6th” is 1.

  When the second clutch C2 and the third clutch C3 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 22. Further, the first rotation element RM1 is rotated at a reduced speed integrally with the ring gear R1, and the third rotation element RM3 is rotated at a rotation speed indicated by “7th”. That is, the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established.

  When the second clutch C2 and the first brake B1 are engaged, the second rotation element RM2 is rotated integrally with the input shaft 22. Further, the first rotation element RM1 is stopped from rotating, and the third rotation element RM3 is rotated at the rotation speed indicated by “8th”. That is, the eighth shift stage “8th” having a smaller speed ratio than the seventh shift stage “7th” is established.

  On the other hand, when the second brake B2 and the third clutch C3 are engaged, the rotation of the second rotation element RM2 is stopped. Further, the first rotating element RM1 is rotated at a reduced speed integrally with the ring gear R1, and the third rotating element RM3 is rotated in reverse at the rotation speed indicated by “Rev1”. That is, the first reverse shift speed “Rev1” is established.

  When the second brake B2 and the fourth clutch C4 are engaged, the second rotation element RM2 is stopped from rotating. Further, the first rotating element RM1 is rotated integrally with the input shaft 22, and the third rotating element RM3 is rotated reversely at a rotation speed indicated by “Rev2”. That is, the second reverse shift speed “Rev2” is established.

  The operation table shown in FIG. 4 summarizes the relationship between the above-described gear stages and the operation states of the clutches C1 to C4 and the brakes B1 and B2. In the operation table, “◯” represents engagement, and “(◯)” represents engagement only during engine braking. Since the one-way clutch F1 is provided in parallel with the second brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the second brake B2 at the time of start (acceleration). The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18.

  The clutches C1 to C4 and the brakes B1 and B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulically controlled by a hydraulic actuator such as a multi-plate clutch or brake. This is a friction engagement element. The clutch C and the brake B are switched between engaged and disengaged states by excitation, non-excitation, and current control of the linear solenoid valves SL1 to SL6 of the hydraulic control circuit 98. Further, in the clutch C and the brake B, the transient hydraulic pressure at the time of engagement and release is controlled.

  With reference to FIG. 5, the control structure of the program executed by ECU 90, which is the shift control device according to the present embodiment, will be described. It should be noted that the program represented by this flowchart is repeatedly executed at predetermined time intervals when engine 30 is in operation.

  In step (hereinafter step is abbreviated as S) 100, ECU 90 determines whether or not the brake is on. This determination is made based on a signal indicating whether or not the foot brake is operated, which is input from the brake switch 70 to the ECU 90. If the brake is on (YES in S100), the process proceeds to S200. If not (NO in S100), the process proceeds to S300.

  In S200, ECU 90 maintains the shift determination according to the deceleration. In S300, ECU 90 determines whether or not the shift determination and the output shift command are inconsistent. If the shift determination does not match the output shift command (YES in S300), the process proceeds to S400. Otherwise (if the shift determination matches the output shift command) (NO in S300), this process ends.

In S400, ECU 90 cancels the shift determination according to the deceleration.
The operation of the vehicle controlled by ECU 90, which is the shift control device according to the present embodiment, in the above-described structure and flowchart will be described. In the following description, the first shift determination from the fourth shift stage “4th” to the third shift stage “3th” and the third shift stage “3rd” are performed based on the driver's operation of the foot brake and the vehicle speed. It is assumed that the second shift determination from the second gear to the second gear “2nd” has occurred.

[Driver maintains brake operation]
When the foot brake is strongly operated during traveling in the D position and the second shift determination (3rd → 2nd) is established following the first shift determination (4th → 3rd), the ECU 90 causes the automatic transmission 10 to The first shift command corresponding to the shift determination is output, and the friction engagement elements are engaged and released as shown in the operation table shown in FIG. If the brake operation is continuously performed even when the first shift command is output (YES in S100), a shift determination according to the deceleration (in this case, the 4th → 3rd and 3rd → 2nd) are maintained.

[Driver releases brake operation]
When the foot brake is strongly operated during traveling in the D position and the second shift determination (3rd → 2nd) is established following the first shift determination (4th → 3rd), the ECU 90 causes the automatic transmission 10 to The first shift command corresponding to the shift determination is output, and the friction engagement elements are engaged and released as shown in the operation table shown in FIG. If the brake operation is released while outputting the first shift command (NO in S100), it is determined whether or not the shift determination and the output shift command are inconsistent. The first shift command (4th → 3rd) is output between time t (0) and time t (2) in the timing chart shown in FIG. 6, and the shift determination is the second shift determination (3rd → 3rd → 2nd). For this reason, when the brake operation is released at time t (1) between time t (0) and time t (2), it is determined that the shift determination and the output shift command are inconsistent. (YES in S300), second shift determination according to sudden deceleration is cancelled.

  Therefore, in the present invention, the second shift command is not output after time t (2) shown in FIG. As described above, since the downshift corresponding to the second shift determination does not occur, the driving force does not drop (the driven force increases) as shown in FIG. Match.

  On the other hand, in the conventional technique, after the time t (2) shown in FIG. 6, the second shift command is output and the speed is changed from 3rd to 2nd. For this reason, the driving force falls (the driven force increases) and does not coincide with the intention of the driver who has released the brake operation.

  As described above, when the multiple shift is determined based on the brake operation and the brake operation that causes the multiple shift is canceled during the first shift, the second multiple shift is canceled. . As a result, a shift that matches the driver's intention after releasing the brake operation can be realized, and a shift feeling that satisfies the driver can be realized. As a result, it is possible to provide a shift control device for a vehicle that does not give the driver a sense of incongruity even when the brake operation is released during the deceleration downshift control involving the brake operation.

  In the above description, the case of 4th → 3rd → 2nd has been described, but the present invention is not limited to this. Multiple downshifts such as 5th → 4th → 3rd → 2nd may be used. In this case, 5th → 4th is generated as the first shift determination, 4th → 3rd is determined as the second shift determination, and 3rd → 2nd is generated as the third shift determination. However, the brake operation is released during the shift corresponding to the first shift determination. Then, the second shift determination and the third shift determination that have not yet started shifting are cancelled. When the brake operation is released during the shift corresponding to the second shift determination, the third shift determination that has not yet started is cancelled.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram including ECU which implement | achieves the control apparatus of the automatic transmission which concerns on embodiment of this invention. 1 is a skeleton diagram of an automatic transmission according to an embodiment of the present invention. It is a collinear diagram showing the rotational speed of each rotation element of an automatic transmission. It is an operation | movement table | surface which shows the engagement element which establishes the several gear stage in the automatic transmission of embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which concerns on embodiment of this invention. It is a timing chart when the program run by ECU which concerns on embodiment of this invention is performed.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Automatic transmission, 12 1st planetary gear apparatus, 14 1st transmission part, 16 2nd planetary gear apparatus, 18 3rd planetary gear apparatus, 20 2nd transmission part, 22 input shaft, 24 output shaft, 26 transmission case, 30 engine, 32 torque converter, 50 accelerator pedal, 52 accelerator position sensor, 58 engine rotation speed sensor, 60 intake air amount sensor, 62 intake air temperature sensor, 64 throttle position sensor, 66 vehicle speed sensor, 68 cooling water temperature sensor, 70 brake Switch, 72 Shift lever, 74 Lever position sensor, 76 Turbine rotation speed sensor, 78 AT oil temperature sensor, 90 ECU, 98 Hydraulic control circuit.

Claims (4)

A shift control device for an automatic transmission that makes a shift determination based on a degree of deceleration when decelerating by a brake operation,
Determination means for determining whether or not the brake operation is released during a period from a shift determination to a start of a shift corresponding to the shift determination;
By the determining means, when the brake operation is determined to have been released in the period, observed including a stop means for stopping the transmission corresponding to the shift determination,
The shift determination is a multiple shift determination for downshifting via one or more shift gears,
The stop means includes a means for stopping a shift corresponding to a shift determination in which the shift is not started in the multiple shift determination . The determining means determines whether or not the brake operation has been released during a period from the shift determination to the start of output of a shift command corresponding to the shift determination;
The canceling unit stops the shift determination when the shift determination and the currently output shift command do not match when the determination unit determines that the brake operation is released during the period. Item 4. The gear change control device according to Item 1. The shift determination includes a first shift determination for downshifting from the first shift stage to the second shift stage, and a second shift determination for downshifting from the second shift stage to the third shift stage. Shift judgment,
  The determination means determines whether or not the brake operation has been released during a period from the start of the first shift determination to the start of output of a shift command corresponding to the second shift determination;
  When the determination means determines that the brake operation has been released during the period, the stop means determines the second shift determination when the second shift determination does not match the currently output shift command. The transmission control device according to claim 1, wherein the transmission control device is stopped. The shift judgment is performed by downshifting from the N-th stage (N is an integer greater than M) to the (N-M-1) -th stage through M (M is an integer equal to or greater than 1) transmission gear stages. Shift judgment,
The shift control device according to any one of claims 1 to 3, wherein the canceling unit includes a unit for canceling a shift corresponding to a shift determination in which the shift is not started in the multiple shift determination.

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