JP2002039357A - Input torque switch control device of automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an input torque switch control device of an automatic transmission for a vehicle capable of suitably preventing switch shock or shift shock of an input torque even when switch of the input torque of the automatic transmission overlaps with a shifting time of the automatic transmission. SOLUTION: An input torque switch permission means 96 permits the switch of the input torque to the automatic transmission 14 when the automatic transmission 14 is shifting on. Eyen when the switch of the input torque of the automatic transmission 14 overlaps with the shifting time of the automatic transmission 14, therefore, switch operation of the input torque to be inputted to the automatic transmission 14 is carried out at shifting of the automatic transmission 14, and torque fluctuation by the switch of the input torque is suitably absorbed in a slip engagement time of a frictional engagement device related to shifting, such as a brake B3. Therefore, it is confined that an inertial phase time is extended, and the switch shock or the shift shock of the input torque is suitably prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an input torque switching control device for an automatic transmission for a vehicle, and more particularly to a technique for preventing a shift shock and a reduction in drivability due to switching of input torque of an automatic transmission. is there.

[0002]

2. Description of the Related Art In a vehicle, an input torque switching device for switching an input torque input from a prime mover to the automatic transmission may be provided. For example, there is an input torque limiting device that limits the input torque of an automatic transmission when a high load condition is applied to protect components constituting a power transmission path. According to the input torque limiting device, for example, at the time of the lowest gear of the automatic transmission, the input torque of the automatic transmission is limited so as not to exceed a predetermined limit value. When the gear is shifted from the lowest gear to the upper gear, the limit value is changed or removed, so that the input torque input to the automatic transmission in response to the shift is quickly changed. It is made to switch.

[0003]

Incidentally, the timing at which the input torque of the automatic transmission is switched by the input torque switching device as described above may overlap with the shift timing of the automatic transmission. At this time, if the torque change direction due to the switching of the input torque of the automatic transmission and the torque change direction that changes due to the shift operation of the automatic transmission are the same, the input torque switching shock or the shift shock increases. Therefore, the driver may feel uncomfortable and driving performance is impaired.

The present invention has been made in view of the above circumstances, and an object of the present invention is to change the input torque of the automatic transmission even if the change of the input torque overlaps with the shift timing of the automatic transmission. An object of the present invention is to provide an input torque switching control device for an automatic transmission for a vehicle in which a shock or a shift shock is suitably prevented.

[0005]

The gist of the present invention to achieve this object is to provide an automatic transmission,
An input torque switching control device for a vehicle automatic transmission for controlling a switching timing of an input torque input to the automatic transmission in a vehicle in which an input torque input from the prime mover to the automatic transmission is switched, And an input torque switching permitting means for permitting a switching operation of an input torque input to the automatic transmission when the automatic transmission is shifting gears.

[0006]

In this manner, when the automatic transmission is shifting gears, the input torque switching to the automatic transmission is permitted by the input torque switching permitting means. Even if the switching of the torque coincides with the shift timing of the automatic transmission, the switching operation of the input torque input to the automatic transmission is performed during the shift of the automatic transmission, so that the slip of the friction engagement device involved in the shift is performed. During the period, the torque fluctuation due to the switching of the input torque is appropriately absorbed,
The switching shock or shift shock of the input torque is suitably prevented.

[0007]

Preferably, the automatic transmission is a stepped transmission, and the input torque switching permission means includes:
During the shift of the automatic transmission, the switching operation of the input torque input to the automatic transmission is permitted based on whether or not the rotation speed of the input shaft of the automatic transmission is in the inertia phase. Is what you do. With this configuration, the input torque is switched in the inertia phase in which the rotation fluctuation of the input shaft occurs during the shift period of the automatic transmission, so that the input torque switching shock or the shift shock is more suitably prevented. .

Preferably, the vehicle limits an input torque of the automatic transmission to a predetermined limit value or less to protect a component of a power transmission path of the vehicle, and An input torque limit control means is provided for switching the input torque of the automatic transmission by changing the predetermined limit value in connection with a shift.
With this configuration, the input torque switching for limiting the input torque of the automatic transmission to a predetermined limit value or less to protect the components of the power transmission path of the vehicle overlaps with the shift timing of the automatic transmission. Even during the shift of the automatic transmission, the switching operation of the input torque input to the automatic transmission is performed, and the torque fluctuation due to the switching of the input torque during the slip period of the friction engagement device involved in the shift is preferably performed. Since it is absorbed, switching shock or shift shock of the input torque is suitably prevented.

[0009] Preferably, the shift of the automatic transmission is performed between a lowest gear and a gear adjacent to the higher gear than the lowest gear. In this way, the input torque limit value is set to a relatively high value adjacent to the lowest gear and the high speed side where the input torque limit value is lowered because the gear ratio is the largest, or is eliminated. Even when the shift between the gears and the input gear change and the input torque switching overlap, the switching shock of the input torque or the shift shock is suitably prevented.

[0010]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a skeleton view for explaining the configuration of a vehicle power transmission device to which the control device of the present invention is applied. In the figure, an air-fuel mixture internal combustion engine, a fuel injection internal combustion engine,
Alternatively, the output of the engine 10, which is a prime mover such as an external combustion engine, is input to the automatic transmission 14 via the torque converter 12, and is transmitted to drive wheels via a differential gear unit and an axle (not shown). I have.

The torque converter 12 is used for the engine 1
Pump wheel 18 connected to the crankshaft 16 and the turbine wheel 2 connected to the input shaft 20 of the automatic transmission 14.
2, a lock-up clutch 24 directly connecting the pump impeller 18 and the turbine impeller 22, and a stator 28 which is prevented from rotating in one direction by a one-way clutch 26.

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 planetary gear P0 rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0 and meshed with the sun gear S0 and the ring gear R0; A clutch C0 and a one-way clutch F0 are provided between the sun gear S0 and the housing 41, and a brake B0 is provided between the sun gear S0 and the housing 41.

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 and a second planetary gear set 38 comprising a planetary gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and 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. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

Such an automatic transmission 14 is, for example, shown in FIG.
Are switched to one of the first reverse gear and the fifth forward gear in which the speed ratio is sequentially different. FIG.
In the figures, a circle indicates an engaged state, a blank indicates a released state, and a black indicates an engaged state when an engine brake is generated. For example, the upshift from the first gear (1st) to the second gear (2nd) is achieved by engaging the brake B3, and the downshift from the second gear to the first gear is performed. The shift is achieved by releasing the brake B3. The first gear is the automatic transmission 14
Gear ratio γ (N _IN / N _OUT ) among the forward gears
The second gear stage adjacent to the high speed side of the first gear stage has a gear ratio γ2 that is the _second largest after the gear ratio γ1 of the _first gear stage.

FIG. 3 illustrates a control device provided in the vehicle.
FIG. Operation amount θ of accelerator pedal 50_ACC(%)
Is detected by the accelerator operation amount sensor 51.
ing. The accelerator pedal 50 is used to output the required power of the driver.
It is operated by a large amount according to the accelerator operation.
It corresponds to a member. In the intake pipe of the engine 10 of the vehicle,
Basically, the throttle actuator 54
Operation amount θ of the pedal 50_ACCThrottle opening θ according to
_TH(%) Is provided.
Further, the throttle valve 56 is used for idling rotation control.
In the bypass passage 52 for bypassing the engine 10, the engine 10
Throttle valve 56 fully closed to control idle rotation of
An ISC valve 53 for controlling the amount of intake air at the time is provided.
Rotation speed N of engine 10_EEngine for detecting
The rotation speed sensor 58 detects the intake air amount Q of the engine 10.
Intake air amount sensor 60 for taking out, intake air temperature T
_AAir temperature sensor 62 for detecting the
Detecting the fully closed state of the throttle valve 56 and its opening degree θTH
Sensor with idle switch 64 for output
Rotation speed N of shaft 42_OUTThat is, to detect the vehicle speed V
The vehicle speed sensor 66 detects the coolant temperature TW of the engine 10.
Cooling water temperature sensor 68 for
Brake switch 70 and shift lever 72 for releasing
Operation position P _SHOperation position sensor 74 for detecting
Rotation speed N of input shaft 20_INThat is, the rotation of the clutch C0
Speed N_CO(= Turbine rotation speed N_T) For detecting
Hydraulic oil temperature of input shaft rotation sensor 73 and hydraulic control circuit 84
T_OILOil temperature sensor 75 for detecting
From these sensors, the engine speed N_E,
Intake air amount Q, intake air temperature T_A, Throttle valve opening θ
_TH, Vehicle speed V, engine coolant temperature T_W, Brake operating condition
State BK, operating position P of shift lever 72_SH, Input shaft rotation
Speed N_CO, Hydraulic oil temperature T_OILIs a signal for the engine
Supplied to the child control device 76 or the electronic control device 78 for shifting.
It is supposed to be.

The electronic control unit 76 for the engine shown in FIG.
A so-called microcomputer having a PU, a RAM, a ROM, and an input / output interface.
The input signal is processed in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of, and various engine controls are executed. For example, the fuel injection valve 79 is controlled for controlling the fuel injection amount, and the igniter 8 is controlled for controlling the ignition timing.
0 to control the ISC valve 5 for idle speed control.
3 and a throttle valve 56 is controlled by a throttle actuator 54 for input torque limiting control.
In controlling the throttle valve 56, the engine electronic control unit 76 drives the throttle actuator 54 based on the actual accelerator pedal operation amount θ _ACC from a relationship stored in advance, and the more the accelerator pedal operation amount θ _ACC increases, the more the throttle actuator 54 operates. Increase the valve opening θ _TH . The engine electronic control unit 76 is connected to the shift electronic control unit 78 so as to be able to communicate with each other, and a signal necessary for one of them is appropriately transmitted from the other.

The shift electronic control unit 78 is also a microcomputer similar to that described above, and the CPU processes input signals in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM. Of each of the solenoid valves SL1, SL2, SL3, SL4 or the linear solenoid valves SLU, SLT, SLN. Specifically, for example, the gear stage of the automatic transmission 14 is determined based on the actual throttle valve opening θ _TH and the vehicle speed V from a shift diagram stored in advance for shift control, and the determined gear stage is determined. So that the solenoid valves SL1, S
Drive L2, SL3, or SL4. The down-shift switch 86 _D and up-shift switch 86 _U is
The automatic transmission 14 is activated when the mode is changed from the automatic transmission mode to the manual transmission mode by operating a mode change switch (not shown). The manual transmission of the automatic transmission 14 is performed in response to the manual operation. .

FIG. 4 shows the electronic control unit 7 for the engine.
FIG. 6 is a functional block diagram mainly illustrating a control function such as a shift electronic control device 78, that is, an input torque switching control function during shifting. In FIG. 4, the shift control means 90 determines a shift of the automatic transmission 14 based on an actual throttle valve opening θ _TH and a vehicle speed V from a shift diagram stored in advance, and determines a shift after the shift from the current gear position. The solenoid valves SL1, SL2, SL3 or S
Drive L4. For example, in the case of a 1 → 2 shift, the solenoid valves SL1, SL2, S are operated so that the brake B3 is engaged.
Drive L3 or SL4. In this shifting process, for example, as shown in the time chart of FIG. 5, the engine rotation speed _NE and the output torque of the automatic transmission 14 are changed.

The input torque limit control means 92 controls the input torque T _IN of the automatic transmission 14, that is, the engine output torque _TE to a predetermined limit value, for example, in order to protect the components constituting the power transmission system of the vehicle from overload. It is limited to the following. For example, as shown in FIG. 6, the automatic transmission 14 is at a first gear, the first speed limit value of a predetermined engine output torque T _E is preset irrespective of the accelerator opening theta _ACC T _{Inma Since the} throttle valve opening θ _TH is adjusted so as not to exceed _x1 , the torque curve projecting upward is horizontal at the center. When the automatic transmission 14 is in the second gear, there is no limit value, so that the torque curve is convex upward. The above-mentioned first speed limit value T _INmax1 is set so that the automatic transmission 14 has the speed ratio γ of the first speed.
_At the time of maximum load, such as when the output torque of the engine 10 is input in the state of ₁ , with a value determined based on the torque capacity of the propeller shaft, the universal joint, the working gear device, and the like in order to protect the propeller shaft, the universal joint, and the operating gear device. is there. Therefore,
When the limit value is changed in association with the shift of the automatic transmission 14, for example, the automatic transmission 14 is _shifted from the first gear to the second gear, and the first-speed limit value T _INmax1 is removed. Then, since the torque curve at the first speed in FIG. 6 is switched to the torque curve at the second speed, the input torque of the automatic transmission 14 is quickly increased by the size indicated by the arrow in FIG. In this sense, the input torque limit control means 92
Also function as input torque switching control means.

The switching permission requesting means 94 determines whether switching of the input torque to the automatic transmission 14 by the input torque limiting control means 92 is required. For example, the input torque T _IN of the automatic transmission 14, that is, the engine output torque T
_For example, when the shift of the automatic transmission 14 is started in a state where the control for limiting _E to a predetermined limit value or less is performed,
Since the limit value is changed or removed by the shift and the input torque T _IN of the automatic transmission 14 is switched by changing or removing the limit value, it is determined that the switching of the input torque is required.

The input torque switching permitting means 96 permits the input torque switching control by the input torque limiting control means 92 when the automatic transmission 14 is shifting gears, particularly when the inertia phase is started. . The inertia phase is a period during which the input shaft rotation speed _NE is changed by the slip engagement of the brake B3 in the friction engagement device, for example, in the 1-2 shift during the shift of the automatic transmission 14.

FIG. 7 is a flow chart for explaining the main part of the control operation of the engine electronic control unit 76, that is, the input torque switching control routine during shifting. In FIG. 7, in step (hereinafter, step is omitted) SA <b> 1, it is determined whether or not the input torque limitation control means 92 is performing input torque limitation control. If the determination in SA1 is denied, this routine is ended. If the determination is affirmative, it is determined in SA2 whether a 1 → 2 upshift is being performed. If the determination in SA2 is negative, it is determined in SA3 whether a 2 → 1 downshift is in progress. If the determination of SA3 is denied, SA
1 and below are executed again. However, SA2 or S
If the determination of A3 is affirmative, that is, if 1 → 2 upshift or 2 → 1 downshift, SA4 and SA5 corresponding to the input torque switch permitting means 96 are performed.
Is executed. SA1 to SA3 are for requesting execution of SA4 and SA5 corresponding to the input torque switching permission means 96, and therefore correspond to the switching permission request means 94.

At SA4, the automatic transmission 14 changes gears while shifting.
And the inertia phase starts (t in FIG. 5). ₁Time)
The predetermined time α has elapsed (t in FIG. 5)._TwoTime)
Is done. This inertia phase starts, for example,
Rolling speed N_EThat is, the input shaft rotation speed N_INRotation change is open
It is determined based on the start. At the time of the above
Is to reliably determine that the inertia phase is in progress.
Is a preset time value.

If the determination at SA4 is negative, SA4 is repeatedly executed and the operation is made to stand by. If affirmative, switching of input torque is permitted at SA5, and input torque limit control means 92 at SA6. In, the limit value is changed or removed, and the input torque is switched. T ₂ time in FIG. 5 shows this state. Even if the input torque T _IN is increased by a predetermined width due to the input torque switching, the output shaft torque T _O during the shift is increased only by increasing the slip engagement period of the brake B3, that is, the inertia phase period as shown by the broken line. It hardly changes.

FIGS. 8 and 9 show a conventional operation in which the input torque is switched immediately after the shift, that is, at the time t _A before the start of the inertia phase, and immediately after the shift is completed, that is, at the time t _B. For example, in FIG. 8, t _A
When the input torque is changed at the time and the input torque T _IN is increased by a predetermined width, the output shaft torque T _O rises as shown by a dashed line A, and then becomes large in combination with the decrease due to the shift operation. An upper peak torque with a large falling amplitude is generated. Also, in FIG.
_{If the} input torque T _IN is reduced by a predetermined width due to the input torque switching performed at the point B, the output shaft torque T _O sharply increases as shown by the dashed line B.
The upper peak torque and the sharp rise of the output shaft torque T _O give the driver a sense of incongruity, and the drivability is impaired.

As described above, according to the present embodiment, the automatic transmission 14 is controlled by the input torque switching permitting means 96 (SA4).
T ₂ of the fact that switching of the input torque to the automatic transmission 14 is permitted if it is in gear, for example in FIG. 5
Even if the switching of the input torque of the automatic transmission 14 coincides with the shift timing of the automatic transmission 14 as shown at the time, the switching of the input torque input to the automatic transmission 14 during the shift of the automatic transmission 14 is performed. Since the operation is performed and the torque fluctuation due to the switching of the input torque is suitably absorbed during the slip engagement period of the friction engagement device involved in the shift, for example, the brake B3, the output shaft torque T _O shown by the broken line in FIG. The inertia phase period is extended as shown in
The switching shock or shift shock of the input torque is suitably prevented.

Further, according to the present embodiment, the input torque switching permitting means 96 (SA4) controls the rotation speed N _IN of the input shaft 20 of the automatic transmission 14 during the shift of the automatic transmission 14.
That because it is intended to permit the switching operation of the input torque input to the automatic transmission 14 based on whether or not the inertia phase of the change in the engine rotational speed N _E has occurred, the automatic transmission 14 During the shift period, the input torque is switched in the inertia phase in which the rotation fluctuation of the input shaft 20 occurs, so that the switching shock of the input torque or the shift shock is more suitably prevented.

Further, according to this embodiment, the vehicle uses the input torque of the automatic transmission 14 to protect the components of the power transmission path of the vehicle, such as a propeller shaft, a universal joint, and a differential gear device. The automatic transmission 14 is limited to a predetermined limit value or less, and the automatic transmission 14 is changed by changing the predetermined limit value in relation to the shift of the automatic transmission 14.
Input torque limit control means 92 for switching the input torque of the motor
Therefore, even if the torque capacity of the components of the power transmission path of the vehicle is lower than the maximum load, the components are protected, and the weight of the components of the vehicle is reduced.

Further, according to the present embodiment, the shift in which the input torque is switched by the input torque limit control means 92 is the lowest gear (first gear) of the automatic transmission 14 and the lowest gear thereof. This is performed between the second speed gear adjacent to the higher gear and the first gear where the input torque limit value is reduced because the gear ratio is the largest, and adjacent to the higher gear. Therefore, even if the shift between the gear position at which the input torque limit value is set to a relatively high value or the gear speed is removed and the input torque switching overlaps, the input torque switching shock or the shift shock is preferably applied. Is prevented.

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, while the input torque is switched or changed in the above-described embodiment by the input torque limit control means 92, for example, a combustion mode for switching from a normal combustion mode close to the stoichiometric air-fuel ratio to a lean combustion mode is used. In order to operate auxiliary equipment such as a switching device or an air conditioner on the engine 10, the auxiliary equipment may be operated by an auxiliary equipment connecting device that operatively connects the auxiliary equipment by a clutch.

In the above-described embodiment, the switching of the input torque input to the automatic transmission 14 based on the start of the inertia phase is permitted. However, from the start of the torque phase before the inertia phase or from the latter half thereof. Switching of the input torque may be permitted. As described above, by allowing the input torque to be switched from the torque phase in a standby (standby) manner, there is an advantage that the input torque is switched in the inertia phase even when the input torque has a relatively long response time.

The automatic transmission 14 of the above-described embodiment is
Although the transmission is a stepped automatic transmission in which the gears are shifted between a plurality of gears, the transmission may be a continuously variable transmission in which the gear ratio is steplessly changed. Even in the case of a continuously variable transmission, the speed may be shifted stepwise from a predetermined speed ratio to another speed ratio, so that the switching of the input torque may be permitted during the speed change period.

In the above-described embodiment, the switching of the input torque is permitted during the upshift and the downshift. However, the input torque is permitted only during one of the upshift and the downshift. Switching of the torque may be allowed.

The above description is merely an embodiment of the present invention, and the present invention may be embodied in various modified and improved forms based on the knowledge of those skilled in the art without departing from the spirit of the present invention. it can.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which an input torque switching control device according to the present invention is applied.

FIG. 2 shows an automatic transmission provided in the vehicle shown in FIG.
4 is a table illustrating a relationship between a plurality of gears and a combination of operations of a hydraulic friction engagement device for achieving the gears.

FIG. 3 is a block diagram illustrating an electrical configuration of a control device for controlling an engine and an automatic transmission in the vehicle of FIG. 1;

FIG. 4 is a functional block diagram illustrating a main part of control functions of the engine electronic control device and the shift electronic control device of FIG. 3;

FIG. 5 is a time chart illustrating control operations of the engine electronic control device, the shift electronic control device, and the like in FIG. 3;

FIG. 6 is an engine output torque characteristic diagram for explaining an operation of limiting the input torque of the input torque limiting control means of FIG. 4;

FIG. 7 is a flowchart illustrating a control operation of the engine electronic control device and the like in FIG. 3;

FIG. 8 is a time chart for explaining a conventional operation.

FIG. 9 is a time chart for explaining a conventional operation.

[Explanation of symbols]

 10: Engine (motor) 14: Automatic transmission 20: Input shaft 92: Input torque limit control means 96: Input torque switching permission means

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Hideo Tomomatsu 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3J552 MA02 MA12 MA26 NA01 NB04 PA02 RA03 RA06 RA18 SA02 UA08 VA32Z VA48Z VA62Z VB01Z VC01Z VC03Z VC05Z VC07Z VD02Z VD05Z VD11Z

Claims (4)

[Claims] 1. A vehicle equipped with an automatic transmission, wherein an input torque input from the prime mover to the automatic transmission is switched, and a vehicular automatic transmission for controlling a switching timing of the input torque input to the automatic transmission. An input torque switching control device for a transmission, comprising: input torque switching permitting means for permitting a switching operation of an input torque input to the automatic transmission when the automatic transmission is shifting gears. An input torque switching control device for an automatic transmission for a vehicle. 2. The automatic transmission according to claim 1, wherein the automatic transmission is a stepped transmission, and the input torque switching permitting means includes an inertia in which a rotation speed of an input shaft of the automatic transmission changes during a shift of the automatic transmission. 2. The input torque switching control device for a vehicle automatic transmission according to claim 1, wherein a switching operation of an input torque input to the automatic transmission is permitted based on whether or not the phase is in phase. 3. The vehicle according to claim 1, wherein the vehicle limits an input torque of the automatic transmission to a predetermined limit value or less in order to protect a component of a power transmission path of the vehicle. 3. An input torque switching control device for a vehicle automatic transmission according to claim 1, further comprising input torque limit control means for switching the input torque of the automatic transmission by changing the predetermined limit value. 4. The vehicle according to claim 1, wherein the shift of the automatic transmission is performed between a lowest gear and a gear adjacent to a higher speed side than the lowest gear. Input torque switching control device for automatic transmission.