KR100227330B1 - Shift controlling method of the automatic transmission - Google Patents

Abstract

The present invention relates to a method for improving SQ and durability in shift control of an electronically controlled A / T, including changes in the external environment (altitude change, atmospheric pressure change) and various deviations (abrasion of clutches and brakes, temperature change, etc.). Due to the open loop control, it is reduced to a certain slope in the actual shift section, that is, inertia, so that it is impossible to respond to changes in the surrounding environment. SHIFT QUALITY) worsens and there may be a problem in the durability of the A / T due to the slow engagement of the clutch and brake, and by appropriately engaging the clutch and brake corresponding to such environmental change, the problem caused by this is solved. Improves the durability of the clutch

Description

Method for improving SQ and durability in shift control of electronically controlled A / T

1 is a flow chart for a method according to the invention.

The present invention relates to a method for improving SQ and durability in shift control of an electronically controlled A / T, and more particularly, changes in the external environment such as altitude change, atmospheric pressure change, wear of clutches and brakes, and temperature change. Electronic for improving durability of S / Q and clutch by appropriately engaging clutch and brake in actual shift section during open loop control in consideration of various deviations such as The present invention relates to a method for improving SQ and durability in shift control of a controlled A / T.

In general, in the electronically controlled shift system of the prior art, when the P / ON, OFF UP OPEN LOOP CONTROL, changes in the external environment (altitude change, atmospheric pressure change, etc.) and various deviations (clutch and Wear of the brakes, etc.) decreases to a constant slope in the actual shift section during the open loop control, ie in the inertia phase. In other words, regardless of the external environment such as altitude change, atmospheric pressure change, and various deviations such as wear of the clutch and brakes, it is always reduced to a certain duty so that it is impossible to respond to the actual situation. Due to the engagement, the SQ may be deteriorated, and the slow engagement of the clutch and the brake may cause a problem in the durability of the automatic transmission A / T. That is, the following problems may occur.

-The wear of the clutch and brake increases the engagement time, which can damage the clutch and brake, reducing durability.

-High altitude, low atmospheric pressure, given a constant duty without correction, can cause premature engagement and shock.

The present invention has been made to solve the above problems, an object of the present invention is to maintain a constant in the actual shift section, that is, in the inertia state during open loop control due to changes in the external environment and various deviations, etc. As the slope decreases, it is impossible to actually respond to changes in the surrounding environment, and the clutch and brake are engaged early, which causes the SQ (SHIFT QUALITY) to deteriorate and the durability of the A / T due to the slow engagement of the clutch and brake. A method for improving SQ and durability during shift control of electronically controlled A / T to improve durability of SQ and clutch by appropriately engaging clutches and brakes corresponding to such environmental changes, thereby eliminating problems caused by the clutch. To provide.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

1 is a flowchart of a method according to the present invention, which includes checking whether an SF point is detected (step 10), checking whether it is an upshift (step 11), and checking whether it is a p / off 1 → 2 upshift. Step (step 12), checking whether it is shifting during shifting (step 13), checking whether it is open loop control (step 14), p / off, on and the values corresponding to each shift. To capture (step 15), battery_flag Checking whether it is 1 (step 16), ｜ checking if it exceeds _max | (step 17), last_ With del_ Setting to Kp_ramp × (real_t-t0) (step 18), del_ Del_ checking whether the max_max | is exceeded (step 19), and in step 19, del_ Del_ del_ if greater than _max ｜ del_ setting to _max (step 20), del_ Del_ min_min or less (step 21), del_ Del_ _min | less than or equal to del_ del_ setting to _min (step 22), last_ + del_ Step (step 23), ｜ _max | Check if it exceeds setting to _max (steps 24 and 25), ｜ _min | Checks if less than setting to _min (steps 26 and 27), Is stored in a value corresponding to p / off, on and each shift (step 28).

Referring to the operation of the present invention configured as described above are as follows. Control logic detects vehicle speed (shaft speed and number of stages), turbine ALPM (or input ALPM), detects throttle opening, hydraulic control of clutch and brake which are reaction factors for each shift stage, and duty control for shift control In this system, ADAPTIVE control is added during open loop up shift to improve the clutch impact and durability. However, since the control is a case where the oil temperature is low, the duty ramp ratio of the inertia state section (S.B point → S.F1 point) is corrected for each shift by the duty correction value calculated by the following condition.

1.Adaptive Operating Conditions: The above corrections shall be made if all of the following conditions are met.

1) Avoid on / off 1 → 2 Upshift.

2) Not shifting during shifting

3) Open loop control

2. Calculation of Duty Slope Rate of Inertia

1) Calculate Duty of Inertia

DU last_DU-(ramp_DU + ) / (1000 / main_loop_time)

Where DU is the new duty ratio ( )

last_DU: last duty value ( )

ramp_DU: Duty ramp rate ( / sec)

: Duty slope learning value ( / sec)

2) Duty Gradient Learning Value Calculation

last_ + del_

Where last_ : Last duty ramp learning value ( / sec)

del_ : Duty ramp learning correction amount / sec)

3) Duty Gradient Learning Correction Amount del_ Calculation

del_ Kp_ramp × (real_t-t0)

Here, Kp_ramp: duty gradient learning correction coefficient ( / sec ^ 2)

real_t: time measured in inertia state section during shifting (sec)

t0: target shift time (sec)

Provided that -p / off takes one third of the calculated value;

Maximum correction amount del_ Del_ _max |

Cumulative maximum ｜ _max |

Add an S.B point determination routine upon a p / off upshift;

The logic determines the SB point and learns the duty gradient value at each shift stage at the same time. The value is corrected, and the correction is performed once upon detection of the SF point every shift.

The description of the drawings of the present invention is not an SF point, not an up shift, a p / off 1 to 2 up shift, and when shifting and feedback control are performed during shifting, the existing logic is performed without the above correction. In addition, after correcting the duty inclination value with the correction value learned by the previously learned correction value for each shift, the correction routine is performed when the SF point is detected to learn the correction value corresponding to each shift. If the learning condition is satisfied, the learning correction value corresponding to each shift is read. Remember the value. battery_flag If it is not 1, the battery may be removed and reinstalled, and the value stored in the shift control unit may be wrong. 0. And, To check if a variable is correct ｜ compared to _max | greater than _max | If it is 0, the small value is regarded as normal and the next control is performed. Pre-learned Value last_ Remember as value and new del_ Learn the value. If the calculated value is greater than one maximum correction, del_ Del_ value _max value, if small del_ Del_ value New learning value with _min value Calculate New learning value The final learning correction value after checking in the same manner as above. Is stored as a correction value corresponding to each shift, and then the correction value is applied to the duty gradient at the next shift.

As can be seen from the above description, by adding the control logic of the present invention

1) It is possible to finish the shift at the target shift time set in the open loop, so that the feedback control effect can be obtained.

2) It can eliminate the shift delay caused by the wear of the clutch and brake, improve the durability of the clutch and brake,

3) In response to changes in the external environment such as changes in altitude and atmospheric pressure, shifts are made within a predetermined target shift time, resulting in improved SQ and durability.

4) It has the effect of correcting the duty tilt in response to changes in the A / T internal environment such as changes in the AFT temperature.

Claims (1)

Checking whether the SF point is detected (step 10), checking whether it is an upshift (step 11), checking whether it is on / off 1 → 2 upshift (step 12), checking whether it is shifting during shifting Step (step 13), checking whether it is open loop control (step 14), and the values corresponding to p / off, on and each shift. To capture (step 15), battery_flag Checking whether it is 1 (step 16), ｜ checking if it exceeds _max | (step 17), last_ With del_ Setting to Kp_ramp × (real_t-t0) (step 18), del_ Del_ checking whether the max_max | is exceeded (step 19), and in step 19, del_ Del_ del_ if greater than _max ｜ del_ setting to _max (step 20), del_ Del_ min_min or less (step 21), del_ Del_ _min | less than or equal to del_ del_ setting to _min (step 22), last_ + del_ Step (step 23), ｜ _max | Check if it exceeds setting to _max (steps 24 and 25), ｜ _min | Checks if less than setting to _min (steps 26 and 27), And storing in the values corresponding to p / off, on and each shift (step 28). The method for improving SQ and durability in shift control of the electronically controlled A / T.