JPH11303982A - Shift controller of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a shift controller of an automatic transmission capable of simplifying a program of control to be performed with shift of an automatic transmission. SOLUTION: The shift controller of an automatic transmission is provided with a shift judging means (steps 1, 3) for judging whether the shift is performed to the automatic transmission or not on the basis of the traveling state of a vehicle, and a program selecting means (steps 4 to 6) for selecting a program corresponding to the specified control contents with the shift of the automatic transmission when judgment for performing the shift to the automatic transmission is held by the shift judging means (the steps 1, 3). The program is composed on a plurality of sub programs independent for each shift type.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control device for an automatic transmission that performs predetermined control based on a program stored in an electronic control unit. is there.

[0002]

2. Description of the Related Art Generally, an electronically controlled automatic transmission mounted on a vehicle includes a gear transmission mechanism including a plurality of sets of planetary gears and a friction engagement device for switching a torque transmission path of the gear transmission mechanism. And a hydraulic control device that controls the operation of the friction engagement device by hydraulic pressure, and an electronic control device that controls various solenoid valves of the hydraulic control device based on the running state of the vehicle.

This electronic control unit is composed of a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface. The storage device stores a shift diagram for determining a shift of the automatic transmission based on parameters such as a vehicle speed and an accelerator opening, data for controlling the hydraulic control device during the shift, and the like. The electronic control unit is configured to receive signals from various sensors.

[0004] The shift of the automatic transmission is determined based on the running state of the vehicle detected by various sensors.
When the shift determination is made, the shift is executed by engaging and releasing the friction engagement device. An example of such an electronic control type automatic transmission control device is disclosed in Japanese Utility Model Laid-Open No. 4-128569.

[0005] In an automatic transmission, the output torque of the automatic transmission rapidly changes due to a change in a torque applied to a frictional engagement device for achieving each shift speed, a change in an inertial force of a rotating member, and the like. However, the fluctuation of the torque may be felt as a shift shock.

For this reason, in an electronically controlled automatic transmission, in order to suppress a shift shock, the hydraulic pressure of a friction engagement device such as a clutch or a brake is controlled at the time of a shift transition, and the inertia torque is controlled by these frictional engagement devices. Absorbed by joint equipment. Further, during a shift transition, the ignition timing of the engine is retarded to reduce the engine torque temporarily, thereby reducing the amount of energy absorbed by the friction engagement device to reduce the shift shock. As described above, the control program executed in accordance with the shift to suppress the shift shock is stored in the storage device.

[0007]

In a conventional electronically controlled automatic transmission, a single program is stored in a storage device even if the type of shift is different. Therefore, even when changing a part of the program relating to a predetermined type of shift, the entire program must be corrected, which is troublesome, and a bug (error in the program) is likely to occur.

Also, when debugging a program (finding an error), the entire program must be targeted. Further, when a part of the program is changed, it is difficult to visually find the changed part by debugging. Therefore, there are problems that the man-hour required for changing and correcting the program increases, the cost for creating the program increases, and the quality of the program deteriorates.

The present invention has been made in view of the above circumstances, and provides a shift control device for an automatic transmission capable of simplifying a control program executed in accordance with a shift of the automatic transmission. The purpose is to do so.

[0010]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a shift determining means for determining a shift of an automatic transmission, and the shift determining means determines a shift of the automatic transmission. In this case, in the automatic transmission shift control device comprising: a program selecting means for selecting a control program to be performed in accordance with the shift of the automatic transmission. It is characterized by consisting of subprograms.

Here, the control performed in accordance with the shift is, for example, a control performed during a shift transition in order to suppress a shift shock, and specifically, an engine that transmits torque to an automatic transmission. Control to reduce the torque of the clutch, control to change the line pressure of the hydraulic circuit of the hydraulic control device provided to control the friction engagement device of the automatic transmission, and adjust the engagement pressure of the friction engagement device And the control of the operation of the lock-up clutch provided in the torque transmission path between the engine and the automatic transmission.

According to the present invention, the predetermined control program executed in accordance with the shift of the automatic transmission is constituted by a plurality of independent subprograms for each type of shift. Therefore, the subprogram is simplified for each type of shift, and the subprogram can be easily changed and debugged independently for each type of shift. Also, the confirmation of the changed program can be performed separately for each subprogram.

[0013]

Next, the present invention will be described more specifically with reference to the drawings. FIG. 2 is a block diagram showing an overall control system of a vehicle to which the present invention is applied. An automatic transmission 2 is connected to an output side of an engine 1 as a driving force source. The engine 1 is configured to electrically control its output, and an electronic throttle valve 5 driven by a servomotor 4 is provided in an intake pipe 3 of the engine 1. Further, the engine 1 includes a fuel injection control device 6 including an injector 6A for controlling a fuel injection amount of the combustion chamber 1A, and an ignition timing control device 7 including a spark plug 7A, a distributor 7B, and an ignition coil 7C.

On the other hand, the depression amount of the accelerator pedal 8 representing the output request to the engine 1, that is, the accelerator opening is detected by an accelerator pedal switch 9, and the detection signal is sent to an engine electronic control unit (E-ECU) 10
Has been entered. This engine electronic control unit 10
Are a central processing unit (CPU) 11 and a storage device (RA
M, ROM) 12, an input interface 13, and an output interface 14.

The engine electronic control device 10 includes an engine (E / G) rotational speed N as data for control.
e, a signal from an engine speed sensor 15, which detects an intake air amount Q, a signal from an intake air temperature sensor 17, which detects intake air temperature, and an opening degree of the electronic throttle valve 5. The signal of the throttle sensor 18 is input.

Further, the engine electronic control unit 10 includes:
A signal of an output rotation speed sensor 19 for detecting the rotation speed of the output shaft of the automatic transmission 2, a signal of an engine water temperature sensor 20 for detecting the engine water temperature, a signal from a brake switch 22 for detecting the amount of depression of a brake pedal 21, and the like. Has been entered. The vehicle speed is calculated based on the signal of the output speed sensor 19.

The running state of the vehicle is judged by the engine electronic control unit 10 by performing arithmetic processing on data detected by various sensors and switches, and the opening degree of the electronic throttle valve 5 is determined based on the judgment result. At least one of the fuel injection amount of the fuel injection control device 6 and the ignition timing of the ignition timing control device 7 is controlled.

FIG. 3 is a skeleton diagram showing an example of the gear train of the automatic transmission 2 described above. In FIG.
A stepped automatic transmission 2 for setting five forward speeds and one reverse speed is shown. That is, the automatic transmission 2 includes a torque converter 23, an auxiliary transmission unit 24, and a main transmission unit 25.
And The torque converter 23 has a front cover 27 integrated with a pump impeller 26, a member integrally mounted with a turbine runner 28, in other words, a hub 29, and a lock-up clutch 30.

The front cover 27 is connected to the crankshaft 31 of the engine 1, and the input shaft 32 connected to the turbine runner 28 is connected to the carrier 34 of the overdrive planetary gear mechanism 33 that constitutes the subtransmission unit 24. Have been.

A multi-plate clutch C0 and a one-way clutch F0 are provided between the carrier 34 and the sun gear 35 constituting the planetary gear mechanism 33. The one-way clutch F0 is engaged when the sun gear 35 rotates forward relative to the carrier 34, that is, when the sun gear 35 rotates in the rotation direction of the input shaft 32. And the sub-transmission unit 2
A ring gear 36, which is an output element of No. 4, is connected to an intermediate shaft 37, which is an input element of the main transmission unit 25. Further, a multi-disc brake B0 for selectively stopping the rotation of the sun gear 35 is provided.

Accordingly, since the entire planetary gear mechanism 33 rotates together with the multi-plate clutch C0 or the one-way clutch F0 in the engaged state, the intermediate shaft 37 rotates at the same speed as the input shaft 32. At low speed.
In a state where the rotation of the sun gear 35 is stopped by engaging the brake B0, the ring gear 36 is rotated forward with the speed increased with respect to the input shaft 32, so that a high gear is established.

On the other hand, the main transmission unit 25 includes three sets of planetary gear mechanisms 38, 39, and 40, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 38 and the sun gear 42 of the second planetary gear mechanism 39 are integrally connected to each other. Further, the ring gear 43 of the first planetary gear mechanism 38, the carrier 44 of the second planetary gear mechanism 39, and the carrier 45 of the third planetary gear mechanism 40 are connected, and the output shaft 4 is connected to the carrier 45.
6 are connected. Further, the ring gear 47 of the second planetary gear mechanism 39 is connected to the sun gear 48 of the third planetary gear mechanism 40.
It is connected to.

In the gear train of the main transmission section 25, a reverse gear and four forward gears can be set, and a clutch and a brake for this are provided as follows. First, the clutch will be described. The ring gear 47 and the sun gear 48 connected to each other, and the intermediate shaft 37
Between the first clutch C1 and the first clutch C1. Further, the sun gear 49 of the first planetary gear mechanism 38 and the sun gear 42 of the second planetary gear mechanism 39 connected to each other, and the intermediate shaft 3
7, a second clutch C2 is provided.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 49 and 4 of the first planetary gear mechanism 38 and the second planetary gear mechanism 39.
2 are arranged to stop rotation. A first gear is provided between the sun gears 49 and 42 and the casing 50.
A one-way clutch F1 and a second brake B2, which is a multiple disc brake, are arranged in series. First one-way clutch F
Reference numeral 1 indicates that the sun gears 49 and 42 are engaged when rotating in the reverse direction, that is, when rotating in the direction opposite to the rotation direction of the input shaft 32.

The third brake B3, which is a multiple disc brake,
Carrier 51 and casing 50 of first planetary gear mechanism 38
And is provided between them. And the third planetary gear mechanism 40
As a brake for stopping the rotation of the ring gear 52, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are provided. 4th brake B4 and 2nd brake
The one-way clutch F2 includes the casing 50 and the ring gear 5
2 are arranged in parallel with each other. The second one-way clutch F2 is configured to be engaged when the ring gear 52 is about to rotate in the reverse direction.

In the automatic transmission 2 configured as described above, the clutches and brakes are engaged and disengaged as shown in the operation chart of FIG. Can be set. In FIG. 4, the mark ○ indicates the engaged state, the mark 時 に indicates the engaged state during engine braking, the mark △ indicates either engaged or released, and the blank indicates the released state.

In this embodiment, the shift lever 5
By manual operation of 3, P (parking) range,
R (reverse) range, N (neutral) range, D
(Drive) range, three ranges, two ranges, and L range can be set.

The hydraulic control device 54 shown in FIG. 2 controls the setting or switching of the gear position in the automatic transmission 2, the engagement / disengagement and slip control of the lock-up clutch 30 and the hydraulic circuit of the hydraulic control device 54. , The engagement pressure of the friction engagement device, and the like.
The hydraulic control device 54 is electrically controlled, and includes first to third shift solenoid valves S1 to S3 for executing a shift of the automatic transmission 2 and a second shift solenoid valve for controlling an engine braking state. And a four solenoid valve S4.

Further, the hydraulic control device 54 includes a linear solenoid valve SLT for controlling the line pressure of the hydraulic circuit.
And a linear solenoid valve SLN for controlling the back pressure of the accumulator during a shift transition of the automatic transmission 2.
And a linear solenoid valve SLU for controlling the engagement pressure of the lock-up clutch 30 and a predetermined friction engagement device.

Further, an electronic control unit (T-ECU) 55 for an automatic transmission is connected to the hydraulic control unit 54. The electronic control unit 55 for the automatic transmission includes a central processing unit (CPU) 56. , Storage device (RAM, ROM) 5
7, a microcomputer mainly composed of an input interface 58 and an output interface 59.

The automatic transmission electronic control unit 55 includes:
A shift position sensor for detecting a signal from the throttle sensor 18, a signal from the output speed sensor 19, a signal from the engine coolant temperature sensor 20, a signal from the brake switch 22, and a manual operation of the shift lever 53 as data for controlling the automatic transmission 2. 60, a signal of a pattern select switch 61 for changing or correcting a shift diagram applied to control of the automatic transmission 2, an overdrive switch 62
, A signal of an input speed sensor 63 for detecting the rotation speed of the multi-plate clutch C0, a signal of an oil temperature sensor 64 for detecting the operating oil temperature of the automatic transmission 2, and the like.

The electronic control unit 55 for the automatic transmission and the electronic control unit 10 for the engine are connected to each other so as to be able to perform data communication, and the electronic control unit 10 for the engine controls the electronic control unit 55 for the automatic transmission. Is transmitted with a signal such as the amount of intake air per revolution (Q / Ne). The electronic control unit 55 for the automatic transmission transmits the electronic control unit 1 for the engine.
For 0, a signal equivalent to an instruction signal for each solenoid valve, a signal for instructing a gear position, and the like are transmitted.

Further, the electronic control unit 55 for the automatic transmission stores a shift diagram (shift map) for controlling the shift of the automatic transmission 2. In the shift diagram, shift points for shifting from a predetermined shift speed to another shift speed are set using the running state of the vehicle, for example, the accelerator opening and the vehicle speed as parameters. Then, the shift of the automatic transmission 2 is determined based on the shift diagram, and if the shift determination is made, a control signal is input to the solenoid valve from the electronic control unit 55 for the automatic transmission. Engagement / release of a predetermined frictional engagement device is performed.

Further, in the electronic control unit 55 for the automatic transmission, a lock-up clutch control map for controlling the operation of the lock-up clutch 30 is stored. In the lock-up clutch control map, a region for engaging or disengaging the lock-up clutch 30 or a region for slip control is set using the accelerator opening and the vehicle speed as parameters. Further, the electronic control unit 55 for the automatic transmission determines a failure of various solenoid valves, and based on the determination result, a fail-safe function for controlling the state of the components so as not to hinder the running of the vehicle. It has.

On the other hand, during a shift transition of the automatic transmission 2, the output torque of the automatic transmission 2 sharply changes due to a change in the engagement pressure of the friction engagement device, that is, a change in the torque capacity and a change in the inertial force of the rotating member. , And the fluctuation of the torque may be felt as a shift shock. Therefore, in order to suppress a shift shock during the shift of the automatic transmission 2, control to reduce the torque of the engine 1, control of the line pressure of the hydraulic circuit of the hydraulic control device 54, and control of the engagement pressure of the friction engagement device A plurality of types of control such as control and control of the lock-up clutch 30 are performed. Hereinafter, these controls will be briefly described.

The engine electronic control unit 10 controls the fuel injection amount, the ignition timing, the opening of the electronic throttle valve 13 and the like based on the input signals and data. Then, at the time of shifting of the automatic transmission 2,
By performing at least one of the control of retarding the ignition timing of the ignition timing control device 7, the control of reducing the fuel injection amount by the fuel injection control device 7, and the control of reducing the opening of the electronic throttle valve 4. Then, control for temporarily reducing the output torque of the engine 1 is performed.

The line pressure of the hydraulic circuit of the hydraulic control unit 54 is controlled by a linear solenoid valve SLT. This linear solenoid valve SLT has a function of generating a hydraulic pressure in proportion to the energizing current. At the time of shifting, the line pressure is adjusted by controlling the duty ratio of the linear solenoid valve SLT.

Further, the engagement pressure of the friction engagement device for achieving the gear position of the automatic transmission 2 is controlled by the back pressure of the accumulator, and the back pressure of the accumulator is regulated by the linear solenoid valve SLN. . The linear solenoid valve SLN has a function of generating a hydraulic pressure in proportion to the energizing current. At the time of shifting, the engagement pressure of the friction engagement device is adjusted by controlling the duty ratio of the linear solenoid valve SLN.

Furthermore, if a gear shift is performed while the lock-up clutch 30 is engaged, the torque converter 23 will not be able to absorb torque fluctuations, so that the gear shift shock may increase. Thus, by temporarily disengaging the lock-up clutch 30 at the time of shifting of the automatic transmission 2, control is performed to reduce fluctuations in the torque transmitted from the front cover 27 to the input shaft 32.

Various controls for suppressing the shift shock of the automatic transmission 2 are executed in real time in the course of shifting of the automatic transmission 2. For this reason, the electronic control unit 55 for the automatic transmission has a function of determining the degree of progress (the progress) of the shift in real time based on the input rotation speed and the output rotation speed of the automatic transmission 2 and the gear ratio. I have.

The various controls for suppressing the shift shock include the content of the control for each type of shift (specifically, the reduction value of the engine torque, the level of the hydraulic pressure or the engagement pressure of the friction engagement device, There is a case where the engagement pressure of the lock-up clutch 30 is the same or different. Further, there are cases where the control start time and control end time are the same for each type of shift, and cases where at least one of the control start time and control end time differs. Further, there are control that is performed only for a specific type of shift and control that is not performed only for a characteristic type of shift.

In this embodiment, as shown in FIG. 5, a plurality of programs corresponding to different types of shift control X1, Y1, Z1, etc. for suppressing shift shocks are provided independently for each shift type. , In other words, a subprogram (for convenience, indicated by blocks divided by a square frame). Then, these subprograms are used by the engine electronic control device 10.
Alternatively, it is stored in the electronic control unit 55 for the automatic transmission. In FIG. 5, the numbers described at the top of each block indicate the speeds of the automatic transmission 2, and the arrows shown between the numbers indicate that the speed is increased from the left to the right. It means the case of shifting.

That is, in the conceptual diagram of FIG. 5, the control program executed at the time of shift shifting when upshifting from a predetermined shift speed to another shift speed is constituted by a plurality of independent sub-programs for each shift type. An example of the case is shown. Note that, in the conceptual diagram of FIG.
The control program executed at the time of the upshift is composed of a plurality of subprograms. Similarly, the control program for the case where the automatic transmission 2 shifts down also comprises a plurality of independent subprograms. Is also possible.

The concept of the independent subprogram includes the process from the start to the end of the processing procedure, that is, the case where the entire single flowchart is grasped as the subprogram. In addition, the concept of the independent subprogram includes a step of determining the type of shift in the middle of the processing procedure after the start of the processing procedure of the single flowchart, and using this determination step as a branch point for each type of shift. In the case where steps having different control contents are set, a case where the processing procedure performed for each type of shift in the process from the processing procedure performed after the determination step to the end thereof is grasped as a subprogram is also included. That is, in the latter case, the entire single flowchart is composed of a plurality of independent subprograms.

Then, the type of shift (shift pattern)
A table of function addresses (not shown) corresponding to each subprogram, using the progress of the shift as a parameter.
Is set. That is, a different function address is set for each subprogram. Therefore, when selecting, changing, deleting, or modifying any of the subprograms, a function address may be called using a pointer.

Next, an example of shift control of a vehicle having the above-described hardware configuration will be described with reference to the flowchart of FIG. First, signals detected by various sensors are input to the engine electronic control device 10 and the automatic transmission electronic control device 55, and the shift of the automatic transmission 2 is determined based on the shift diagram. (Step 1). Further, the degree of progress of the shift is determined based on the input rotation speed and the output rotation speed of the automatic transmission 2 and the gear ratio (step 2). Steps 1 and 2 are always performed while the vehicle is running.

Then, based on the signals detected by the various sensors, it is determined whether or not the automatic transmission 2 is to be shifted (step 3). If the shift determination is made in step 3, the type of shift (shift pattern) is determined (step 4). The determination in step 4 is made based on the shift diagram using the vehicle speed and the throttle opening as parameters.

Next, a control program to be executed is selected based on the shift pattern determined in step 4 and the degree of progress of the shift (step 5). Specifically, the function address of the corresponding subprogram is selected. Thereafter, the selected function address is called using the pointer (step 6), and the control routine ends. If a negative determination is made in step 3, there is no need to perform the control to suppress the shift shock, and the control routine is ended as it is.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Steps 1 and 3 correspond to the shift determining means of the present invention, and steps 4 to 6 correspond to the program selecting means of the present invention.

As described above, according to the present invention, the predetermined control program executed when the automatic transmission 2 shifts the speed is constituted by an independent subprogram for each type of speed change. For this reason, each subprogram is simplified, and it is possible to easily change the subprogram and visually confirm and debug the subprogram independently for each subprogram. Specifically, a part of the control program can be deleted, added, and changed only by changing the function address table. Therefore, the number of man-hours required for creating or changing a program, and consequently, for correcting the program, is reduced, and the cost required for adjusting the program is suppressed. Further, bugs are less likely to occur, debugging is easy, and the quality of the program is improved.

In the above embodiment, the automatic transmission 2
It is also possible to perform a control that is not related to a shift shock as a control content performed at the time of the shift shift.

Here, the characteristic configurations of the present invention disclosed in the above embodiments are listed as follows. That is, a shift determining means for determining a shift of the automatic transmission based on a running state of the vehicle, and a plurality of types of friction engagement devices when the shift determining means determines a shift of the automatic transmission. A friction engagement device control means for performing gear shifting by switching the torque transmission path of the gear transmission mechanism by combining and releasing, and a program selection means for selecting a control program to be performed with the gear shifting of the automatic transmission. In the shift control device for an automatic transmission, the program may include a plurality of independent sub-programs for each type of shift.

A shift determining means for determining a shift of the automatic transmission based on a traveling state of the vehicle, and a shift determined by the shift speed determining means is a shift from any one of the gears to any one of the gears. And shifting the torque transmission path of the gear transmission mechanism by engaging and disengaging a plurality of friction engagement devices provided in the automatic transmission. A friction engagement device control unit, a shift degree determination unit that determines a shift progress degree determined by the shift pattern determination unit, and a program having predetermined control content is selected based on the shift pattern and the shift progress degree. A transmission control device for an automatic transmission, comprising: a plurality of independent sub-programs for each type of transmission. Rukoto a shift control apparatus for an automatic transmission according to claim.

[0054]

As described above, according to the present invention,
The control program executed in accordance with the shift of the automatic transmission includes a plurality of independent sub-programs for each type of shift. For this reason, each subprogram is simplified, and it is possible to easily change the subprogram and visually confirm and debug the subprogram.

That is, the deletion and addition of a part of the control program and the change or selection can be performed independently for each subprogram. Therefore, creation and change of the program, and eventually, the number of correction steps are reduced, and the adjustment cost of the program is suppressed. Further, bugs are unlikely to occur, and debugging can be easily performed independently for each subprogram, thereby improving the quality of the program.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining control contents executed by a shift control device for an automatic transmission according to the present invention.

FIG. 2 is a block diagram showing an overall control system of a vehicle to which the present invention is applied.

FIG. 3 is a skeleton diagram illustrating an example of a gear train of the automatic transmission according to the present invention.

FIG. 4 is a table showing an engaged / disengaged state of a friction engagement device for setting each shift speed in the automatic transmission of FIG. 3;

FIG. 5 is a conceptual diagram in a case where the control program of the automatic transmission is constituted by a plurality of independent sub-programs in the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 10 ... Engine electronic control unit, 55 ... Automatic transmission electronic control unit.

Continued on the front page (72) Inventor Noriyuki Takahashi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Katsumi Kawano 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Invention Noriaki Asahara 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Takashi Inoue 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Masato Kaigawa Toyota, Aichi Prefecture Toyota Motor Co., Ltd., Toyota Motor Co., Ltd. (72) Inventor Shigeru Kuroyanagi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Co., Ltd. (72) Inventor Akifumi Iwai 1-1-1, Showacho, Kariya City, Aichi Prefecture Stock Inside DENSO Corporation (72) Inventor Yasuhiro Kanzaki 1-1-1, Showa-cho, Kariya-shi, Aichi Prefecture Inside DENSO Corporation (72) Inventor Takuhiro Tarumoto 1-2-2, Goshodori, Hyogo-ku, Kobe City, Hyogo Prefecture Fujitsu Ten (72) Inventor Mitsuo Yoshida Fujitsu Ten Co., Ltd. (1-2) Gotsudori 1-2-28, Goshodori, Hyogo-ku, Hyogo Prefecture (72) Inventor Shinsuke Tanaka 1-2-28 Goshodori, Hyogo-ku, Kobe-shi, Hyogo Prefecture Fujitsu Ten Co., Ltd. (72) Inventor Toshihiro Kashiwara 1-2-2, Goshodori, Hyogo-ku, Kobe, Hyogo Prefecture Inside Fujitsu Ten Limited

Claims (1)

[Claims] 1. A shift determining means for determining a shift of an automatic transmission, and a control program executed in response to a shift of the automatic transmission when the shift determining means determines a shift of the automatic transmission. A shift control device for an automatic transmission, comprising: a program selecting means for selecting a shift. The shift control device for an automatic transmission, wherein the program comprises a plurality of independent subprograms for each type of shift.