KR101448505B1 - Method and Apparatus for Controlling Automatic Transmission When Driver Leaves Vehicle - Google Patents

Abstract

Disclosed is a method and an apparatus for controlling an automatic transmission in accordance with departure of a driver during stopping a vehicle.
According to one aspect of the present invention, there is provided a control apparatus for an automatic transmission mounted on a vehicle, comprising: a first sensor group for detecting whether the vehicle is stopped; a second sensor group for detecting a driver departure from the vehicle; Wherein the controller receives a detection signal from the first sensor group and the second sensor group and switches the power train in the automatic transmission to a neutral state when it detects a departure of the driver during the stopping of the vehicle And controls the automatic transmission to couple the brake to the output member of the power train.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an automatic transmission control method and apparatus for an automatic transmission,

The present embodiment relates to a method and an apparatus for controlling an automatic transmission in accordance with departure of a driver during a vehicle stop. More particularly, the present invention relates to a control apparatus for controlling a solenoid valve for selectively supplying a hydraulic pressure to a plurality of brakes and clutches in an automatic transmission when a driver leaves the vehicle during a vehicle stopping operation so as to maintain the vehicle in a neutral state, To a method and apparatus for controlling a transmission.

The contents described in this section merely provide background information on the present embodiment and do not constitute the prior art.

The automatic transmission is a mechanical device that automatically optimizes the driving force generated from the engine by the selected gear ratio for each driving condition so as to match the vehicle speed and torque of the vehicle to the driver's demand,

For example, a vehicular automatic transmission has a torque converter and a power train, which is a multi-stage transmission mechanism connected to the torque converter. The automatic transmission selectively operates one of the operating elements of the power train according to the running state of the vehicle The hydraulic control device for controlling the hydraulic pressure is provided.

The powertrain and hydraulic control device are developed and applied in different forms according to the manufacturers of each automobile. Currently, 4 to 6 speed automatic transmissions are the mainstream, and power efficiency and power efficiency Speed automatic transmission of seven or more speeds.

On the other hand, there is a risk that when the driver leaves the vehicle in the D-stage or R-stage without the driver moving the vehicle shift lever to the P-stage in stopping the vehicle, the vehicle may move forward or backward. If the driver leaves the vehicle, it may cause a ramp rake, which may cause collision with the front or rear obstacle or cause injury.

In particular, in the case of a heavy truck, since the vehicle does not move forward even if the driver releases his / her foot from the accelerator pedal while the shift lever is in the traveling mode, the driver does not recognize whether the vehicle is in the driving mode, And there is a case where the vehicle gets off. Although the vehicle is stationary, there is always a risk that the vehicle will be pushed forward because it is in the driving mode, and there is a possibility that a large accident may occur due to a vehicle dash.

In the present embodiment, in the present invention, when the vehicle is judged to be out of the driver during the stop in the drive D mode, the reverse mode R or the neutral mode N, The present invention has the main purpose of preventing the damage to the personnel and the property caused by the vehicle collision by proposing the hydraulic control that can maintain the vehicle in a stopped state while the vehicle is made in the neutral state by controlling the solenoid valve that supplies the vehicle.

According to an aspect of the present embodiment, there is provided a control apparatus for an automatic transmission that controls an automatic transmission mounted on a vehicle, comprising: a first sensor group for detecting whether the vehicle is stopped; 2 sensor group and a control unit, wherein the control unit receives a detection signal from the first sensor group and the second sensor group and detects a departure of the driver during the stopping of the vehicle, To the neutral state, and controls the automatic transmission to couple the brake to the output member of the power train.

The first sensor group may include sensing means for determining a position of a shift lever of the vehicle, sensing means for sensing an engine speed of the vehicle, and sensing means for sensing a vehicle speed of the vehicle.

The control unit may be configured such that the position of the shift lever of the vehicle is in one of a drive D mode, a neutral N mode, and a reverse R mode, When the vehicle speed of the vehicle is less than or equal to a predetermined value, the vehicle can be judged to be stationary.

The second sensor group includes sensing means for sensing whether the driver's door of the vehicle is opened, sensing means for sensing a state of engagement of the seatbelt in the driver's seat, and sensing means for sensing whether the driver has operated the footbrake can do.

In addition, when the driver's seat door of the vehicle is opened, the seatbelt of the driver's seat is released, or the footbrake of the vehicle is in the OFF state, It can be judged.

When the shift lever is in the parking mode (P), the foot brake is in the ON state, or the driver's seat door is closed and the seat belt of the driver's seat is fastened, It is possible to release the neutral state of the power train and release the engagement of the brake to the output member of the power train.

The control unit controls a solenoid valve selectively transmitting hydraulic pressure to a plurality of brakes and clutches in the automatic transmission to switch the power train in the automatic transmission to a neutral state and to couple the brake to the output member of the power train .

According to another aspect of the present invention, there is provided a method of controlling an automatic transmission for preventing a vehicle from being pushed when a driver leaves the vehicle, comprising the steps of: determining whether the vehicle is stopped; detecting whether the driver leaves the vehicle ; And a solenoid valve for selectively transmitting hydraulic pressure to a plurality of brakes and clutches in the automatic transmission, when the driver senses whether or not the driver leaves the vehicle during a stop of the vehicle, thereby entering the neutral state and the anti-jamming state And a control method of the automatic transmission for preventing the vehicle from being pushed when the driver leaves the vehicle.

The step of determining whether the vehicle is stopped includes the steps of: determining whether the position of the shift lever of the vehicle is in a drive mode, a neutral mode, or a reverse mode; determining whether the engine revolution number of the vehicle is equal to or greater than a predetermined value And determining whether the vehicle speed of the vehicle is less than or equal to a predetermined value.

The step of detecting the driver's departure from the vehicle may include detecting whether the driver's seat door is opened or not, detecting whether the seatbelt of the driver's seat is in a released state, And a step of detecting whether or not it is possible.

The process of entering the vehicle into the neutral state and the anti-skid state may be a process of switching the power train in the automatic transmission to the neutral state and controlling the solenoid valve to couple the brake to the output member of the power train.

As described above, according to the present embodiment, when the driver leaves the vehicle during the vehicle stop, the solenoid valve for selectively supplying hydraulic pressure to a plurality of brakes and clutches in the automatic transmission is controlled to make the vehicle in a neutral state, It is possible to prevent the damage to the human resources and the property due to the collision of the vehicle by proposing the hydraulic control that can maintain the stopped state.

1 is a block diagram of a control apparatus for an automatic transmission for preventing a vehicle from being slipped when a driver leaves the vehicle according to an embodiment of the present invention.
2A is a flowchart showing a method of entering a vehicle into a neutral state and a anti-skid state.
2B is a flowchart showing a method of releasing the neutral state and the anti-skid state of the vehicle.
3 is a diagram illustrating a configuration diagram of an 8-speed power train.
4 is an operation table of the power train illustrated in FIG.
5A is a lever diagram showing a shift process in forward (D) 1st speed.
5B is a lever diagram showing a shift process in reverse (R).
5C is a lever diagram showing the shift process in neutral (N).
Fig. 5D is a lever diagram showing the shifting process in the neutral state and the anti-skid state of the vehicle.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. It should be noted that, in adding reference numerals to the constituent elements of the drawings, the same constituent elements are denoted by the same reference symbols as possible even if they are shown in different drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

In describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are intended to distinguish the constituent elements from other constituent elements, and the terms do not limit the nature, order or order of the constituent elements. Throughout the specification, when an element is referred to as being "comprising" or "comprising", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise . In addition, '... Quot ;, " module ", and " module " refer to a unit that processes at least one function or operation, and may be implemented by hardware or software or a combination of hardware and software.

1 is a block diagram of a control apparatus for an automatic transmission for preventing a vehicle from being slipped when a driver leaves the vehicle according to an embodiment of the present invention.

1, the control device 110 of the automatic transmission 130 includes a first sensor group 111 for detecting whether a vehicle is stopped, a second sensor group 111 for detecting a driver's departure from the vehicle, The controller 110 determines whether the vehicle is stopped or not and based on the detection signals received from the first sensor group 111 and the second sensor group 112, And a controller 120 controlling the solenoid valves selectively transmitting hydraulic pressure to a plurality of brakes and clutches in the automatic transmission 130 to enter the neutral state and the anti-skid state.

The first sensor group 111 may include various sensing means for sensing whether the vehicle is stopped or not. For example, the first sensor group 111 may include a shift lever sensing means for sensing a shift mode set according to a shift lever operation, A sensing means for sensing the vehicle speed of the vehicle, and the like. The upper sensing means transmits a signal corresponding to the detected value to the control unit. For example, the shift lever detecting means senses the operation state of the shift lever of the driver, detects whether the current shift mode is the selected mode of the traveling mode (D), the neutral mode (N) or the reverse mode (R) And transmits a signal corresponding to the state to the control unit 120. [

The second sensor group 112 may include a variety of sensing means for sensing the driver's departure from the vehicle. For example, the second sensor group 112 may include a pressure sensor mounted on the driver's seat for sensing whether a predetermined pressure is applied to the driver's seat, A sensor for detecting whether or not the driver's seat door is open, and a sensor for monitoring the opening and closing of the driver's seat door.

When the control unit 120 is a TCU (Transmission Control Unit) for controlling the automatic transmission, the control unit of the automatic transmission performs a solenoid valve (not shown) for selectively supplying hydraulic pressure to a plurality of brakes and clutches in the automatic transmission And an actuator for controlling the actuator.

The operation of the control device 100 of the automatic transmission 130 according to the present embodiment configured as described above will now be described with reference to FIG.

2A is a flowchart showing a method of entering a vehicle into a neutral state and a anti-skid state.

First, the control unit 120 determines whether the vehicle is stopped based on signals input from the first sensor group 111. [

That is, the control unit 120 determines the shift mode of the vehicle based on the signal input from the shift lever sensing unit in the state where the vehicle is started (S210). When a signal corresponding to the "D", "N" or "R" stage is outputted from the shift lever sensing means, (S212). ≪ / RTI >

If the engine speed is equal to or greater than the predetermined value, the control unit determines whether the vehicle speed is equal to or less than a predetermined value. That is, it is determined whether the vehicle is in a running state or a stopped state (S214).

If it is determined that the vehicle is stationary, the controller 120 determines whether the driver is leaving the vehicle based on signals input from the second sensor group (S220 to S224).

That is, the control unit 120 determines whether or not the driver's seat door is opened, whether the driver's seatbelt is released, and whether the footbrake is OFF. If it is determined that the driver has left the vehicle during the vehicle's stoppage, (S220 to S225) by controlling the solenoid valve selectively transmitting the hydraulic pressure to the neutral state and the anti-jamming state.

2B is a flowchart showing a method of releasing the neutral state and the anti-skid state of the vehicle.

When the control unit 120 receives the signal corresponding to the parking mode or the "P" stage from the shift lever sensing means (S260), the control unit 120 cancels the neutral control and the anti-skid hydraulic pressure control immediately ).

When the signal corresponding to the "D", "N" or "R" stage is outputted from the shift lever sensing means, that is, when it is determined that the vehicle is in the running or stationary state, (S270 to S274) based on the signal inputted from the group.

For example, if it is determined that the door of the driver's seat is closed, the driver's seat belt is engaged, and the foot brake is ON, the driver is released from the neutral control and the anti- . On the other hand, if the closing signal of the driver's seat door, the closing signal of the driver seat belt, and the ON signal of the foot brake are not received from the second sensor group, the neutral control and the anti-skid hydraulic pressure control are maintained (S290).

Although it is described in FIG. 2A that the processes S210 to S240 are sequentially executed, it is only an exemplary description of the technical idea of the embodiment of the present invention. It is to be understood that the present invention is not limited to the above- Those skilled in the art will appreciate that various modifications and adaptations may be made to those skilled in the art without departing from the essential characteristics of one embodiment of the present invention or by executing one or more of steps S210 through S240 in parallel It is not limited to the time-series order in Fig. The same is true of FIG. 2b.

Hereinafter, a description will be made of a method of controlling the automatic transmission control apparatus according to the present embodiment in the neutral state and the anti-skid state by controlling the hydraulic pressure supplied to the brakes and clutches of the powertrain by exemplifying the 8-speed powertrain.

3 is a diagram illustrating a configuration diagram of an 8-speed power train.

3, the illustrative eight-speed power train includes first, second, and third planetary gear sets disposed on the same axis line, clutch means including four clutches C1, C2, C3, and C4, And two brakes (Bl, B2) and a one-way clutch (F).

Accordingly, the rotation input from the input shaft is transmitted through the first and second planetary gear sets and output through the output gear (not shown). The first planetary gear set is disposed on the engine side, 1 planetary gear set.

Herein, the input shaft means the turbine shaft of the torque converter as an input member, and the rotational power from the crankshaft of the engine is inputted while the torque conversion is performed through the torque converter, and the rotational power output through the output gear is transmitted to the known differential gear Thereby driving the left and right drive wheels.

The above differential apparatus is well known and does not fall under the gist of the present invention, and a detailed description thereof will be omitted. In addition, the vehicle automatic transmission () is configured to be substantially symmetrical with respect to the center line. In Fig. 3, the lower half of the center line is omitted.

In the first planetary gear set, the rotational power inputted to the input path is configured to be decelerated to the intermediate output path through the first carrier CA1. To this end, the first planetary gear set is a single-pinion type planetary gear set. The first planetary gear set includes a first rotary element composed of a first sun gear S1, a second rotary element composed of a first carrier CA1, And a third rotary element composed of a third rotary element.

The first sun gear S1, which is a first rotary element, is fixedly connected to the transmission housing H so that it can always operate as a stationary element. The first carrier CA1, which is a second rotary element, And the first ring gear R1, which is a third rotary element, is directly connected to the input shaft IS to form an input path.

Accordingly, in the first planetary gear set PG1, the first sun gear S1, which is the first rotation element, is always operated as a fixed element in a state where input is always performed through the first ring gear R1, which is the third rotary element And only the deceleration output is performed through the first carrier CA1, which is an output element.

The second planetary gear set is a double pinion planetary gear set and includes the second sun gear S2, the second carrier CA2, and the second ring gear R2 as operating members thereof. The second carrier CA2 is connected to a second pinion gear that is gear-coupled to the second ring gear R2 and the second sun gear S2. Further, the second sun gear S2 acts as a fourth operating member, the second ring gear R2 acts as a fifth operating member, and the second carrier CA2 acts as a sixth operating member.

The third planetary gear set PG3 is a compound planetary gear set and includes the third sun gear S3, the fourth sun gear S4, the third carrier CA3, and the third ring gear R3 as operating members thereof . The third carrier CA3 is provided with a third pinion gear that is gear-coupled to the third sun gear S3 and the third ring gear R3 and a fourth pinion gear that is gear- Pinion gear is connected. Further, the third sun gear S3 acts as a seventh operating member, the fourth sun gear S4 acts as an eighth operating member, the third carrier CA3 acts as a ninth operating member, And the gear R3 functions as a tenth actuating member.

Hereinafter, formation of the forward first speed, reverse first speed, and neutral (N) of the power train illustrated in FIG. 3 will be described in more detail.

The powertrain of the automatic transmission illustrated in Fig. 3 combines one single pinion planetary gear set PG1, one double pinion planetary gear set PG2, and one complex planetary gear set PG3. Thus, the illustrated powertrain can be represented by 10 nodes.

That is, the first sun gear S1 is set to the first node N1, the first carrier CA1 is set to the second node N2, the first ring gear R1 is set to the third node N3, The second ring gear R2 is set to the fifth node N5 and the second carrier CA2 is set to the sixth node N4, N6), the third sun gear S3 is set to the seventh node N7, the third carrier CA3 is set to the eighth node N8, the third ring gear R3 is set to the eighth node N8, (N9), and the fourth sun gear S4 is set to the tenth node N10.

As described above, the first sun gear S1 is fixed to the transmission case 300, so that the first node N1 is stopped.

The first ring gear R1 is fixed to the input shaft 100 and the third node N3 rotates at the same rotational speed as the input shaft 100. [ Therefore, the second node N2 formed by the first carrier CA1 rotates at the reduced rotation speed.

The second sun gear S2 is constantly connected to the first carrier CA1 so that the fourth node formed by the second sun gear S2 always rotates at a reduced rotation speed.

The second ring gear R2 is selectively connected to the transmission case via the second brake B2 and the one-way clutch F so that the fifth node N5 is connected to the second brake B2, And stops by the operation of the clutch F. In this case, a reverse rotation speed different from the rotation direction of the input shaft by the operation of the second sun gear S2 and the second ring gear R2 is generated at the sixth node N6 formed by the second carrier CA2 .

The second ring gear R2 is selectively connected to the first carrier CA1 via the fourth clutch C4. Therefore, when the fourth clutch C4 is operated, all the operating members of the second planetary gear set PG2 are rotated at the reduced rotational speed.

The second planetary carrier CA2 is selectively connected to the transmission case via the first brake B1 so that the sixth node N6 is stopped by the operation of the first brake B1.

The seventh node N7 formed by the third sun gear S3 is constantly connected to the second carrier CA2 and receives the reduced rotation speed or the reverse rotation speed from the second carrier CA2, .

The third planetary carrier CA3 is selectively connected to the input shaft via the third clutch C3 so that the eighth node N8 formed by the third planetary carrier CA3 is connected to the output shaft of the third clutch C3. By operation, it rotates at the same speed as the input shaft.

The third ring gear R3 is selectively connected to the third sun gear S3 via the second clutch C2. Further, the ninth node N9 formed by the third ring gear R3 is always connected to the output gear (not shown) and functions as an output member.

The tenth node N10 formed by the fourth sun gear S4 is selectively connected to the second sun gear S2 via the first clutch C1 so that the tenth node N10 is connected to the first clutch C1 Speed rotation speed is received.

As an operation table of the powertrain illustrated in Fig. 3, it can be seen that the illustrated powertrain shifts by operating two friction members at each speed change stage.

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In the first forward speed, the first clutch C1 is operated and the tenth node N10 rotates at the reduced rotational speed. Further, the one-way clutch F is operated to generate the reverse rotation speed at the sixth node N6, and the reverse rotation speed is transmitted to the seventh node N7. Thus, the output is made through the ninth node N9 by the first speed. FIG. 5A shows a lever diagram showing a shifting process in forward 1 speed. The position setting of each rotary element in the above-described shift diagram is well known to those skilled in the art of the automatic transmission, so a detailed description thereof will be omitted. The same is applied hereinafter.

In the second forward speed, the first clutch Cl operates and the tenth node N10 rotates at the reduced rotational speed. Further, the first brake B1 is operated and the seventh node N7 is stopped. Thus, the output is made to the second speed through the ninth node N9.

In the third forward speed, the first clutch C1 is operated and the tenth node N10 rotates at the reduced rotational speed. Further, the second clutch C2 is operated and all the operating members of the third planetary gear set PG3 are rotated at the same speed. Thus, the output is made to the third speed via the ninth node N9.

In the fourth forward speed, the first clutch C1 is operated and the tenth node N10 rotates at the reduced rotational speed. Further, the eighth node N8 rotates at the same speed as the input shaft by the third clutch C3 being actuated. Thus, the output is made by the fourth speed through the ninth node N9.

In the fifth forward speed, the third clutch C2 is operated and the eighth node N8 rotates at the same speed as the input shaft. Further, the second clutch C2 is operated and all the operating members of the third planetary gear set PG3 are rotated at the same speed. Thus, the output is made by the fifth speed through the ninth node N9.

In the sixth forward speed, the fourth clutch C4 is operated and all the operating members of the second planetary gear set PG2 are rotated at the reduced rotational speed, so that the seventh node N7 also rotates at the reduced rotational speed. Further, the eighth node N8 is rotated at the same speed as the input shaft 100 by the third clutch C3 being operated. Thus, the output is made by the sixth speed through the ninth node N9.

The third clutch C3 is operated and the eighth node N8 rotates at the same speed as the input shaft 100 in the forward speed 7. Further, the first brake B1 is operated to stop the seventh node N7. Thus, the seventh speed is output through the ninth node N9.

The third clutch C3 is operated and the eighth node N8 rotates at the same speed as the input shaft 100 in the forward speed 8. Further, the second brake B2 is operated to generate the reverse rotation speed at the sixth node N6, and the reverse rotation speed is transmitted to the seventh node N7. Thus, the output is made to the eighth through the ninth node N9.

In the reverse rotation R, the second brake B2 is operated to generate the reverse rotation speed at the sixth node N6, and the reverse rotation speed is transmitted to the seventh node N7. Further, the second clutch C2 is operated and all the operating members of the third planetary gear set PG3 are rotated at the same speed. Therefore, the output is made backward (R) through the ninth node N9. FIG. 5B shows a lever diagram showing a shifting process in the reverse (R) mode.

In the neutral N, the second brake B2 is operated to generate the reverse rotation speed at the sixth node N6, and the reverse rotation speed is transmitted to the seventh node N7. At this time, since the clutches of the first, second, and third clutches C1, C2, and C3 are not operated, the output is zero, but the output idles according to the road inclination. FIG. 5C shows a lever diagram showing a shifting process in a neutral (N) mode, and it can be seen that idling is performed in a forward direction according to a road gradient from an output revolution number indicated by a red circle.

If the conditions such as driver departure are met, the automatic transmission enters the "anti-skid control" state to prevent the vehicle from being pushed along the road slope. The anti-skid control of the vehicle according to the present invention will be described with reference to Figs. 3, 4 and 5D. The first clutch C1, the third clutch C3, the fourth clutch C4, the second brake B2 and the one-way clutch F are operated in the "anti-skid hydraulic pressure control" state according to the present embodiment , The second clutch C2 and the first brake B1 operate (see Fig. 4). The rotation of the engine is not transmitted to the output shaft because the first clutch C1, the third clutch C3 and the fourth clutch C4 are not operated in the "anti-skid hydraulic pressure control" state according to the present embodiment 3). The hatched mark in Fig. 3 means a fixing member. The seventh node N7 set to the third sun gear S3 is stopped by the operation of the first brake B1 attached to the fixing member, and the first brake B1 , The ninth node N9 set to the third ring gear R3 is also stopped. As a result, the vehicle is not pushed in the ramp. 5D, the output revolution number is 0 even when the engine revolution number and the turbine revolution number are greater than zero in the "anti-skid hydraulic control" state.

In the above description, the clutch means including the first, second and third planetary gear sets and the four clutches C1, C2, C3 and C4 and the two brakes B1 and B2 and the one-way clutch F The present invention can be applied to other types of powertrains of eight generations. In addition to the eight types of powertrains, the eight types of powertrains can be applied. It will be apparent to those skilled in the art that the present invention is applicable to various types of powertrains,

The foregoing description is merely illustrative of the technical idea of the present embodiment, and various modifications and changes may be made to those skilled in the art without departing from the essential characteristics of the embodiments. Therefore, the present embodiments are to be construed as illustrative rather than restrictive, and the scope of the technical idea of the present embodiment is not limited by these embodiments. The scope of protection of the present embodiment should be construed according to the following claims, and all technical ideas within the scope of equivalents thereof should be construed as being included in the scope of the present invention.

Claims (11)

An automatic transmission control apparatus for controlling an automatic transmission mounted on a vehicle, comprising:
A first sensor group for detecting whether the vehicle is stopped or not;
A second sensor group for detecting a driver's departure from the vehicle; And
And a control unit,
Wherein,
A solenoid valve for selectively transmitting a hydraulic pressure to a plurality of brakes and clutches in the automatic transmission when a detection signal is received from the first sensor group and the second sensor group and a departure of the driver is detected during a stop of the vehicle, So that the vehicle enters the anti-skid state. The method according to claim 1,
The first sensor group includes:
A sensing means for determining a position of a shift lever of the vehicle, a sensing means for sensing an engine speed of the vehicle, and a sensing means for sensing a vehicle speed of the vehicle. 3. The method of claim 2,
Wherein,
Wherein the shift lever position of the vehicle is in a drive D mode, a neutral (N) mode or a reverse (R) mode, the engine speed of the vehicle is equal to or greater than a predetermined value, The automatic transmission control unit determines that the vehicle is stopped. The method according to claim 1,
The second sensor group includes:
A sensing means for sensing whether or not the driver's seat door of the vehicle is open; a sensing means for sensing a safety belt engagement state of the driver's seat; and a sensing means for sensing whether the driver's footbrake operation is performed. Device. 5. The method of claim 4,
Wherein,
When the driver's seat door of the vehicle is opened, the seatbelt of the driver's seat is released, or the footbrake of the vehicle is in the OFF state, And an automatic transmission control device. The method according to claim 1,
Wherein,
When the position of the shift lever of the vehicle is in the parking mode P, when the foot brake is ON, or when the driver's seat door is closed and the seatbelt of the driver's seat is fastened,
And releases the anti-skid state of the vehicle. delete A control method of an automatic transmission for preventing the vehicle from being pushed when the driver leaves the vehicle,
Determining whether the vehicle is stopped or not;
Detecting whether or not the driver leaves the vehicle; And
Controlling a solenoid valve selectively transmitting hydraulic pressure to a plurality of brakes and clutches in the automatic transmission when the driver senses whether or not the driver leaves the vehicle during a stop of the vehicle,
And a control unit for controlling the automatic transmission to prevent the vehicle from being pushed when the driver leaves the vehicle. 9. The method of claim 8,
The step of determining whether the vehicle is stopped includes:
Determining whether the position of the shift lever of the vehicle is in a drive mode, a neutral mode, or a reverse mode;
Determining whether the number of revolutions of the vehicle is equal to or greater than a predetermined value; And
Determining whether the vehicle speed of the vehicle is less than or equal to a predetermined value
And controlling the shift of the vehicle when the vehicle is leaving the vehicle. 9. The method of claim 8,
The process of detecting the driver's departure from the vehicle,
Detecting whether the driver's seat door of the vehicle is opened;
Detecting whether the seatbelt of the driver's seat is in a released state; And
Detecting whether the brake of the vehicle is in an OFF state
And controlling the shift of the vehicle when the vehicle is leaving the vehicle. delete

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