JP2000320655A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission to reduce the occurrence of phenomenon, such as a shift shock, due to a machine error of an engine and an automatic transmission and blow-up of engine rotation. SOLUTION: An engine torque calculating means 54 calculates engine torque by using engine torque data, premeasured regarding an engine, for an F-ROM 52. A turbine torque calculating means 120 calculates turbine torque of a transmission by using torque ratio data and pump capacity factor data, premeasured regarding a transmission, for an F-ROM 110, turbine torque of a transmission is calculated to calculate input torque. A working pressure calculating means 130 determines a working pressure, fastening and releasing a friction member, from input torque and controls the transmission.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission for a vehicle, which transmits the driving force of an engine of the vehicle to an axle.

[0002]

2. Description of the Related Art Conventionally, in a control device for an automatic transmission used in an automobile having a system for transmitting the rotation speed of an engine by an automatic transmission to wheels, an engine speed, a throttle opening, an intake air amount, and the like. , An input torque is determined from a torque map preset with parameters such as a fuel injection amount and the like, and the working pressure is controlled in accordance with the input torque.

[0003]

However, in general, there is a torque variation of about ± 20% due to the difference between engines and automatic transmissions. Therefore, in the conventional automatic transmission control device, the preset torque map is based on the average value of the torques of all the engines and the automatic transmission in consideration of the variation due to the machine difference. I try to create a map.

However, since an average value is used to create a torque map, individual engines and automatic transmissions may have a torque variation of + 20% or -20%. In such a case, However, there has been a problem that phenomena such as a shift shock or an increase in engine speed that cause discomfort to the occupant occur.

Further, although the torque of the engine and the automatic transmission changes with time, the conventional automatic transmission control device has a problem that the change in torque due to deterioration with time cannot be determined.

A first object of the present invention is to provide an automatic transmission control device capable of reducing phenomena such as a shift shock due to a difference between an engine and an automatic transmission and a sudden rise in engine speed. .

A second object of the present invention is to provide a control device for an automatic transmission capable of determining a change in torque due to a change with time.

[0008]

Means for Solving the Problems (1) In order to achieve the above object, the present invention provides a driving force output from a power source,
A control device for an automotive transmission that changes the engagement combination of a gear mechanism by engaging and releasing a friction member to change gears, a torque calculating means for calculating an input torque to the transmission, the power source and the transmission Electrically rewritable non-volatile storage means for storing characteristic information measured in advance with respect to the torque, wherein the torque calculation means calculates the input torque using the characteristic information stored in the non-volatile storage means. The operating pressure at which the friction member is engaged and released is controlled based on the input torque.
With this configuration, the input torque to the transmission is calculated by using the characteristic information of the power source and the transmission that are measured in advance, so that the shift shock due to the difference between the engine and the automatic transmission or the engine speed is increased. The phenomenon can be reduced.

(2) In the above (1), preferably,
The non-volatile storage means, power source non-volatile storage means for storing characteristic information related to the torque characteristics of the power source,
Transmission non-volatile storage means for storing characteristic information relating to torque characteristics of the transmission, wherein the power source non-volatile storage means is attached to the power source, and the transmission non-volatile storage means Is attached to the above-mentioned speed change.

(3) In the above (1), preferably,
The power source is an engine, and the nonvolatile storage means stores engine torque data measured in advance for each engine, torque ratio data and pump capacity coefficient data which are characteristics of a torque converter measured in advance for each transmission. Is stored.

(4) In order to achieve the second object,
The present invention relates to a control apparatus for an automotive transmission that changes the engagement combination of a gear mechanism by applying and releasing a friction member by changing a driving force output from a motive power source. The apparatus is provided with a temporal deterioration determining means for determining the deterioration of the transmission using the information on the road gradient obtained by the calculation. With this configuration, it is possible to determine a change in torque due to a change over time using the deterioration determination means with time.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The configuration of a control device for an automatic transmission according to an embodiment of the present invention will be described below with reference to FIGS. First, an overall configuration of a vehicle system using the control device for an automatic transmission according to the present embodiment will be described with reference to FIG.

The driving force of the engine 10 is controlled by an automatic transmission (A
T) 20 and transmitted to drive wheels 34 via a propeller shaft 30 and a differential 32 which also serves as a final reducer. The inside of the AT 20 is further divided into a torque converter 22 and a gear train 24. AT2
0 is controlled by an AT electronic control unit (ATCU) 100 built in a microcomputer. ATCU10
0 controls the AT 20 via the hydraulic control solenoid valve 28 of the hydraulic circuit 26. The amount of air sucked from the air cleaner 40 is controlled by a throttle controller 42. An injector 46 is attached to the intake manifold 44, and injects fuel into the intake air.

An engine electronic control unit (ECU) 50 with a built-in microcomputer includes a crank angle sensor 60,
An air flow sensor 62 for detecting an intake air amount, a throttle sensor 6 attached to a throttle controller 42
4, an engine cooling water temperature sensor (not shown), an oxygen concentration sensor for detecting an oxygen concentration of exhaust gas in an engine exhaust pipe,
Sensor information such as an exhaust temperature sensor is input, and various calculations such as the engine speed are executed, and a valve opening drive signal is output to the injector 46 to control the fuel amount. Further, a valve opening drive signal is output to an idle speed control valve (ISC) 48 to control the amount of auxiliary air, and further, an ignition signal is output to a spark plug (not shown) to control the ignition timing.
Various controls are executed.

The ATCU 100 includes sensor information such as a turbine sensor 66 for detecting a turbine speed, a vehicle speed sensor 68 for detecting an AT output shaft speed, an ATF (AT oil) temperature sensor 70, and an engine speed and a throttle from the ECU 50. A signal such as an opening degree is input and the calculation is performed. Further, the ATCU 100 selects an optimal gear, outputs a valve opening drive signal to the switching solenoid valve 28a mounted on the hydraulic circuit 26, and generates a line pressure PL that is a pressure for engaging the friction element. A control signal is output to the control solenoid valve 28b to be controlled. ATCU1
00 is provided with the control device for the vehicle transmission according to the present embodiment.

Further, in this embodiment, the ECU 5
0 has a flash ROM (F-ROM) 52 which is an electrically rewritable nonvolatile storage means. F
In the ROM 52, characteristic information measured in advance for the torque of the engine 10 controlled by the ECU 50 is stored. That is, although there is a difference between engines, here,
What is stored in the F-ROM 52 is characteristic information measured by the engine alone before the engine is incorporated into the vehicle. The characteristic information measured in advance for the torque of the engine 10 is a map of the engine torque Te with respect to a predetermined engine speed Ne and a throttle opening TVO.

In this embodiment, the ATCU1
Reference numeral 00 includes a flash ROM (F-ROM) 110 which is an electrically rewritable nonvolatile storage unit. The F-ROM 110 stores characteristic information measured in advance for the torque of the AT 20 controlled by the ATCU 100. That is, although there are differences between ATs, what is stored in the F-ROM 110 is the characteristic information measured by the AT alone before the AT is incorporated into the vehicle.
The characteristic information measured in advance for the torque of the AT 20 is a map of a predetermined engine speed Ne, a turbine torque Tt of the AT 20 and a working pressure Pd of the AT 20 with respect to the engine torque Te.

In the above example, the method of directly detecting the intake air amount of the engine by the air flow sensor 62 is shown. However, the present invention is not limited to this. And a method of calculating the air amount by calculation from the throttle opening and the engine speed, and the like. In this example, A
Although the TCU and the ECU are separately provided, the present invention is not limited to this, and the ATCU and the ECU may be integrated. further,
In this example, a configuration example of the front engine and the rear drive system is shown. However, the present invention is not limited to this, and any of a front engine, a front drive system, a rear engine, a rear drive system, a four-wheel drive system, etc. The method may be used.

Next, a gear configuration of the automatic transmission used in the control device for the automatic transmission according to the present embodiment will be described with reference to FIG. FIG. 2 is a schematic diagram showing a gear configuration of the automatic transmission used in the control device for the automatic transmission according to one embodiment of the present invention.

FIG. 1 shows a gear configuration for realizing the most basic first to fourth forward speeds, omitting clutches for reverse and engine braking. The components are two planetary gears and four friction members. As for the connection, the high clutch 20A and the rear sun gear 20B are connected to the input shaft Pin of the AT 20, and the opposite side of the high clutch 20A is the front pinion gear 20C and the low one-way clutch 20A.
D and the forward one-way clutch 20E are connected. When a forward rotation (in the same direction as the input rotation) torque is generated from the high clutch side, the low one-way clutch 20D enters the engaged state, and consequently enters the rotation stopped state. The other side of the forward one-way clutch 20E is connected to the rear internal gear 20F. The front sun gear 20G is connected to the brake drum 20H, and the rotation of the brake drum 20H is stopped by the engagement of the band brake 20I. The front internal gear 20J is connected to the rear pinion gear 20K and the output shaft Pout.

Each friction member and gear position are in the fastening state shown in (Table 1). These states are realized by the hydraulic control solenoid valve 28 switching the hydraulic circuit 26 in response to a command from the ATCU 100.

[0022]

[Table 1]

Next, the configuration of the control device for the automatic transmission according to the present embodiment will be described with reference to FIG. ECU5
0 is the F-ROM 52 and the engine torque calculating means 54
And The engine torque calculating means 54 calculates the F based on the engine speed Ne and the throttle opening TVO.
-Calculate the engine torque Te using the characteristic information of each engine stored in the ROM 52.

The ATCU 100 includes an F-ROM 110,
Turbine torque calculating means 120 and working pressure calculating means 13
0. The turbine torque calculating means 120
Based on the engine rotation speed Ne, the turbine rotation speed Nt, and the engine torque Te obtained by the torque calculation means 54, each of the A
The turbine torque Tt is calculated using the characteristic information for each T. The working pressure calculating means 120 calculates a working pressure Pd for controlling the AT 20 based on the turbine torque Tt obtained by the turbine torque calculating means 120.

Here, a detailed configuration of the engine torque calculating means 54 and the turbine torque calculating means 120 used in the control device of the automatic transmission according to the present embodiment will be described with reference to FIG. The engine torque calculating means 54 includes a torque calculating means 52A, a subtracting means 54A, and a multiplying means 54B.
And an adder 54C. Torque calculation means 5
2A is the throttle opening T that has been input using the characteristic information stored in advance in the F-ROM 52 shown in FIG.
From the VO and the engine speed Ne, the engine torque Te is calculated.
Is calculated. The F-ROM 52 stores an engine torque map including the throttle opening TVO, the engine speed Ne, and the engine torque Te. In addition,
The engine torque can be obtained from the engine intake air amount Qa and the engine speed Ne, or can be obtained from the fuel injection amount Ti and the engine speed Ne. In this case, the F-ROM 52 may store an engine torque map including the engine intake air amount Qa, the engine speed Ne, and the engine torque Te. The fuel injection amount Ti and the engine speed Ne may be stored. It is sufficient to store an engine torque map composed of the engine torque Te and the engine torque Te.

The subtraction means 54A obtains the difference between the engine speed Ne and the previous value to obtain an engine speed change amount ΔNe. The multiplying means 54B multiplies the engine speed change amount ΔNe obtained by the subtracting means 54A by a moment of inertia Je. The adding means 54C includes a torque calculating means 52
The inertia torque Te ′ is calculated by adding (ΔNe × Je) obtained by the multiplication means 54B to the engine torque Te obtained by A.

On the other hand, the turbine torque calculating means 120
Division means 121, torque ratio calculation means 110B, multiplication means 122, 125, 126, pump capacity coefficient calculation means 110A, subtraction means 123, constant means 124,
Selection means 127.

The torque ratio calculating means 110B calculates the engine torque Te from the input throttle opening TVO and engine speed Ne using the characteristic information stored in advance in the F-ROM 52 shown in FIG. , E = Nt / Ne (1)

The torque ratio calculating means 110B is obtained by the dividing means 121 using the torque ratio t characteristic (et characteristic) of the torque converter 14 previously stored in the F-ROM 110 shown in FIG. The torque ratio t is determined from the slip ratio e.

The multiplying means 122 multiplies the inertia torque Te 'calculated by the engine torque calculating means 54 by the torque ratio t calculated by the torque ratio calculating means 110B, and calculates the engine turbine torque T according to the following equation (2).
te is obtained as Tte = t · Te (2).

The constant means 124 holds an auxiliary equipment correction torque ΔT in consideration of an air conditioner, an electric load, and the like. The subtraction means 123 obtains a corrected engine-side turbine torque Tte 'by subtracting the auxiliary machine correction torque ΔT from the engine characteristic turbine torque Tte.

On the other hand, pump capacity coefficient calculating means 110A
Calculates the pump capacity coefficient τ from the slip ratio e of the torque converter 14 obtained by the dividing means 121 using the pump capacity characteristics of the torque converter 14 previously stored in the F-ROM 110 shown in FIG. I do.

The multiplying means 126 is provided for the multiplying means 12.
5, the square value of the engine speed Ne obtained by
From the pump capacity coefficient τ calculated by the pump capacity coefficient calculating means 110A and the torque ratio t calculated by the torque ratio calculating means 110B, the torque converter turbine torque Ttt is calculated based on the following equation (3): Ttt = t · τ Ne · Ne (3)

The selecting means 127 outputs the corrected engine-side turbine torque Tte 'obtained by the subtracting means 123.
And the torque converter turbine torque Ttt obtained by the multiplying means 126, which is to be adopted as the turbine torque Tt, which is the input torque of the transmission, is selected according to the operating state, and is output as the turbine torque Tt.
The selecting means 127 determines whether the slip ratio e, which is the output of the dividing means 121, is close to 1 or is shifting, and if true, selects the corrected engine-side turbine torque Tte 'as the turbine torque Tt; The torque converter characteristic turbine torque Ttt is selected as the torque Tt. That is, the characteristic of the pump capacity coefficient τ used in the pump capacity coefficient calculation means 110A is a property that becomes 0 near 1 of the slip ratio e, so that the torque converter characteristic turbine torque Ttt cannot be calculated, or In order to compensate for the responsiveness of the torque calculation, the corrected engine-side turbine torque Tte 'calculated as the target torque is used.

The auxiliary equipment correction torque ΔT held in the constant means 124 is set to a predetermined value according to the condition of the air conditioner or electric load, or the slip ratio e is not close to 1 and the engine load is stable. At this time, the following equation (4) may be used to obtain ΔT = Tte−Ttt (4).

Next, the operation of the working pressure calculating means 130 will be described. When the rotating element changes its speed, it is necessary to consume the sum of the energy corresponding to the rotational inertia and the energy input from the engine 10, and the time required for this consumption is the shift time. Here, the energy WI of the rotational inertia
Represents the moment of inertia of each rotating member i as Ji,
Assuming that the angular velocity before shifting is ωi1 and the angular velocity after shifting is ωi2, WI = ΣWi = Σ (1/2 · (ωi1−ωi2) ² · Ji) (5) by the following equation (5).

Here, since the gear ratio is constant and the angular velocity of the rotating body is proportional to the input rotational speed, that is, the angular velocity ωt before the shift of the turbine, the energy WI of the rotational inertia is obtained.
Is given by the following equation (6): WI = k1 · ωt ² (6) Here, k1 is a constant.

Energy WE input from engine 10
Assuming that the turbine torque is Tt and the shift time is tc, WE = k2.omega.t.Tt.tc (7) by the following equation (7). Here, k2 is a constant.

Next, the energy consumption will be described with reference to the case of shifting up from the first gear to the second gear as an example. In the shift from the first speed to the second speed, the band member 201 shown in FIG.
D is released. Actually, band brake 2
If 0I is engaged, the low one-way clutch 20D is automatically released, so that stopping the brake drum 20H changes the speed. That is, energy is consumed by the band brake 20I. The fastening is performed based on the pressure Pd applied to the band brake 20I,
The transmission torque Td is determined by the friction coefficient μ between the band brake 201 and the brake drum 20H.

Here, the characteristic of the friction coefficient μ of the band brake used in the AT for automobile will be described with reference to FIG. FIG. 5 is an explanatory diagram of a characteristic of a friction coefficient μ of a band brake used in an AT for a vehicle. In FIG. 5, the horizontal axis represents the slip velocity V, and the vertical axis represents the friction coefficient μ. Normally, in a band brake used for an AT for automobiles, a characteristic of a friction coefficient μ as shown in the drawing is used.
It is considered almost constant.

In the case of the characteristic of the friction coefficient μ as shown in FIG. 5, it is known that the transmission torque Td is proportional to the pressure Pd, and the energy Wd consumed by the band brake 20I is calculated by the following equation (8). ), Wd = k3 · Pd · ωt · tc (8) Here, k3 is a constant.

Then, the energy Wd expressed by the equation (8)
Is the energy WI of the rotational inertia represented by the equation (6),
Since the energy balance is equal to the sum of the energy WE input from the engine 10 expressed by the equation (7), the energy balance can be calculated by the following equation (9): k3 · Pd · ωt · tc = k1 · ωt ² + k2 · ωt · Tt Tc (9)

Then, both sides of the equation (9) are divided by ωt, and t
When c is arranged, tc = (k1 · ωt) / (k3 · Pd−k2 · Tt) (10) by the following equation (10).

In order to set tc to a predetermined value,
Since the denominator on the right side of the equation (10) and the numerator need only be in a proportional relationship with a predetermined constant, Pd = ka · (k4 · ωt + k5 · Tt) + kb (11)
Thus, if the working pressure pd of the friction element is determined, a predetermined shift time can be obtained. In other words, the turbine torque T
Once t is obtained, the working pressure P for obtaining a predetermined shift time is obtained.
d can be determined. Here, k4 and k5 are constants determined by the shift pattern and may be obtained by experiments.
ka and kb are parameters for determining time.

The working pressure calculating means 130 shown in FIG. 4 calculates the working pressure Pd from the turbine torque Tt obtained by the turbine torque calculating means 120 based on the equation (11).
Is calculated.

The coefficient of friction μ of the band brake 20I
Is constant with respect to the sliding speed V, but as can be understood from the characteristics shown in FIG. Therefore, the working pressure calculating means 13
0 is corrected so that the working pressure is reduced in a region where the turbine angular speed is small.

As described above, in the present embodiment, the engine torque Te is obtained from the engine torque map of the engine alone before being assembled into the vehicle, and the torque ratio table and the pump capacity of the AT alone before being assembled into the vehicle. Since the torque ratio t and the pump capacity coefficient τ are obtained from the coefficient table to obtain the turbine torque,
Since there is no variation in torque due to the difference between the engine and the AT, high-precision pressure control can be performed, and shift shock and unpleasant blow-up of engine rotation that are unpleasant for the occupant can be prevented.

Hereinafter, a configuration of a control device for an automatic transmission according to another embodiment of the present invention will be described with reference to FIGS. First, referring to FIG. 6 and FIG. 7, the aging deterioration determining means 14 used in the control device for the automatic transmission according to the present embodiment will be described.
The configuration and operation of the first example of “0” will be described.

FIG. 6 is a block diagram showing a configuration of the aging deterioration determining means 140 used in the control device of the automatic transmission according to another embodiment of the present invention, and FIG. 7 is an automatic transmission according to another embodiment of the present invention. FIG. 5 is an explanatory diagram of an operation of a time-dependent deterioration determining unit 140 used in the control device of the transmission. The temporal deterioration determination means 140 shown in FIG. 6 is provided in the ATCU 100 shown in FIG. The aging deterioration determination means 140 includes a subtraction means 141 and a comparison means 142.

Here, the time change of the vehicle acceleration α and the gear ratio gr during the upshift will be described with reference to FIG. In an upshift, a torque drop occurs at the start of a gear shift, and thereafter, a rise in torque occurs due to rotational inertia. In response to this torque change, the vehicle acceleration α also decreases and thrusts up, and its reaction and torsional vibration of the output shaft occur, which can be observed as disturbance of the acceleration α as shown in the figure. Since the magnitude of the disturbance of the acceleration α is correlated with the shift shock, the shock due to excessive hydraulic pressure can be determined by measuring the peak of the disturbance.

Therefore, the subtraction means 141 of the aging determination means 140 of FIG. 6 calculates the acceleration α by subtracting the previous vehicle speed data from the vehicle speed V detected by the vehicle speed sensor 68. The comparing means 142 includes a subtracting means 141
Is compared with a preset reference value kα (kα shown in FIG. 7), and if the obtained acceleration α is larger than the reference value kα, the temporal deterioration determination output is output. Output. The ATCU 100 can issue a warning such as turning on a check lamp or the like based on the temporal deterioration determination output to urge the occupant to perform repair.

The large fluctuation of the acceleration α has disturbance factors other than the speed change. Therefore, the aging deterioration determination means 140
For example, when the number of times the acceleration α is equal to or more than the predetermined value kα is equal to or more than the predetermined number, it may be determined that the hydraulic pressure becomes excessive due to the deterioration over time.

Next, the configuration and operation of a second example of the aging deterioration determining means 140A used in the control device of the automatic transmission according to the present embodiment will be described with reference to FIGS.
The temporal deterioration determination means 140A shown in FIG. 8 is provided in the ATCU 100 shown in FIG. The aging deterioration determining means 140A includes a shift time calculating means 143 and a comparing means 142A. The shift time calculation means 143
The change time tm of the gear ratio gr described with reference to FIG. 7 is measured based on the input signal of the gear ratio gr. The comparing means 142A compares the shift time tm obtained by the shift time calculating means 143 with a predetermined time tref, and when the shift time tm is equal to or longer than the predetermined time tref, determines that the hydraulic pressure is insufficient due to deterioration over time.

Next, referring to FIG. 9, a time-dependent deterioration determining means 140B used in the control device for the automatic transmission according to the present embodiment will be described.
The configuration and operation of the third example will be described. In the present embodiment, the road gradient θ is calculated based on the turbine torque Tt, and road gradient information obtained by navigation or the like is compared to determine whether or not there is deterioration with time.

The aging deterioration judging means 140B shown in FIG.
Are provided in the ATCU 100 shown in FIG. The aging deterioration determination means 140B includes subtraction means 141, 1
46, 48, multiplying means 144, 147, 149, and level ground running resistance torque calculating means 145.

First, a method of calculating the road gradient θ based on the turbine torque Tt will be described. Multiplication means 1
44 calculates the output shaft torque To by multiplying the turbine torque Tt by the gear ratio gr. The flatland running resistance torque calculating means 145 calculates the flatland running resistance torque T based on the vehicle speed V.
r is obtained as Tr = (μr · W + ka · V ² ) · R (12) using the following equation (12). Here, μr is a rolling friction resistance coefficient, W
Is the vehicle weight, ka is the air resistance coefficient, and R is the moving radius of the tire.

The subtraction means 141 calculates the acceleration α from the difference between the vehicle speed V and the previous value. And multiplication means 1
47 calculates the acceleration resistance torque Tα from the acceleration α by the following equation (13) as Tα = (W + Wk) · α · R / g (13) Here, Wk is the rotational inertial weight, and g is the gravitational acceleration.

The gradient torque Tθ is calculated by the following equation (1)
According to 4), Tθ = To−Tr−Tα (14) is obtained.

Therefore, the slope torque Tα is calculated by subtracting the flat road running resistance torque Tr and the acceleration resistance torque Tα from the output shaft torque To by the subtraction means 146 and 148, respectively.

The gradient torque Tθ is obtained by the following equation (15) assuming that the road gradient is θ: Tθ = W · sin θ · R (15) Therefore, the multiplying means 149 obtains the road gradient θ by multiplying the gradient torque Tθ by a coefficient (1 / W · Rt).

The comparing means 141B compares the information of the road gradient θN obtained by the navigation and the like with the road gradient θ calculated based on the turbine torque Tt.
Calculate the torque deviation, determine the deterioration with time, and output.

As described above, according to this embodiment, when the deterioration of the transmission is determined by the deterioration determination,
For example, a check lamp can be turned on to prompt the occupant to perform repairs.

[0063]

According to the present invention, it is possible to reduce phenomena such as a shift shock due to a difference between an engine and an automatic transmission and a sudden rise in engine speed. Further, according to the present invention, it is possible to determine a change in torque due to a change over time.

[Brief description of the drawings]

FIG. 1 is a system block diagram showing an overall configuration of a vehicle system using a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a schematic diagram showing a gear configuration of the automatic transmission used in the control device for the automatic transmission according to one embodiment of the present invention.

FIG. 3 is a block diagram showing a configuration of a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 4 is a block diagram showing a configuration of an engine torque calculating unit and a turbine torque calculating unit used in the control device of the automatic transmission according to the embodiment of the present invention.

FIG. 5 is an explanatory diagram of a characteristic of a friction coefficient μ of a band brake used in an automobile AT.

FIG. 6 is a block diagram showing a configuration of a time-dependent deterioration determination unit used in a control device for an automatic transmission according to another embodiment of the present invention.

FIG. 7 is an explanatory diagram of an operation of a time-dependent deterioration determination unit used in a control device of an automatic transmission according to another embodiment of the present invention.

FIG. 8 is a block diagram showing a configuration of a second example of the aging deterioration determination means used in the control device of the automatic transmission according to another embodiment of the present invention.

FIG. 9 is a block diagram showing a configuration of a third example of the aging deterioration determination means used in the control device of the automatic transmission according to another embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 20 ... AT50 ... ECU52,110 ... F-ROM54 ... Engine torque calculation means 100 ... ATCU120 ... Turbine torque calculation means 130 ... Working pressure calculation means 140 ... Temporal deterioration judgment means

Continuing from the front page (72) Inventor Hiroshi Kuroiwa 2520 Oji Takaba, Hitachinaka-shi, Ibaraki F-term in the Automotive Equipment Division of Hitachi, Ltd. (Reference) 3J052 AA01 AA12 CA01 FB33 FB50 GC11 GC13 GC23 GC43 GC44 GC71 GC72 GC73 HA02 KA01 LA01

Claims (4)

[Claims] 1. A control device for a transmission for an automobile, wherein a driving force output from a power source is shifted by changing a meshing combination of a gear mechanism by engaging and releasing a friction member, and an input torque to the transmission is provided. , And electrically rewritable nonvolatile storage means for storing characteristic information measured in advance for the torque of the power source and the transmission. The torque calculation means comprises: A control device for an automatic transmission, wherein an input torque is calculated using characteristic information stored in a storage means, and an operating pressure for engaging and releasing the friction member is controlled based on the input torque. 2. The automatic transmission control device according to claim 1, wherein said nonvolatile storage means stores power characteristic nonvolatile storage means for storing characteristic information relating to torque characteristics of said power source.
Transmission non-volatile storage means for storing characteristic information relating to torque characteristics of the transmission, wherein the power source non-volatile storage means is attached to the power source, and the transmission non-volatile storage means A control device for an automatic transmission, wherein the control device is attached to the shift. 3. The control device for an automatic transmission according to claim 1, wherein the power source is an engine, and the non-volatile storage means stores engine torque data measured in advance for each engine and data for each transmission. A control device for an automatic transmission, characterized by storing torque ratio data and pump displacement coefficient data, which are characteristics of a torque converter measured in advance. 4. A control device for an automotive transmission for shifting a driving force output from a power source by changing a meshing combination of a gear mechanism by fastening and releasing a friction member, wherein the acceleration during the shifting and the shifting time are provided. Alternatively, there is provided a control device for an automatic transmission, comprising a time-dependent deterioration determining means for determining deterioration of the transmission using information on a road gradient obtained by calculation.