KR100279401B1 - Total control method of automatic transmission - Google Patents

Abstract

The present invention relates to a total control method of an automatic transmission. The shift control apparatus determines whether a shift is necessary and detects a state of a vehicle when shifting is required, and determines whether the shift stage is satisfied by satisfying an engine torque reduction requirement. Outputs the signal for synchronizing the shift to the engine, and outputs the engine torque reduction request signal to the engine control device for total control. The shift control device sets and measures the shift time from the shift stage to the target shift stage. When the shift time is compared with the actual shift time and the difference is greater than the set reference value, and the difference value is larger than the set reference value, the control pressure is corrected by the ratio of the set target shift time to the actual shift time, and the correction value is If the actual shift time does not change even though this setting value is changed, it is determined that the total control is poor and the total control is executed. There is an effect for reducing the shift shock caused by poor total control at the time of shifting by performing a separate shift control without stopping until the engine is turned off.

Description

Total control method of automatic transmission

The present invention relates to a total control method of an automatic transmission. More particularly, the engine torque in the actual engine control apparatus despite the engine torque reduction request signal in the automatic transmission to which the total control for reducing the engine torque during the shift of the automatic transmission is applied. The present invention relates to a total control method of an automatic transmission for reducing a shift shock generated when shifting by changing a shift control method after detecting when a reduction is not made.

In general, total control means that when a shift occurs in a vehicle equipped with an automatic transmission, in order to reduce the shift shock generated during the shift, the engine's ignition timing is delayed to reduce the torque output from the engine and then to the torque converter of the automatic transmission. As shown in FIG. 1, a total control state line for determining the execution and possible states of the total control in the engine control apparatus and outputting a corresponding signal to the shift control apparatus is provided in the shift control apparatus. The above signal was determined, and a total control request signal was output to the engine control device.

However, the above-described conventional technology has a problem of cost increase due to the addition of circuits and lines added to the engine control device and the shift control device.

Therefore, in order to solve the above-mentioned problems, the shift control apparatus determines whether the shift is necessary, and if shifting is necessary, detects the state of the vehicle and determines whether the engine torque reduction requirement is satisfied, and shifts the shift stage to the target shift stage. A signal for synchronizing is output, and accordingly, the engine torque reduction request signal is output to the engine control device for total control. The shift control device sets and measures a shift time from the shift stage to the target shift stage, and measures the target shift time. And the actual shift time, and the difference is greater than the set reference value. If the difference value is larger than the set reference value, the control pressure is corrected by the ratio of the set target shift time and the actual shift time, and the correction value is set. If the actual shift time does not change even though the value is changed up to the value, it is determined that the total control is poor and the total control is executed. It is to provide a total control method of an automatic transmission having the effect of reducing the shift shock caused by a poor total control at the time of shifting by performing a separate shift control without stopping until it is turned off.

The present invention for achieving the above object comprises the steps of determining the need for shifting the gear stage by reading a signal output in the vehicle driving state when the vehicle starts to drive; Determining whether the driving state of the vehicle satisfies a torque reduction requirement when shifting the shift stage is necessary; When the engine torque reduction requirement is satisfied, the target shift stage is set according to the driving state of the vehicle, and the shift stage is set as the target shift stage by setting the duty initial value, the duty gradient, and the duty output time set in the memory map. Outputting a duty control signal and an engine torque reduction request signal for shift synchronizing; The target shift time up to the target shift stage set as described above is calculated as a value proportional to the number of revolutions of the output shaft and stored in A, which is a predetermined shift, and it is determined whether the shift stage has been shifted to the target shift stage and the actual shift start point ( Measuring a real shift time from SB) to a shift completion time SF, and storing the measured real shift time in B as an arbitrary setting variable; When the shift stage is shifted to the target shift stage, the time A to the target shift stage set above and the actual shift time B to the target shift stage of the shift stage calculated above are calculated by the set arithmetic equation. Calculating a difference value, and determining whether the difference value calculated above is greater than the set reference value C; In the case where the difference between the target shift time A and the actual shift time B to the target shift stage calculated after the shift synchronization is completed is larger than the set reference value C, the correction factor is determined by the ratio of the target shift time A and the actual shift time B. calculating α; By calculating the correction coefficient α, it is assumed that there is no engine torque reduction request signal, and the calculated α is calculated by the set arithmetic equation to the output duty initial value Do, and a new duty initial value D 'is calculated. Calculating and outputting a corresponding duty control signal; Determining whether the value of the correction coefficient α corrected above is smaller than the duty initial value Do by a set value or more; When the value of the correction coefficient α corrected above is smaller than the set initial value Do, the value calculated by calculating the actual shift time B 'and the actual shift time B at the first shift occurrence by a set arithmetic expression is set. Determining whether it is within a reference value; If the value calculated above is within the set reference value, it is determined that the actual shift time does not decrease even if the hydraulic pressure is supplied high, so that the ignition delay does not occur in the actual engine. And not performing total control until the engine is turned off and restarted.

1 is a block diagram of the automatic transmission total control device configuration in the prior art,

2 is a block diagram of a total control device of an automatic transmission according to an embodiment of the present invention,

3 is a flow chart of the control method of the total control of the automatic transmission according to an embodiment of the present invention,

4 is a duty pattern diagram in total control of an automatic transmission according to an embodiment of the present invention.

5 is a hydraulic control pattern diagram for the total control of the automatic transmission according to the embodiment of the present invention,

6 is the ratio of the total reference frequency and the solenoid valve energizing time in the total control of the automatic transmission according to the embodiment of the present invention,

7 is a diagram illustrating a shift synchronization completion point determination pattern during total control of an automatic transmission according to an exemplary embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention, which can be achieved and realized in detail by the above objects, will be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, the configuration of the sum total control apparatus of the automatic transmission according to the embodiment of the present invention is a vehicle driving state that detects a signal that is varied and output according to the driving state of the vehicle and outputs a corresponding electric signal. Sensing means 10; The vehicle driving state sensing means 10 is applied to determine whether a shift is required, and whether or not to reduce the engine torque, and outputs a control signal for synchronizing the shift stage to the target shift stage, the engine torque reduction request Shift control means 20 for outputting a signal; Engine control means (30) for outputting an ignition delay signal for reducing the output of the engine by determining whether torque reduction is possible by receiving the torque reduction request signal output from the shift control means (20); The high-voltage electricity applied to the ignition plug according to the ignition retardation signal for synchronizing the shift stage to the target shift stage and reducing the output of the engine by receiving the signals output from the shift control means 20 and the engine control means 30. It consists of a drive means 40 for delaying the output of the.

When the vehicle starts to travel, the shift control means 20 reads a signal output in the vehicle driving state to determine a need for shift of the shift stage (S100).

When the shift of the shift stage is necessary, the shift control means 20 determines whether the driving state of the vehicle satisfies the torque reduction requirement (S110).

When the engine torque reduction requirement is satisfied, the shift control means 20 sets the target shift stage according to the driving state of the vehicle, sets the duty initial value, the duty gradient, and the duty output time set in the memory map. The duty control signal for synchronizing the shift stage to the target shift stage is output to the driving means 30, and the engine torque reduction request signal is output to the engine control means 30 (S120, S130).

The engine control means 30 receives the engine torque reduction request signal output from the shift control means 20 to determine whether to perform the engine torque reduction, and outputs an ignition delay signal to the driving means 40 when engine torque reduction is possible. do.

Therefore, the driving means 40 drives the corresponding solenoid valve to form a control pressure in order to shift the shift stage to the target shift stage by the duty control signal output from the shift control means 20, and forms the control pressure. In response to the signal output from 30), the output of the high voltage electric signal applied to the ignition plug is delayed to reduce the output of the engine.

However, if the engine torque reduction requirement is not satisfied in the above, the shift control means 20 sets the duty value stored in the separate memory map not corresponding to the total control, the duty output time, the duty gradient, and the like. Outputs to the drive means 30 as a signal to shift the shift stage to the target shift stage, perform the shift control and return to the initial stage.

The shift control means 20 calculates a target shift time up to the target shift stage set above and stores the target shift time in A which is a predetermined shift (S140).

In the method of calculating the target shift time from the shift stage to the target shift stage, the target shift time is calculated according to the output shaft rotational speed No (S150).

A = C1 × No + C2

(Where A is an arbitrary setting variable, C1 is an arithmetic constant, No is an output shaft revolution of an automatic transmission, and C2 is an arithmetic constant.)

That is, the shift time to the target shift stage calculated above has a time from 0.2 to 0.5 sec.

As the control signal for synchronizing the shift stage to the target shift stage is outputted, the shift control means 20 determines whether the shift stage is shifted to the target shift stage, and as shown in FIG. The actual shift time from the time point SB to the speed change completion time SF is measured and stored in the random setting variable B (S160).

In other words, the time until the point where the turbine rotational speed is equal to the output shaft rotational speed × gear ratio is measured and stored.

When the shift stage is shifted to the target shift stage, the shift control means 20 sets the time A to the target shift stage set above and the actual shift time B to the target shift stage of the shift stage calculated above. The difference value is calculated by calculating by the set arithmetic expression, and it is determined whether the difference value calculated above is larger than the set reference value C (S170).

｜ A-B ｜ ＞ C

(A is the target shift time, B is the actual shift time, and C is the set reference value.)

However, if the shift stage is not shifted to the target shift stage, the shift control means 20 continuously determines whether shift shift is completed until shift shift is completed.

Therefore, when the difference between the target shift time A and the actual shift time B to the target shift stage calculated after the shift synchronization is completed is greater than the set reference value C, the shift control means 20 performs the target shift time A and the actual shift. The correction coefficient α is calculated based on the ratio of time B (S180).

(Where α is the correction factor, A is the target shift time, B is the actual shift time, and K is an arithmetic constant.)

The control pressure is corrected in accordance with the correction coefficient α calculated above.

However, when the difference value between the target shift time A and the actual shift time B to the target shift stage calculated above is less than or equal to the set reference value C, the shift control means 20 returns to the initial stage.

As the correction coefficient α is obtained, the shift control means 20 assumes that there is no engine torque reduction request signal, and calculates the calculated α by the set arithmetic expression to the duty initial value Do output. The initial value D 'is calculated and output to the driving means 30 as the duty control signal (S190).

When the correction coefficient α value is calculated as -α, the duty ratio is lowered as shown in FIG. 4, and the hydraulic pressure is supplied as shown in FIG.

6 is a ratio of the total reference frequency T and the energization time a of the solenoid valve as a definition of the duty ratio.

Therefore, the shift control means 20 determines whether the value of the correction coefficient α corrected above is 15% (0.85) or more smaller than the duty initial value Do (S200).

When the value of the correction coefficient α corrected above is 15% (0.85) or more smaller than the duty initial value Do, the shift control means 20 sets arithmetic value that sets the actual shift time B 'and the actual shift time B at the first shift occurrence. It is determined whether the value calculated by the formula is within 50 ms, which is the set reference value (S210).

However, when the value of the correction coefficient α corrected above is not more than 15% (0.85) smaller than the initial duty value Do, the shift control means 20 determines that the engine torque reduction has been normally performed and generates an engine torque reduction release signal. After the output, the vehicle returns to step S100 to determine whether shifting is necessary.

When the calculated value is within 50 ms, which is the set reference value, the shift control means 20 determines that the actual shift time does not decrease even if the hydraulic pressure is supplied high, so that the ignition delay does not occur in the actual engine. By setting a fault code (Fault Code), the total control is not performed until the engine of the vehicle is turned off and restarted (S220 and S230).

However, if the value calculated above is not within 50ms, which is the setting reference value, the shift control means 20 returns to the initial stage.

The above embodiments are described as the most preferred embodiments, and the present invention is not limited thereto, and the embodiments can be easily described from the above embodiments.

As described above, in the embodiment of the present invention, the shift control apparatus determines whether the shift is necessary and, if shifting is required, detects the state of the vehicle, determines whether the engine torque reduction requirement is satisfied, and shifts the shift stage to the target shift stage. Outputs a signal, thereby outputting an engine torque reduction request signal to the engine control apparatus for total control, and the shift control apparatus sets and measures a shift time from the shift stage to the target shift stage, and measures the target shift time and actual When the shift time is compared and the difference is greater than the set reference value, and the difference value is larger than the set reference value, the control front is corrected by the ratio of the set target shift time and the actual shift time, and the correction value is changed to the set value. If there is no change in the actual shift time, it is determined that the total control is poor and the total control is executed when the engine is turned off. It is possible to provide a total control method of an automatic transmission having an effect of reducing a shift shock caused by poor total control during shifting by performing a separate shift control without stopping until execution.

Claims (2)

Determining the necessity of shifting the gear stage by reading a signal output in a vehicle driving state when the vehicle starts to drive; Determining whether the driving state of the vehicle satisfies the torque reduction requirement when the shift of the shift stage is necessary; When the engine torque reduction requirement is satisfied, the target shift stage is set according to the driving state of the vehicle, and the duty cycle is set as the target shift stage by setting the duty initial value, the duty slope, and the duty output time set in the memory map. When the duty control signal and the engine torque reduction request signal for shifting synchronization are output and the engine torque reduction requirement is not satisfied, a separate memory map that does not correspond to the total control, the stored duty initial value, duty output time, duty slope, etc. Setting and outputting a corresponding duty control signal to shift the shift stage to the target shift stage, performing shift control, and returning to an initial stage; The target shift time to the target shift stage set as described above is calculated as a value proportional to the number of revolutions of the output shaft, and stored in A, which is a predetermined shift, and it is determined whether the shift stage has been shifted to the target shift stage. Measuring a real shift time from SB) to a shift completion time SF, and storing the measured real shift time in B as an arbitrary setting variable; When the shift stage is shifted to the target shift stage, the time A to the target shift stage set above and the actual shift time B to the target shift stage of the shift stage calculated above are calculated by the set arithmetic equation. Calculating a difference value, and determining whether the difference value calculated above is greater than the set reference value C; When the difference between the target shift time A and the actual shift time B to the target shift stage calculated after the shift synchronization is completed is larger than the set reference value C, the correction coefficient α is determined by the ratio of the target shift time A and the actual shift time B. Calculating a; By calculating the correction coefficient α, it is assumed that there is no engine torque reduction request signal, and the calculated α is calculated by the set arithmetic equation to the output duty initial value Do, and a new duty initial value D 'is calculated. Calculating and outputting a corresponding duty control signal; Determining whether the value of the correction coefficient α corrected above is smaller than the duty initial value Do by a set value or more; When the value of the correction coefficient α corrected above is smaller than the set initial value Do, the value calculated by calculating the actual shift time B 'and the actual shift time B at the first shift occurrence by a set arithmetic expression is set. It is determined whether the reference value is within the reference value, and if the value of the corrected correction coefficient α is not smaller than the set value than the duty initial value Do, it is determined that the engine torque reduction has been performed normally, and the engine driving after outputting the engine torque reduction release signal Returning to the step of determining whether this shift is necessary; If the value calculated above is within the set reference value, it is determined that the actual shift time does not decrease even if the hydraulic pressure is supplied high, and it is determined that the ignition delay does not occur in the actual engine. Total control method of the automatic transmission, characterized in that it comprises the step of not performing the total control until it is turned off and restarted. (A = C1 × No + C2 (where A is an arbitrary setting variable, C1 is an arithmetic constant, No is an output shaft revolution of an automatic transmission, and C2 is an arithmetic constant) A-B |> C (where A is the target shift time, B is the actual shift time, and C is the set reference value) (Where α is the correction factor, A is the target shift time, B is the actual shift time, and K is an arithmetic constant.) | B-B '| < 50ms (where B is the actual shift time at the time of the first shift occurrence, B' is the actual shift time when it is controlled to be 15% or less than the initial duty value Do), and 50 ms is the set reference value. )} A total control method for an automatic transmission that performs total control only by an engine torque reduction request line without an engine torque reduction state feed back line from the engine control means.