JP2995122B2 - Input torque calculation device for vehicle automatic transmission with torque converter - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an input torque calculating apparatus for an automatic transmission for a vehicle with a torque converter, and more particularly to a technique for accurately estimating the input torque of an automatic transmission.

[0002]

2. Description of the Related Art In an automatic transmission for a vehicle to which torque from an engine is input via a torque converter, a plurality of shift speeds are established by a combination of operations of a plurality of friction engagement devices. For example, in order to control the hydraulic pressure that controls the engagement state of the friction engagement device during shifting,
It is desired to accurately estimate the input torque of the automatic transmission. For example, at the time of shifting of the automatic transmission, a new gear is established by releasing the first frictional engagement device that has been engaged and engaging the second frictional engagement device that has been engaged so far. If the second frictional engagement device is engaged before the first frictional engagement device is released, a gear shift shock occurs due to the locking of the planetary gear device, while the second gear is engaged. When the first frictional engagement device is released before the engagement of the frictional engagement device, the power transmission path is opened and the engine is temporarily blown up, and the second frictional engagement device thereafter is released. Shock occurs due to the engagement of. For this reason, the release of the hydraulic pressure acting on the first frictional engagement device and the second pressure release so that the release of the first frictional engagement device and the engagement of the second frictional engagement device are performed simultaneously. It is necessary to control the pressure increase of the hydraulic pressure acting on the friction engagement devices of the first and second embodiments, and the release point of the first friction engagement device and the engagement point of the second friction engagement device are determined according to the input torque. Because of the change, it is necessary to control the hydraulic pressure in relation to the input torque.

On the other hand, as described in Japanese Patent Application Laid-Open No. 3-182647, means for obtaining a speed ratio of a torque converter, means for obtaining a torque ratio and a capacity coefficient of the torque converter from the speed ratio, There has been proposed an input torque calculation device for an automatic transmission for a vehicle with a torque converter, which has means for determining the input torque of the automatic transmission using the torque ratio and the capacity coefficient of the converter. In such a device, compared to the case where the output torque estimated from the throttle valve opening and the engine rotation speed is used as the transmission input torque, the variation in the auxiliary equipment driving load and the variation in the oil agitation resistance loss of the engine are reduced. Instead, the input torque of the automatic transmission is detected relatively accurately.

[0004]

In general, a torque converter provided between an engine and an automatic transmission is supplied with an operating oil pressure adjusted in accordance with, for example, a throttle valve opening. There is a property that the capacity coefficient changes in association with the change in the internal pressure of the converter. For this reason, even in the above-described conventional input torque calculating device for a vehicle automatic transmission with a torque converter, the input torque value of the automatic transmission may not always be obtained with sufficient accuracy. For this reason, the shift shock may not be sufficiently eliminated in the timing control of the friction engagement device at the time of switching the transmission gear.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide an input torque calculating device for an automatic transmission for a vehicle with a torque converter, which can obtain an accurate input torque value. It is in.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is as shown in FIG. 1 showing the gist of the invention, wherein the output of an engine is inputted via a torque converter. In a vehicle automatic transmission with a torque converter, a speed ratio calculating means for calculating a speed ratio of the torque converter and a speed ratio calculating means for calculating a speed ratio and a capacity coefficient of the torque converter from a previously stored relationship. Capacity coefficient determining means for determining an actual capacity coefficient based on the speed ratio, and input torque calculating means for calculating the input torque of the automatic transmission based on the capacity coefficient determined by the capacity coefficient determining means. An input torque calculating device comprising: (a) a hydraulic pressure detecting means for directly or indirectly detecting a hydraulic pressure in the torque converter; and In relation to the hydraulic pressure in the torque converter, which is detected by means, the input torque value calculated by the input torque calculating means, and input torque correcting means for correcting to approach the actual input torque value,
To include.

[0007]

With this configuration, the actual capacity coefficient is determined by the capacity coefficient determining means based on the speed ratio calculated by the speed ratio calculating means from the relationship between the speed ratio of the torque converter and the capacity coefficient stored in advance. Meanwhile, the input torque of the automatic transmission is estimated by the input torque calculation means based on the capacity coefficient determined by the capacity coefficient determination means. And, by the input torque correction means,
The input torque value calculated by the input torque calculation means is corrected so as to approach the actual input torque value in relation to the oil pressure in the torque converter detected by the oil pressure detection means.

[0008]

As described above, in relation to the oil pressure in the torque converter detected by the oil pressure detecting means, the input torque value calculated by the input torque calculating means approaches the actual input torque value. Therefore, the input torque value of the automatic transmission can be obtained more accurately.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 2 is a diagram illustrating the configuration of an automatic transmission for a vehicle including an input torque calculating device according to one embodiment of the present invention and a control device for the same. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12 and transmitted to driving wheels via a differential gear device and an axle (not shown).

The above-mentioned torque converter 12 is used for the engine 1
Pump impeller 18 connected to crankshaft 16
, A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 directly connecting between the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 that prevents rotation in one direction. And a stator 28 that is in the position.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear unit 34 including a planet gear Po rotatably supported by the sun gear So, the ring gear Ro, and the carrier Ko and meshed with the sun gear So and the ring gear Ro; a sun gear So and a carrier. A clutch Co and a one-way clutch Fo provided between the sun gear So and the housing 41 are provided.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2, a second planetary gear set 38 comprising a planet gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and a sun gear rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3. And S3 and a third planetary gear set 40 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, the first reverse gear and the fifth forward gear are switched according to, for example, an operation table shown in FIG. In FIG. 3, the mark を indicates the engaged state, the mark ● indicates the engaged state at the time of engine braking, and the blank indicates the released state. As is apparent from FIG. 3, when shifting from the second gear to the third gear, control is performed in the hydraulic control circuit 50 to release the brake B3 and simultaneously engage the brake B2. .

The hydraulic control circuit 50 is adapted to selectively establish a reverse gear and a forward gear by a manual valve (not shown) which is switched in accordance with the operation position of the shift lever 52. Is operated to the forward range, the first solenoid valve 5
4, any one of the first to fifth gear stages is selectively established by a combination of the operations of the second solenoid valve 56 and the third solenoid valve 58. Also, the fourth
In connection with the operation of the solenoid valve 60, the lock-up clutch 24
Are set to an open state or an engaged state. Further, slip control in the half-engagement mode of the lock-up clutch 24 is executed by the linear solenoid valve 62. Also, the linear solenoid valve 64
Thereby, the back pressure of the accumulator of each clutch or brake is controlled. Then, a throttle pressure Pth which is a signal pressure corresponding to the throttle valve opening from the linear solenoid valve 66.
Is output.

FIG. 4 shows a part of the hydraulic control circuit 50. In FIG. 4, a part of hydraulic oil pressure-fed from a hydraulic pump 68 that is rotationally driven by the engine 10 is caused to flow out of a first pressure-regulating valve 70 of a relief valve type, so that a second hydraulic pressure of a magnitude corresponding to the throttle pressure Pth is obtained. One-line oil pressure _P11 is generated. A part of the hydraulic oil discharged from the first pressure regulating valve 70 is also discharged from the second pressure regulating valve 72 of the relief valve type, so that the second line hydraulic pressure Pl2 having a magnitude exclusively corresponding to the throttle pressure Pth is _generated. Generated. The second line oil pressure P _l2 is supplied to the torque converter 12 through a lock-up relay valve 74 that switches the lock-up clutch 24 to an open state or an engaged state. Therefore, the inner pressure of the torque converter 12 is equal to the second line pressure P _l2, the second line pressure P _l2
Is a function of the throttle pressure Pth, the internal pressure of the torque converter 12 can also be indirectly represented by the magnitude of the throttle valve opening θ. Therefore, in the present embodiment, a later-described throttle sensor 90 functions as oil pressure detecting means for detecting the internal pressure of the torque converter 12. Note that 7
6 is a lock-up control valve for controlling the slip amount of the lock-up clutch 24, 78 is a solenoid modulator valve for generating a source pressure such as a linear solenoid valve, 80 is a C1 orifice control valve, 82 is a cutback valve, 84 is a Co exhaust valve, and 86 is a solenoid relay valve.

Returning to FIG. 2, the vehicle is provided with an opening degree θ of a throttle valve provided in an intake pipe of the engine 10 (not shown).
throttle sensor 90 for detecting th, air flow meter 91 for detecting the amount of intake air of engine 10, and engine speed sensor 9 for detecting the rotation speed of engine 10.
2. A cooling water temperature sensor 93 for detecting the temperature of the cooling water of the engine 10, an input shaft rotation speed sensor 94 for detecting the rotation speed of the input shaft 20, an oil temperature sensor 95 for detecting the oil temperature of the automatic transmission 14, and a shift lever 52. An operation position sensor 96 for detecting the operation position of the vehicle, an output shaft rotation speed sensor 98 for detecting the rotation speed of the output shaft 42 to obtain the vehicle speed V, and the like are provided. Signals representing the valve opening θth, the engine rotation speed Ne, the engine cooling water temperature THw, the input shaft rotation speed Nin, the oil temperature THm of the automatic transmission 14, the operation position Psh, and the output shaft rotation speed Nout are supplied to the electronic control unit 100. It is supposed to be.

The electronic control unit 100 includes a CPU, a RAM,
A so-called microcomputer having a ROM and an input / output interface. The CPU processes input signals in accordance with a program stored in the ROM in advance while using the temporary storage function of the RAM, and drives each solenoid valve or linear solenoid valve. . The electronic control unit 100 drives the linear solenoid valve 66 so as to generate the throttle pressure Pth having a magnitude corresponding to the opening degree θth of the throttle valve, and changes the gear position of the automatic transmission 14 according to the traveling state of the vehicle. The gear change control for automatically changing over and the lock-up engagement control for controlling the engagement state of the lock-up clutch 24 are executed. For example, in the shift control, a gear corresponding to the currently established gear position is selected from a shift diagram stored in advance, and the actual throttle valve opening degree θth and vehicle speed V are determined from the selected shift diagram. A shift command is determined on the basis of the first electromagnetic valve 54 so that the determined gear position is obtained.
In addition, the third to third solenoid valves 58 are selectively driven. In the lock-up engagement control, the engagement area of the lock-up clutch 24 is determined based on the actual throttle valve opening θth and the vehicle speed V from a diagram stored in advance, and the engagement area indicated in the engagement area is determined. The fourth solenoid valve 60 is driven so as to be in the combined state, and the linear solenoid valve 62 is driven in the slip region.

In the above shift control, for example, when switching from the second gear to the third gear, it is desired that the brake B2 be engaged at the same time as the release of the brake B3. Prior to release of brake B3, brake B2
Lock due to the engagement of the brake B3
This is because there is a possibility that the engine may be blown up due to the engagement of the brake B2 with a delay in releasing the engine.
Therefore, when switching from the second gear to the third gear, the engagement timing is controlled by controlling the back pressure of the accumulator of the brake B2 in relation to the input torque Tin of the automatic transmission 14. , Brake B as much as possible
The brake B2 is engaged simultaneously with the release of the brake lever 3.

FIG. 5 is a flowchart illustrating an operation for calculating the input torque Tin in the electronic control unit 100. In FIG. 5, each of the input signals is read in a step (not shown), and a step SS1
Then, the speed ratio e of the torque converter 12 is based on the engine rotation speed Ne corresponding to the pump rotation speed of the torque converter 12 and the turbine rotation speed _NT (input shaft rotation speed Nin) of the torque converter 12 from the following equation (1). Is calculated.

[0023]

[Equation 1] e = _NT / Ne (1)

In the following step SS2, it is determined whether or not the throttle valve opening θth is larger than a predetermined reference value α (%). When the throttle valve opening degree θth is used as a value indirectly indicating the internal pressure of the torque converter 12, the determination reference value α increases the error, and the accuracy of determining the capacity coefficient C, that is, the accuracy of estimating the input torque Tin is obtained. This is a value for determining whether or not the region is no longer available, and is a relatively large value obtained experimentally in advance.

If the determination in step SS2 is negative, in step SS3, the throttle valve opening θth
Is greater than or equal to a predetermined reference value β (%). This judgment reference value β is equal to the judgment reference value α.
It is a value smaller than the value for judging whether or not the estimation accuracy of the input torque Tin is relatively obtained by the correction for the basic calculation.

If the determination in step SS3 is negative, in step SS4, for example, the hydraulic pressure value in the torque converter 12 determined based on the throttle valve opening θth from the relationship stored in advance shown in FIG. The capacity coefficient C of the torque converter 12 is determined based on _Pl2 and the speed ratio e of the torque converter 12. The relationship shown in FIG. 6 shows the characteristics of torque converter 12 in two stages according to its internal pressure, and is stored in a ROM in electronic control device 100 in a data map format, for example. As described above, when the capacity coefficient C used for calculating the input torque Tin is determined based on the hydraulic pressure value _P12 in the torque converter 12 from the relationship shown in FIG. 6, the input torque Tin is consequently reduced. Oil pressure value P _{l2 in} 12
Is corrected to the side approaching the actual value, so that the above-mentioned step SS4 is not only used as the capacity coefficient determining means,
It also functions as input torque correction means.

Then, in step SS5, the ROM
The input torque Tin of the automatic transmission 14 is calculated based on the capacity coefficient C and the input shaft rotation speed (= Ne) of the torque converter 12 from the basic equation (2) stored in the equation (2).

[0028]

[Equation 2] Tin = C · Ne ² (2)

However, if the determination in step SS3 is affirmative, step SS6 is followed by step SS6.
After the capacity coefficient C is determined in the same manner as in step 4,
In the above, based on the capacity coefficient C and the input shaft rotation speed (= Ne) of the torque converter 12 from the following equation (3) stored in the ROM in advance, the input torque T of the automatic transmission 14
in is calculated. The second term on the right side of the equation (3) is a correction term when the throttle valve opening θth is between the criterion value α and the criterion value β, and is a throttle valve previously experimentally obtained. It is a function of the opening degree θth.

[0030]

[Equation 3] Tin = C · Ne ² + f (θth) (3)

When the input torque Tin is obtained as described above, the content of the counter Ct is cleared to "0" in step SS8, the present routine is terminated, and the process returns to the main routine. This counter Ct is used to measure the time during which the throttle valve opening θth exceeds the reference value α.

If the determination in step SS2 is affirmative, the capacity coefficient C cannot be determined with accuracy even if the throttle valve opening θth is used as a value indirectly indicating the internal pressure of the torque converter 12. Therefore, it is determined in step SS9 whether the content of the counter Ct has reached a preset value, for example, "4". Since the determination in step SS9 is initially denied, the estimation of the input torque Tin is stopped in step SS10, and "1" is added to the content of the counter Ct in step SS11.

If the value of the counter Ct reaches "4" during the repetitive execution of the above steps, the determination in step SS9 is affirmed, so that step SS1 is executed.
In 2, the value previously set the pressure value or the second line pressure P _l2 in the torque converter 12 e.g. 6 kgf / cm
Fix to ² . This set value is determined by the input torque Tin when the determination in step SS9 is affirmed for a long time.
Is prepared as a countermeasure in a case where is not estimated, and is a value experimentally obtained in advance to roughly estimate the input torque Tin when the throttle valve opening θth is larger than the determination reference value α.

In step SS13, as in step SS4 or SS6, the torque converter is set on the basis of the hydraulic pressure value _Pl2 and the speed ratio e set in step SS12 from the relationship stored in advance shown in FIG. 1
A capacity coefficient C of 2 is determined. Next, step SS1
In step 4, the input torque Tin of the automatic transmission 14 is calculated based on the capacity coefficient C and the input shaft rotation speed (= Ne) of the torque converter 12 from the equation (2). Then, in step SS15, the content of the counter Ct is cleared to "0".

As described above, at step SS4 corresponding to the capacity coefficient determining means, based on the speed ratio e calculated at step SS1 corresponding to the speed ratio calculating means, based on the relationship stored in advance shown in FIG. Is determined, the input torque Tin of the automatic transmission 14 is calculated based on the capacity coefficient C in step SS5 corresponding to the input torque calculating means. Then, in step SS4 corresponding to the input torque correcting means, the throttle valve opening θ detected by the throttle sensor 90 is determined.
In relation to the oil pressure _P12 in the torque converter 12 indirectly represented by th, the input torque Tin value calculated in step SS4 is corrected so as to approach the actual input torque value. Therefore, according to the present embodiment, the input torque value of the automatic transmission can be obtained more accurately.

Next, the operation of the electronic control unit 100 according to another embodiment of the present invention will be described with reference to the flowcharts of FIGS. In the following description, the same parts as those in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted.

In FIG. 7 and FIG.
In step ST2, the input signal from each sensor is read, and in step ST2, the throttle valve opening degree θth
Is smaller than a reference value A (%) stored in advance. The criterion value A is a value experimentally obtained in advance to determine whether or not the throttle valve opening θth is within a region suitable for estimating the input torque based on the capacity coefficient. In a region where the throttle valve opening θth is relatively small, the speed ratio e is related to the set position of the shift point.
Is smaller, the capacity coefficient C is stabilized, and the estimation accuracy of the input torque Tin can be obtained.

If the determination in step ST2 is negative, it is not suitable for estimating the input torque, so the content of the flag F is set to "1" in step ST9. This flag F indicates that the learning is stopped when the content is "1". However, if the determination in step ST2 is affirmative, the process proceeds to step ST2.
In step 3, the speed ratio e is calculated in the same manner as in step SS1, and in step ST4, it is determined whether the throttle valve opening θth is smaller than a previously stored reference value B (%). The criterion value B is a value for determining whether or not the speed ratio e is small, the capacity coefficient C is stable, and the estimation accuracy of the input torque Tin can be secured.

If the determination in step ST4 is denied, step ST9 is executed. If the determination is affirmed, however, in step ST5 the engine coolant temperature TH is determined.
It is determined whether or not w is 70 ° C. or higher, and step ST
At 6, it is determined whether or not the oil temperature THo of the automatic transmission 14 is equal to or higher than 20 ° C. Engine cooling water temperature THw is 7
0 ° C or the oil temperature THo of the automatic transmission 14 is 2
If the temperature is lower than 0 ° C., the above-described steps ST9 and the following steps are executed. , Torque converter 1
It is determined whether or not the hydraulic pressure within 2, ie, the second line hydraulic pressure _Pl2, is greater than a predetermined reference value Po. This judgment reference value Po indicates that the hydraulic pressure in the torque converter 12 is higher than the internal pressure when the capacity coefficient C is experimentally or designed so that the capacity coefficient C cannot be applied due to accuracy. This is a value set for determination.

If the determination in step ST7 is affirmed, step ST9 is executed. If the determination is denied, the content of flag F is cleared to "0" in step ST8 to allow learning. . In the following step ST10, the output torque Te of the engine 10 is determined based on the actual intake air amount Q / N (intake air amount per unit rotation) from the characteristic curve of the engine 10 stored in advance.
Is calculated, and in step ST11, a well-known delay process is performed on the output torque Te of the engine 10 to calculate the output torque Te ゜. In this delay processing, since a delay occurs from the change in the intake air amount Q / N until the output torque Te actually changes, the output torque Te obtained in step ST10 is given a delay. is there.

Next, in step ST12, the drive loss T of an auxiliary machine such as an air conditioner compressor is calculated from the engine output torque Te obtained in step ST10.
By subtracting the _loss , the input torque Tin (Q / N) of the automatic transmission 14 is calculated. And step ST
At 13, it is determined whether or not the content of the flag F is "0".

If the content of the flag F is "0", the capacity coefficient C is calculated based on the actual speed ratio e from the relationship stored in advance in step ST14, and the ( The input torque Tin (e) is calculated from the equation (2). And step ST
In step 16, the difference ΔTin (i) between the input torque Tin (Q / N) obtained from the intake air amount Q / N and Tin (e) obtained from the speed ratio e is calculated, and the step ST
At 17, the Tin (e) obtained from the speed ratio e is adopted as the input torque Tin of the automatic transmission 14, the present routine is terminated, and the process returns to the main routine. Tin (e) thus obtained from the speed ratio e is a very reliable value when the engine load or the speed ratio e is small.

However, if it is determined in step ST13 that the content of the flag F is not "0",
The input torque Tin (Q / N) calculated from the intake air amount Q / N
A value obtained by adding ΔTin (i-1) obtained in step ST16, which is a learning step of the immediately preceding cycle, to N) is adopted as the input torque Tin of the automatic transmission 14.

As described above, in this embodiment, if the internal pressure of the torque converter 12, ie, the second line oil pressure _P12 is larger than the predetermined judgment reference value Po in step ST7 corresponding to the input torque correction means, the capacity is increased. Step ST1 corresponding to the coefficient determining means and the input torque calculating means
4 and ST15, the capacity coefficient C is calculated in accordance with the relationship shown in FIG. 6, and the input torque Tin (e) is calculated therefrom.
In step 18, the input torque Tin (Q / N) obtained from the intake air amount Q / N is added to the ΔTin (i−
It is changed to the value obtained by adding 1). As described above, in step ST7 corresponding to the input torque correcting means, the hydraulic pressure P in the torque converter 12 indirectly represented by the throttle valve opening θth detected by the throttle sensor 90.
_In relation to _l2 , the input torque Tin value calculated in step ST15 is corrected so as to approach the actual input torque value. Therefore, also in this embodiment, the input torque value of the automatic transmission can be obtained more accurately.

While the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, the oil pressure in the torque converter 12 is indirectly detected from the throttle valve opening θth, but the oil pressure in the torque converter 12 or the oil path for guiding the second line oil pressure _Pl2 is used. It may be detected directly by providing a hydraulic pressure sensor.

Further, in the above-described embodiment, the throttle valve opening θth is used as the amount indirectly representing the oil pressure in the torque converter 12, but the amount indicating the engine load such as the fuel injection amount and the intake air amount is used. May be used.

In FIG. 6 of the above-described embodiment, the speed ratio e and the capacity coefficient C using the oil pressure value in the torque converter 12 as parameters are represented by two lines related to the change in the oil pressure value in the torque converter 12. Is shown, but three or more lines related to the change in the hydraulic pressure value may be shown.

In the above-described embodiment, the input shaft rotation speed Nin may be obtained by multiplying the output shaft rotation speed Nout detected by the output shaft rotation sensor 98 by the speed ratio γ. In such a case, the input shaft rotation sensor 94 can be eliminated.

The above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[0051]

[Brief description of the drawings]

FIG. 1 is a diagram illustrating the gist of the present invention.

FIG. 2 is a diagram illustrating the configuration of an automatic transmission for a vehicle to which an embodiment of the present invention is applied and a control device thereof.

FIG. 3 is a table for explaining a relationship between a combination of operations of a friction engagement device of an automatic transmission and a gear obtained by the combination in the embodiment of FIG. 2;

FIG. 4 is a diagram showing a part of a hydraulic control circuit according to the embodiment of FIG. 2;

FIG. 5 is a flowchart illustrating an operation of the electronic control device of the embodiment of FIG. 2;

FIG. 6 is a diagram showing a relationship used in the flowchart of FIG. 5;

FIG. 7 is a part of a flowchart illustrating an operation of an electronic control unit according to another embodiment of the present invention.

FIG. 8 is a view showing a flowchart following the flowchart of FIG. 7;

[Explanation of symbols]

 12: Torque converter 14: Automatic transmission 90: Throttle sensor (oil pressure detecting means) Step SS1, ST3: Speed ratio calculating means Step SS4, ST14: Capacity coefficient determining means Step SS5, ST15: Input torque calculating means Step SS4, ST7: Input torque correction means

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Tetsuro Hamashima 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Masahiro Hayabuchi 10 Takane Fujii Town, Anjo City, Aichi Prefecture (72) Inventor Masahiko Ando 10 Takane, Fujii-cho, Anjo-shi, Aichi Prefecture Inside Aisin AW Co., Ltd. (56) References JP-A-63-266255 (JP, A) JP-A-61 116168 (JP, A) (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 59/00-63/48

Claims (1)

(57) [Claims] 1. An automatic transmission for a vehicle with a torque converter to which an output of an engine is input via a torque converter, a speed ratio calculating means for calculating a speed ratio of the torque converter, a speed ratio and a capacity of the torque converter. A capacity coefficient determining means for determining an actual capacity coefficient based on the speed ratio calculated by the speed ratio calculating means from a relation stored in advance of the coefficient, and a capacity coefficient determined by the capacity coefficient determining means. An input torque calculation device comprising input torque calculation means for calculating an input torque of the automatic transmission, wherein: a hydraulic pressure detection means for directly or indirectly detecting a hydraulic pressure in the torque converter; The input torque value calculated by the input torque calculation means in relation to the detected oil pressure in the torque converter An input torque correcting means for correcting to approach the torque value, the input torque calculation apparatus of an automatic transmission for a vehicle with a torque converter, which comprises.