CN109973643B - Automatic transmission idle neutral gear control method based on feedforward PID - Google Patents

Automatic transmission idle neutral gear control method based on feedforward PID Download PDF

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CN109973643B
CN109973643B CN201910247433.XA CN201910247433A CN109973643B CN 109973643 B CN109973643 B CN 109973643B CN 201910247433 A CN201910247433 A CN 201910247433A CN 109973643 B CN109973643 B CN 109973643B
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gear
automatic transmission
engine
speed
clutch
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CN109973643A (en
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雷雨龙
高新
付尧
李兴忠
张琳悦
姜赟涛
褚天争
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Jilin University
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Jilin University
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0078—Linear control, e.g. PID, state feedback or Kalman

Abstract

The invention discloses an idle neutral gear control method of an automatic transmission based on feedforward PID, which can effectively reduce the fuel consumption rate of an automobile provided with a hydraulic mechanical automatic transmission, reduce the gear shifting impact in the gear shifting process and improve the comfort of the whole automobile. The control method comprises the following steps: the running state of the automobile is always detected by the brake pedal position sensor, the accelerator opening sensor, the vehicle speed sensor and the transmission gear sensor, and after the TCU judges the state, the low-gear clutch is separated by changing the pressure of the electromagnetic valve, and meanwhile, the change from the driving gear to the neutral gear is completed by coordinating the control of the engine and the transmission. When the TCU detects that the driver intends to restart the vehicle, the pressure of the electromagnetic valve is changed to enable the low-gear clutch to be gradually engaged, the change from the neutral gear to the driving gear is completed, and the whole control process is completed. The control method is suitable for automobiles equipped with the hydraulic mechanical automatic transmission, coordinates the control of an engine idling system and the transmission in the power cut-off process, and has better comfort and fuel economy.

Description

Automatic transmission idle neutral gear control method based on feedforward PID
Technical Field
The invention relates to the field of automobile transmission, in particular to an idle neutral gear control method of an automatic transmission based on feedforward PID.
Background
With the improvement of living standard and the acceleration of the process of urbanization construction, people increasingly depend on automobiles for going out, and the urban road is more and more congested. People pay more and more attention to the comfort and economy of automobiles when choosing the automobiles. The vehicle with the hydraulic mechanical automatic transmission can reduce the driving fatigue of a driver due to frequent gear shifting under the condition of waiting for a red light or traffic jam. And the hydraulic mechanical automatic transmission has good starting performance and road applicability, and is popular with many drivers.
In a vehicle equipped with a hydromechanical automatic transmission, since there is no dry clutch between the engine and the transmission, there is always power transmission before the transmission is not engaged in neutral. In general, when the vehicle stops at a red light or due to a traffic jam ahead, the driver stops the vehicle using the brake pedal, and releases the brake pedal when the vehicle is restarted. When the driver steps on the brake pedal, the pump wheel of the hydraulic torque converter is always connected with the engine and is in a driving state, and the turbine wheel is in a static state at the moment, which means that the rotating speed ratio of the hydraulic torque converter is 0, and the hydraulic torque converter has the maximum torque conversion capacity. At the moment, the turbine load of the hydraulic torque converter is large, the idling speed of the engine is high, and the fuel economy of the whole vehicle is poor. The vibration generated during the idling operation of the engine is transmitted to the mechanical structure of the transmission before passing through the turbine, and the idling neutral vibration is generated for the gear shifting process of a driver.
Currently, some companies propose a neutral control method to realize the change process from a driving gear to a neutral gear in the process of parking and waiting for an automobile, but in the process, a low-gear clutch is completely separated, so that the fluctuation of the turbine speed is large in the process of re-engaging the low-gear clutch, and the comfort of the whole automobile is poor.
Disclosure of Invention
The invention designs and develops an idle neutral gear control method of an automatic transmission based on feedforward PID, and aims to improve fuel economy and overall comfort in the idle neutral gear control process by using a PI controller and a feedforward PID controller.
The invention also aims to reasonably estimate the difference value and the target value of the rotating speeds of the engine and the turbine in the control process so as to improve the control stability.
The technical scheme provided by the invention is as follows:
an idle neutral control method of an automatic transmission based on a feed-forward PID comprises the following steps:
monitoring the position state of a brake pedal, the position state of an accelerator pedal, the running speed of a whole vehicle and the position of a gear shifting lever of an automatic transmission, and outputting data;
secondly, the control unit of the automatic gearbox of the whole vehicle receives and judges the data, and when the starting condition or the closing condition of the neutral control function is met, the neutral control function is started or closed;
the starting condition is that the displacement of the brake pedal is not 0, the displacement of the accelerator pedal is 0, the running speed of the whole vehicle is 0 and the gear shifting lever of the automatic transmission is in a driving gear;
the off condition is that the automatic transmission shift lever is in neutral; and
the displacement of the brake pedal is 0, the displacement of the accelerator pedal is not 0 or the running speed of the whole vehicle is not 0;
step three, when the middle control function is started, controlling an electromagnetic valve of a low-gear clutch to be closed, enabling the low-gear clutch to start to be partially separated, and simultaneously controlling the difference value of the rotating speed of an engine and the rotating speed of a turbine to reach a target value, so that the automatic transmission gear shift lever realizes the change from a driving gear to a neutral gear; and
when the middle position control function is closed, the low-gear clutch electromagnetic valve is controlled to be opened, the low-gear clutch is engaged, and the automatic transmission gear shift lever is changed from a neutral gear to a driving gear.
Preferably, in step three, the low clutch is initially partially disengaged when the difference between the engine and turbine speeds is at 60 rpm.
Preferably, the target value is 50 rpm.
Preferably, the position state of the brake pedal is monitored using a brake pedal position sensor;
the position state of the accelerator pedal is monitored by using an accelerator opening sensor;
the running speed of the whole vehicle is monitored by using a vehicle speed sensor and retrograde motion; and
the position of the automatic transmission shift lever is monitored using a transmission gear sensor.
Preferably, in the third step, the difference between the engine speed and the turbine speed is controlled to reach the target value according to the pressure PI regulation of the low clutch.
Preferably, in the third step, the controlling the difference between the engine and the turbine speed includes controlling an engine idling system to reduce the engine air intake amount.
Preferably, the linear pressure control device of the low clutch is provided with a feedback device, and the pressure adjustment is performed according to the feedback device.
Preferably, in the third step, a feed-forward PID closed-loop control logic is adopted according to the target rate of change of the turbine speed.
Preferably, in the third step, when the difference e between the engine and the turbine speed satisfies the following condition, the low clutch starts to be partially disengaged:
Figure BDA0002011437930000031
in the formula, P1Is a first test constant, n is the rotation speed of the engine at idle speed, n0Correcting the speed for experience when the engine is idling, e being the base of the natural logarithm, lambda1The value range of the correction factor is 9.5-10.7.
Preferably, the target value ETIs composed of
Figure BDA0002011437930000032
In the formula, P2Is a second empirical constant, n is the engine speed at idle, n0Correcting the speed for experience when the engine is idling, e being the base of the natural logarithm, lambda1The value range of the correction factor is 10.2-11.3.
Compared with the prior art, the invention has the following beneficial effects:
1. according to the idle neutral gear control method of the automatic transmission based on the feedforward PID, the PI controller is adopted to control the target slip of the hydraulic torque converter at the separation stage of the low-gear clutch, so that the fuel economy is improved, and the engagement time of the low-gear clutch is reduced; a feedforward PID controller is adopted at the low-gear clutch engagement stage, the target rotating speed change rate of the turbine rotating speed is taken as a target, the fluctuation of the turbine rotating speed in the clutch engagement process is improved, and the comfort of the whole vehicle is improved, so that the fuel economy and the comfort of the whole vehicle are improved compared with the traditional middle-position control;
2. the invention reasonably estimates the difference value and the target value of the rotating speeds of the engine and the turbine in the control process, thereby improving the control stability.
Drawings
Fig. 1 is a schematic structural view of a hydromechanical automatic transmission.
FIG. 2 is a flow chart of a hydromechanical automatic transmission idle neutral control enabling process.
FIG. 3 is torque converter PI control logic.
Fig. 4 is a flowchart of an idle neutral control shutdown process for an automatic hydromechanical transmission.
FIG. 5 is a feed forward PID control logic targeting a target rate of change of speed.
FIG. 6 is a torque converter target slip versus clutch engagement time.
Fig. 7 is a relationship between a target slip of the torque converter and a fuel saving ratio.
FIG. 8 is a D-stage target rate of change of turbine speed in the example.
FIG. 9 shows turbine speed variation during clutch engagement in an embodiment.
FIG. 10 is a graph of turbine speed change during clutch engagement without feed forward PID control.
Detailed Description
The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.
As shown in fig. 1, the hydromechanical automatic transmission is composed of a lockup clutch 4, a low clutch 1, a reverse clutch 2, a high clutch 3, brakes 5 and 7, a one-way clutch 6, and a torque converter and a planetary row. The power from the engine is input by 8, output by 7, and the gear shifting of the transmission is realized by different combination modes of the clutch and the brake, so that the function of changing the rotating speed and the torque is realized.
The invention provides an idle neutral gear control method of an automatic transmission based on feedforward PID on the basis of a neutral control method, wherein a certain slip value of a hydraulic torque converter is maintained by PI control in a clutch separation process, feedforward PID closed-loop control logic is adopted in a clutch engagement process, and two controllers ensure that the control method has higher fuel economy and the whole vehicle comfort compared with the neutral control, and the method specifically comprises the following steps:
as shown in fig. 2, brake pedal position sensor detects the state of brake pedal, and accelerator opening sensor detects accelerator pedal's operating condition, and speed sensor detects the speed of travel of whole car, and derailleur gear sensor detects the position of automatic transmission gear level, and when the signal that the sensor will detect transmitted TCU all the time, makes the judgement through TCU, through A stage and B stage, realizes that the derailleur keeps off the position and keeps off the change to the neutral gear by the drive, specifically includes:
① the ① stage ① A ① is ① an ① enabling ① stage ① of ① a ① middle ① position ① control ① function ①, ① wherein ① when ① a ① driver ① meets ① a ① red ① light ① in ① the ① driving ① process ① or ① stops ① the ① vehicle ① due ① to ① front ① congestion ①, ① the ① TCU ① judges ① that ① the ① sensor ① signals ① simultaneously ① meet ① the ① following ① conditions ① that ① an ① accelerator ① pedal ① is ① completely ① released ①, ① a ① brake ① pedal ① is ① treaded ① down ①, ① the ① gear ① of ① the ① transmission ① is ① in ① a ① D ① gear ① or ① an ① S ① gear ①, ① the ① vehicle ① speed ① is ① 0 ①, ① the ① automatic ① transmission ① enters ① a ① middle ① position ① control ① stage ① at ① the ① moment ①, ① the ① D ① gear ① or ① the ① S ① gear ① is ① changed ① to ① the ① N ① gear ①, ① and ① otherwise ①, ① the ① middle ① position ① control ① is ① not ① enabled ①; ①
The stage B is idle neutral control (D/S gear → N gear), and is divided into two stages. The first stage is an input clutch separation stage, the pressure of the clutch is continuously reduced in a linear mode to enable the clutch to be partially separated, and the next stage is started until the requirement of the rotating speed difference is met; meanwhile, an engine ECU detects an idling control signal in the stage, and an engine idling system maintains the rotating speed of the engine by reducing the air inflow of the engine, so that the fluctuation of the rotating speed of the engine caused by load change is avoided.
The second stage is a slip control stage, wherein the engine is in idle running, the forward clutch is partially separated, and the slip speed difference of the hydraulic torque converter is maintained at a target value through a closed-loop PI controller;
specifically, in the present embodiment, the solenoid valve of the low clutch 1 of the automatic hydromechanical transmission starts to close, the linear pressure is gradually reduced, and the low clutch starts to disengage. When the difference value between the rotating speeds of the engine and the turbine is about 60rpm, the low-gear clutch is partially separated, and the first stage of idle neutral control is completed; as shown in fig. 3, the linear pressure control device of the low clutch 1 is provided with a closed-loop feedback PI controller, and the difference between the engine and the turbine speed is controlled to a target value by pressure regulation of the low clutch, so that the clutch is engaged within the shortest time after the idle neutral control is finished, and the second stage of the idle neutral control is completed.
In another embodiment, in the phase B, the relation between the slip of the engine and the turbine and the clutch engaging time is studied and analyzed as shown in FIG. 6, and the relation between the fuel saving ratio (compared with a common automatic transmission and a transmission provided with idle neutral gear control under the idle working condition) and the target slip is shown in FIG. 7, so that the fuel saving ratio is improved by 5% -10% compared with the traditional middle position control full separation clutch. In order to ensure good fuel saving effect and rapid engagement of the clutch, the slip of the target control value is determined according to actual conditions when the slip is 50rpm, and the slip is not limited to 50 rpm.
As shown in fig. 4, brake pedal position sensor detects the state of brake pedal, and accelerator opening sensor detects accelerator pedal's operating condition, and speed sensor detects the speed of travel of whole car, and derailleur gear sensor detects the position of automatic transmission gear level, and when the signal that the sensor will detect transmitted TCU all the time, made the judgement through TCU, through C stage and D stage, realized that the derailleur keeps off the position by neutral gear to the change of drive fender, specifically include:
① method comprises ① following steps that C, a driver starts to loosen a brake pedal and steps on ① accelerator pedal to start ① vehicle when sensing that a front obstacle (such as a red light, a pedestrian or an automobile) is relieved, sensors such as a brake pedal position sensor, an accelerator opening sensor, a vehicle speed sensor and a transmission gear sensor always transmit detection signals to a TCU (transmission control unit), ① TCU makes reasonable judgment on ① signals, and when ① transmission gear is neutral, ① idle neutral control function can be closed under ① condition that ① foot brake pedal is displaced to 0, ② is in a working state, ① vehicle speed is not 0km/h, ① idle neutral control of ① hydraulic mechanical automatic transmission can be closed at ① moment, ① change from an N gear to a D gear is realized, and otherwise, ① idle neutral control is not closed;
stage D is an idle neutral control (N gear → D gear) process: when the command of closing the idle neutral control function is made by the TCU, the electromagnetic valve of the low-gear clutch starts to be opened, so that the linear pressure is gradually increased, and the low-gear clutch starts to be engaged, as shown in FIG. 5, the target rotating speed change rate of the turbine rotating speed is taken as a target in the stage, a feedforward PID closed-loop control logic is adopted, the feedforward pressure adopts the clutch base pressure and is used for overcoming the resistance of factors such as a return spring and the like in the engaging process of the clutch, the feedforward pressure is changed according to the factors such as the temperature of hydraulic oil, the rotating speed of the turbine, the target rotating speed change rate and the like, the feedforward PID closed-loop control enables the low-gear clutch to be rapidly and stably engaged, the linear pressure is continuously increased until the low-gear clutch is completely engaged, the idle.
As shown in fig. 8 to 10, in the stage D, through the target turbine rotation speed change rate in fig. 8 and the turbine rotation speed change relationship obtained by using the target rotation speed change rate in fig. 9, compared with the conventional stage D clutch engagement method in fig. 10, it is found that the fluctuation of the turbine rotation speed can be reduced and the comfort of the whole vehicle can be improved by using the feedforward PID closed-loop control logic in the stage D.
In another embodiment, the low clutch is initially partially disengaged when the engine to turbine speed difference e satisfies the following condition:
Figure BDA0002011437930000061
in the formula, P1Is a first one of the empirical constants,n is the rotation speed of the engine at idle speed, n0Correcting the speed for experience when the engine is idling, e being the base of the natural logarithm, lambda1The value range is 9.5-10.7 for the correction factor; in this embodiment, P1A value of 0.43, λ1The value was 10.2.
In another embodiment, the target value ETIs composed of
Figure BDA0002011437930000062
In the formula, P2Is a second empirical constant, n is the engine speed at idle, n0Correcting the speed for experience when the engine is idling, e being the base of the natural logarithm, lambda1The value range is 10.2-11.3 for the correction factor; in this embodiment, P1A value of 0.75, λ1The value was 10.9.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.

Claims (6)

1. An idle neutral control method of an automatic transmission based on a feed-forward PID, characterized by comprising:
monitoring the position state of a brake pedal, the position state of an accelerator pedal, the running speed of a whole vehicle and the position of a gear shifting lever of an automatic transmission, and outputting data;
secondly, the control unit of the automatic gearbox of the whole vehicle receives and judges the data, and when the starting condition or the closing condition of the neutral control function is met, the neutral control function is started or closed;
the starting condition is that the displacement of the brake pedal is not 0, the displacement of the accelerator pedal is 0, the running speed of the whole vehicle is 0 and the automatic transmission gear shift lever is in a driving gear;
the off condition is that the automatic transmission shift lever is in neutral; and
the displacement of the brake pedal is 0, and the displacement of the accelerator pedal is not 0 or the running speed of the whole vehicle is not 0;
step three, when the middle control function is started, controlling an electromagnetic valve of a low-gear clutch to be closed, enabling the low-gear clutch to start to be partially separated, and simultaneously controlling the difference value of the rotating speed of an engine and the rotating speed of a turbine to reach a target value, so that the automatic transmission gear shift lever realizes the change from a driving gear to a neutral gear; and
when the middle position control function is closed, controlling the electromagnetic valve of a low-gear clutch to be opened, enabling the low-gear clutch to be engaged, and enabling the gear shift lever of the automatic transmission to realize the change from the neutral gear to the driving gear;
in the third step, the low clutch starts to be partially disengaged when the difference between the engine and the turbine speeds satisfies the following condition:
Figure FDA0002441697130000011
where e is the difference between the engine and turbine speeds, P1Is a first test constant, n is the rotation speed of the engine at idle speed, n0Correcting the speed for experience when the engine is idling, e being the base of the natural logarithm, lambda1The value range is 9.5-10.7 for the correction factor;
ETfor the purpose of the said target value,
Figure FDA0002441697130000012
in the formula, P2Is a second empirical constant, n is the engine speed at idle, n0Correcting the speed for experience when the engine is idling, e being the base of the natural logarithm, lambda2The value range of the correction factor is 10.2-11.3.
2. The feed-forward PID based idle neutral control method for an automatic transmission as claimed in claim 1, characterized in that the position status of the brake pedal is monitored using a brake pedal position sensor;
the position state of the accelerator pedal is monitored by using an accelerator opening sensor;
the running speed of the whole vehicle is monitored by using a vehicle speed sensor; and
the position of the automatic transmission shift lever is monitored using a transmission gear sensor.
3. The feed forward PID based automatic transmission idle neutral control method as claimed in claim 2, wherein in the third step, the difference between the engine and the turbine speed is controlled to a target value according to the pressure PI regulation of the low clutch.
4. The feed-forward PID based automatic transmission idle neutral control method of claim 3, wherein in step three, controlling the engine to turbine speed differential comprises controlling an engine idle system to reduce engine air intake.
5. A feed forward PID based automatic transmission idle neutral control method as claimed in claim 4, characterized in that the linear pressure control means of the low clutch is provided with feedback means according to which the pressure regulation is performed.
6. The feed-forward PID based idle neutral control method of an automatic transmission according to claim 5, wherein in the third step, a feed-forward PID closed-loop control logic is employed according to the target rate of change of the turbine speed.
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