KR100308951B1 - System and method for controlling last stage of feedback power-on 2-3 upshift - Google Patents

Abstract

PURPOSE: A system and a method for controlling the last stage of feedback power-on 2-3 upshift are provided to prevent the generation of a shifting shock by reducing a torque converter slip amount. CONSTITUTION: A transmission control unit(20) outputs an initial duty for controlling the last stage of feedback power-on 2-3 upshift by a specific formula determined at a synchronization finishing time point, outputs a last control time depending on the slip amount of a torque converter and an engine rpm deflection at a feedback finishing time point, and outputs a last control duty. A drive unit(30) performs the feedback power-on 2-3 upshift last stage control with the duty control signal outputted from the transmission control unit.

Description

Feedback power on 2 → 3 upshift terminal control device and method

The present invention relates to an automatic transmission, and more particularly, in consideration of the engine speed deviation (△ Neff) and the slip of the torque converter at the point where the feed back control is terminated after the shift stage is synchronized to the target shift stage. The present invention relates to a feed back power-on 2 → 3 up-shift control device and method for performing accurate shifting.

In general, an automatic transmission vehicle sets a target gear shift stage according to a shift pattern stored in a memory according to an accelerator pedal operation of a driver and a change in a traveling vehicle, and starts shifting the gear shift stage to the target gear shift when the shift condition is satisfied.

In the above automatic transmission, when the shift stage during the feed back power-on 2 → 3 upshift shift is completed at the target shift stage, as shown in FIG. 4, 100 ms, which is a preset time from the point FF at which the feed back ends, is shown. While the predetermined duty was output and the oil pressure was completely filled to 100%, the shift was completed by dropping the duty to 0% at the shift completion point SF.

However, in the above-described conventional technique, it is necessary to determine the point of time FF at which the feedback control is completed from the turbine speed Nt, and to control the duty to 0% after 100ms, which is a predetermined time set after dropping the predetermined duty. After ignoring the change value of the engine speed (△ Ne), the time from the completion of the feedback control to the completion of the shift is fixed arbitrarily, and the shift is completely completed within the predetermined time. The above-mentioned control sets the engine speed Ne to the turbine. There is a problem that a shift shock may occur when the shift is completed by controlling the slip amount of the torque converter for switching to the rotation speed Nt.

Accordingly, an object of the present invention is to solve the above problems, the higher the output torque of the engine increases the amount of the duty to reduce the feed back power on to reduce the slip of the torque converter and improve durability 2 → 3 up It is to provide a device and method for controlling the end of shift.

1 is a block diagram of a configuration of a control device for feeding back power-on 2 → 3 up-shift according to an embodiment of the present invention;

2 is a flowchart illustrating a method for controlling feed-back power-on 2 → 3 up-shift ending according to an embodiment of the present invention;

3 is a diagram illustrating a feed-back power on 2 → 3 upshift end control duty pattern according to an embodiment of the present invention;

4 is a diagram of a conventional feed-back power on 2 → 3 upshift end control duty pattern.

The present invention for achieving the above object,

2. A feed back power-on 2 → 3 upshift shift control apparatus, comprising: vehicle driving state sensing means for detecting a signal that is varied according to a driving state of a vehicle and outputting a predetermined electric signal;

The initial duty of the feed back power-on 2 → 3 upshift control by the predetermined equation set at the time FF at which the shift stage is synchronized with the predetermined electric signal output from the driving state sensing means. (Dff) is calculated and outputted, the end control time (t) is calculated from the slip amount of the torque converter according to the driver's accelerator pedal operation and the engine speed deviation (△ Neff) at the completion of the feedback, and then the predetermined end A TCU for outputting a control duty;

And driving means for performing feed-back power-on 2 → 3 upshift end control according to a predetermined duty control signal output from the TCU.

Another invention for achieving the above object,

In the feed back power on 2 to 3 up shift shift control method, when the power on up shift shift condition according to the driver's accelerator pedal is satisfied in a vehicle traveling at 2 speed, the feed back power on 2 to 3 up shift shift control is performed. Outputting a signal;

When the feedback power-on 2 → 3 upshift shift control signal is output in the above step, a feedback control for actually shifting the shift stage to the target shift stage is performed, and when the feedback control ends, Equation 1 below. Calculating and outputting the initial duty Dff of the terminal control by reflecting the slip amount of the torque converter by using;

Determining whether the deviation (△ Neff) of the engine speed rises rapidly as the initial duty Dff of the feed back power-on 2 → 3 up-shift end control is output in the above step;

If the deviation (△ Neff) of the engine speed does not increase rapidly after the initial duty Dff output of the feed-back power-on 2 → 3 upshift end control in the above step, the shift end duty output time (t ) is expressed by Equation 2 below. Calculating and outputting;

And ending all duty control and returning to the main routine when the shift end duty output time t ends.

Dff = ΔNeff × C

{Where Dff is the initial duty of feed back power on 2 → 3 up shift end control,

ΔNeff is the engine speed deviation at the completion of the feedback control,

C is a constant}

t = t _base + ΔNeff × α

{Where t is the feed back power on 2 → 3 up shift end control duty output time,

t _base is the set reference time of the last control,

ΔNeff is a deviation of the engine speed detected at the feed back end point FF,

α is an operation constant.

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 feed-back power-on 2 → 3 up-shift end-control device according to the embodiment of the present invention is

A vehicle driving state detecting means 10 for detecting a signal that is variable and output according to a driving state of the vehicle and outputting a predetermined electric signal;

Feed-back power-on 2 → 3 up-shift end terminal control initial duty according to a predetermined equation set at the time FF at which the shift stage is synchronized with the predetermined electric signal output from the driving state sensing means. (Dff) is calculated and outputted, the end control time (t) is calculated from the slip amount of the torque converter according to the driver's accelerator pedal operation and the engine speed deviation (△ Neff) at the completion of the feedback, and then the predetermined end A TCU 20 for outputting a control duty;

And a driving means 30 for performing feed-back power-on 2 → 3 upshift end control according to a predetermined duty control signal output from the TCU 20.

In the above, the vehicle driving state detection means 10,

A throttle valve opening degree detector 11 for detecting an opening degree of a throttle valve whose opening and closing state is variable in association with an operation state of the accelerator pedal and outputting a predetermined signal;

A vehicle speed detector 12 that detects an output shaft rotational speed of the vehicle and outputs a predetermined signal corresponding to the traveling speed of the vehicle;

A turbine shaft rotational speed sensing unit 13 for sensing a rotational speed of the turbine shaft of the torque converter connected to the input shaft of the transmission and outputting a predetermined signal;

It comprises an engine speed detection unit 14 for detecting the rotational speed of the crankshaft variable according to the operating state of the engine and outputs a predetermined signal.

As is known, the shift of the automatic transmission is shifted by the operation of the solenoid valve driven by receiving a control signal from the TCU, the driving means 30 includes one or more solenoid valves, and the arrangement and The coupling structure can be arbitrarily set as known by the structure of a conventional automatic transmission.

The method for controlling the feed back power-on 2 → 3 upshift end made by the above-described configuration will be described with reference to FIG.

If the power-up upshift shift condition according to the driver's accelerator pedal operation is satisfied in the vehicle traveling at two speeds, the TCU 20 outputs the feedback power-up 2 → 3 upshift shift control signal to the driving means 30. (S100).

Therefore, as shown in FIG. 3, the TCU 20 actually shifts the gear shift stage to the third gearshift speed (SB) and performs a feedback control, so that the shift gear is synchronized to the third gearshift speed (FF). It is determined whether or not (S110).

When the shift stage determines that the target shift stage is not synchronized to the third speed, the control unit outputs the upshift shift control signal output step S100 to thereby perform the upshift shift control signal until the third shift is completed (FF). Allow the output to continue.

When the shift stage is completed at the third speed, which is the target shift stage (FF), the TCU 20 transmits the shift stage to the target shift stage when the shift stage is completed, that is, when the feedback control is completed (FF). The initial duty Dff of the terminal control outputted from) is calculated by Equation 1 below reflecting the slip amount of the torque converter and outputted to the driving means 30 (S120).

[Equation 1]

Dff = ΔNeff × C

{Where Dff is the initial duty of feed back power on 2 → 3 up shift end control,

ΔNeff is the engine speed deviation at the completion of the feedback control,

C is a constant}

As the initial duty Dff of the feed-back power-on 2 → 3 upshift end control is calculated and outputted, the TCU 20 rapidly increases the deviation (ΔNeff) of the engine speed such as the shift stage neutral phenomenon at the end of the shift. In order to prevent this, the upper limit upper limit value β of the engine speed Ne is set, and the predetermined upper limit reference value at which the deviation? Neff of the engine speed detected at the time point FF at which the feedback control ends is set. It is determined whether it is greater than β) (S130).

The reason why the deviation ΔNeff of the engine speed detected at the time FF when the feedback control ends is higher than the predetermined upper limit reference value β is due to miscalculation of the TCU 20 due to external noise and The engine speed sometimes rises sharply due to abnormal operation.

Therefore, if it is determined that the deviation ΔNeff of the engine speed detected at the time FF at which the feedback control ends is higher than the predetermined upper limit reference value β, the TCU 20 is set to the predetermined time. It is determined whether 1.2 sec has elapsed (S170, S180).

If 1.2 sec, which is the predetermined time set above, has not elapsed, is the deviation (ΔNeff) of the engine speed detected at the time FF of the feedback control end being output less than the predetermined upper limit reference value β? Determine (S190).

In the case where the deviation? Neff of the engine speed detected at the time point FF when the feedback control ends even after 1.2sec, which is the predetermined time set as described above, is output larger than the predetermined upper limit reference value β, The TCU 20 determines that it is abnormal control and outputs the initial duty Dff of the feedback power on 2 → 3 upshift end control and immediately terminates the duty output.

However, the predetermined upper limit reference value β in which the deviation? Neff of the engine speed detected at the time point FF when the feedback control ends in the state in which 1.2 sec, the predetermined time set in step S190 has not elapsed , is set. When it becomes smaller, the TCU 20 calculates the shift end time t at which the hydraulic pressure is completely filled to the action clutch of the target shift stage according to Equation 2 below, and outputs it to the driving means 30 (S140).

[Equation 2]

t = t _base + ΔNeff × α

{Where t is the feed back power on 2 → 3 up shift end control duty output time,

t _base is the set reference time of the last control,

ΔNeff is an amount of change in engine speed detected at the feed back end point F.F,

α is an operation constant.

The TCU 20 that calculates the feed-back power-on 2 → 3 upshift end control duty output time t determines whether the predetermined time To has elapsed (S150, S160).

The TCU 20 terminates the feed-back power-on 2 → 3 upshift shift control when the feed back power-on 2 → 3 upshift end control duty output time t has elapsed a predetermined time To. .

However, when the deviation ΔNeff of the engine speed detected at the point of time FF when the feedback control is terminated in S130 is smaller than the predetermined upper limit reference value β, the TCU 20 may use Equation 2 above. By performing the step (S140) of calculating the transmission end time (t) that the hydraulic pressure is completely filled to the action clutch of the target speed change stage to the drive means (30).

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, as the output torque of the engine increases, the amount of reducing the duty is increased to reduce the slip of the torque converter, thereby preventing shift shock, improving the shifting feeling, and improving durability of the automatic transmission. It works.

Claims (5)

2. A feed back power-on 2 → 3 upshift shift control apparatus, comprising: vehicle driving state sensing means for detecting a signal that is varied according to a driving state of a vehicle and outputting a predetermined electric signal; A TCU which receives a predetermined electric signal output from the driving state detecting unit and outputs a duty control signal for shifting; And driving means for performing feed-back power-on 2 → 3 upshift end control according to a predetermined duty control signal output from the TCU, The TCU is supplied with a predetermined electric signal output from the driving state sensing means, and the power-back power-on 2 → 3 upshifts by a predetermined equation set at a time point FF when the shift stage is synchronized with the target shift stage. The terminal control initial duty Dff is calculated and output, and the terminal control time t is calculated based on the slip amount of the torque converter according to the driver's accelerator pedal operation and the engine speed deviation ΔNeff at the completion of feedback. And then outputting a predetermined end control duty. The apparatus of claim 1, wherein the vehicle driving state detection unit comprises: a throttle valve opening degree detection unit configured to detect a degree of opening of a throttle valve whose opening and closing state is variable in association with an operation state of an accelerator pedal, and output a predetermined signal; A vehicle speed sensing unit configured to sense an output shaft rotational speed of the vehicle and output a predetermined signal corresponding to the traveling speed of the vehicle; A turbine shaft rotational speed sensing unit configured to output a predetermined signal by sensing a rotational speed of the turbine shaft of the torque converter connected to the input shaft of the transmission; A feedback power-on 2 to 3 upshift shift control device including an engine rotation speed detection unit for detecting a rotational speed of a crankshaft that is varied according to an operating state of an engine and outputting a predetermined signal. In the feed back power on 2 to 3 up shift shift control method, when the power on up shift shift condition according to the driver's accelerator pedal is satisfied in a vehicle traveling at 2 speed, the feed back power on 2 to 3 up shift shift control is performed. Outputting a signal; When the feedback power-on 2 → 3 upshift shift control signal is output in the above step, a feedback control for actually shifting the shift stage to the target shift stage is performed, and when the feedback control ends, Equation 1 below. Calculating and outputting the initial duty Dff of the terminal control by reflecting the slip amount of the torque converter by using; Determining whether the deviation (△ Neff) of the engine speed rises rapidly as the initial duty Dff of the feed back power-on 2 → 3 up-shift end control is output in the above step; If the deviation (△ Neff) of the engine speed does not increase rapidly after the initial duty Dff output of the feed-back power-on 2 → 3 upshift end-control in the above step, the shift end duty output time (t ) is expressed by Equation 2 below. Calculating and outputting; And ending all duty control and returning to the main routine when the shift end duty output time (t) is terminated in the above step. [Equation 1] Dff = ΔNeff × C {Where Dff is the initial duty of feed back power on 2 → 3 up shift end control, ΔNeff is an engine speed change amount at the completion of the feedback control, C is a constant} [Equation 2] t = t _base + ΔNeff × α {Where t is the feed back power on 2 → 3 up shift end control duty output time, t _base is the set reference time of the last control, ΔNeff is an amount of change in engine speed detected at the feed back end point F.F, α is an operation constant. The method according to claim 3, wherein if the deviation (△ Neff) of the engine speed suddenly rises after the initial duty Dff of the feed-back power-on 2 → 3 upshift end control is output, the value rises higher than the predetermined upper limit reference value (β). Determining whether it has been done; In the above step, when the deviation? Neff of the engine speed detected at the time point FF at which the feedback control ends is higher than the predetermined upper limit reference value β, the feedback control ends within the predetermined time. Determining whether the deviation [Delta] Neff of the engine speed detected at the time point FF is lower than the predetermined upper limit reference value [beta]; When the deviation? Neff of the engine speed detected at the time point FF when the feedback control ends within the predetermined time set in the step is lower than the predetermined upper limit reference value β, the following equation (2) And a step of calculating and outputting a shift end duty output time (t). The method of claim 4, wherein when the time at which the deviation? Neff of the engine speed detected at the time point FF when the feedback control ends is output higher than the predetermined upper limit reference value β, the predetermined time passes, A feed back power on 2 → 3 up shift shift control method further comprising outputting an initial duty Dff of back power on 2 → 3 up shift end control and immediately ending the duty output.

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