KR100316913B1 - Methode for controlling manual shift of automatic transmission of vehicle - Google Patents

Abstract

Manual shift 4 → 2 By reducing the shift shock generated at the end of the shift when the down skip is performed, thereby improving the shifting performance, when the 4 → 2 shift signal is input, determining whether the manual shift condition is entered. In the above step, if it is determined that the manual shift condition is determined, the first power condition determination map is set; if it is determined that it is not the manual shift condition, the second power condition includes a throttle opening degree (Th) ratio and an output shaft rotational speed (No) ratio. Determining a power condition if the first power condition determination map is set in the step; and if the power condition is determined to be a power-on condition in the step, power-on manual shift 4 → 2 down Executing skip control and executing the power-off manual shift 4 → 2 down skip control when it is determined that the power-on condition is not All.

Description

Manual shift control method of automatic transmission for vehicle {METHODE FOR CONTROLLING MANUAL SHIFT OF AUTOMATIC TRANSMISSION OF VEHICLE}

The present invention relates to an automatic transmission for a vehicle, and more particularly, to a shift control method of an automatic transmission for a vehicle for reducing a shift shock generated at the end of a shift during a manual shift 4 → 2 shift.

For example, the automatic transmission applied to a vehicle is controlled by the shift control device controlling a plurality of solenoid valves to control hydraulic pressure according to the driving speed of the vehicle, the opening ratio of the throttle valve, and various detection conditions. To make the shift.

In other words, when the driver changes the select lever to the desired gear range, the manual valve port is changed and the hydraulic pressure supplied from the oil pump is selectively operated according to the duty control of the solenoid valve. Let this be done.

The automatic transmission operated according to this operating principle has a friction element that is deactivated in the operating state when the shift to the target shift stage is performed, and a friction element that is converted from the deactivation state to the operating state. Since the shift performance of the automatic transmission is determined according to the timing of deactivation and start of operation of these friction elements, recent studies on shift control methods for better shift performance have been actively conducted.

In view of the technical background of the present invention, the shift control of the automatic transmission according to the driving state of the vehicle upshift shift control in which the shift is sequentially made from the 1st speed, which is the full speed, to 4th speed, and 1 from the 4th forward speed. There are downshift shift control in which shifting is sequentially performed up to a second speed, and downskip shift control in which downshift is performed from 4 speed to 2 speed, 3 speed to 1 speed, and the like. Related to control.

That is, as described above, in the case of manual shifting, if you want to skip the vehicle driving at the fourth speed down to the second speed, the end clutch of the kick-down servo and the end clutch operating at the fourth speed is released and the rear clutch is released. It is to be controlled so that it can be operated. In the related art, manual shift 4 → 2 down skip control is executed by using a power condition determination map during automatic shifting.

However, when the shift is performed by applying the automatic shift power determination map when the manual shift 4 to 2 down skip is performed, shift shock occurs at the end of the shift, thereby degrading the shifting performance and reducing the riding comfort.

Accordingly, an object of the present invention is to solve the above problems, by reducing the shift shock generated at the end of the shift during manual shift 4 to 2 down skipping to improve shifting performance, thereby improving ride comfort. It is to provide a manual shift control method.

1 is a block diagram of a shift control apparatus of an automatic transmission applied to the present invention.

2 is a hydraulic system of an automatic transmission applied to the present invention.

Figure 3 is a graph of power condition determination manual shift of the automatic transmission applied to the present invention.

4 is a flowchart illustrating a control operation according to a shift condition of an automatic transmission according to the present invention.

Figure 5 is a duty control pattern during manual power-on shift of the automatic transmission applied to the present invention.

Figure 6 is a flow chart of the coupling side control operation during manual power-on shift of the automatic transmission according to the present invention.

Figure 7 is a flow chart of the release side control operation during manual power-on shift of the automatic transmission according to the present invention.

8 is a duty pattern diagram during manual power-off shift of the automatic transmission according to the present invention.

Figure 9 is a flow chart of the coupling side control operation during manual power-off shift of the automatic transmission according to the present invention.

10 is a flowchart illustrating a release side control operation during manual power-off shift of the automatic transmission according to the present invention.

11 is a graph of turbine speed change during manual power-on shift of an automatic transmission applied to the present invention.

12 is a power condition determination graph of a manual shift of a conventional automatic transmission.

The present invention for realizing this comprises the steps of: determining whether a manual shift condition is input when a 4 → 2 shift signal is input; In this step, if it is determined that the manual shift condition is determined, the first power condition determination map is set, and if it is determined that the manual shift condition is not determined, the second power condition decision is made of the throttle opening (Th) ratio and the output shaft rotational speed (No) ratio. Establishing a map; Determining a power condition when the first power condition determination map is set in the step; If it is determined in the above step that the power condition is determined to be a power-on condition, the power-on manual shift 4 → 2 down skip control is executed, and if it is determined that the power condition is not the power-on condition, the power-off manual shift 4 → 2 down skip control is executed. Characterized in that made.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can realize the above object will be described in detail.

1 is a configuration diagram of a shift control apparatus to which the control method of the present invention is applied, wherein the shift control apparatus is a rotational speed of a turbine on an output side when a rotational power is output by torque conversion from the engine 10 through the torque converter 20. Is detected and input to the shift control unit 30, and the overall state such as the vehicle speed, the throttle opening rate, and the temperature of the transmission is detected from the driving state detection unit 40, and an electrical signal corresponding thereto is input to the shift control unit 30. do.

Then, the shift control unit 30 determines the overall driving state of the vehicle based on the signal applied from the driving state detecting unit 40, and outputs a duty pattern signal for hydraulic control based on the data of the set map table. Will drive (50).

The hydraulic system 50 controls each friction element by driving each solenoid valve for shift stage synchronization according to a control signal applied from the shift control unit 30, thereby controlling the opening rate and vehicle speed and torque converter of the throttle valve. According to the turbine rotational speed in the target shift stage is to perform the up shift or down shift.

Figure 2 shows an example of the hydraulic control system to which the present invention is applied, looking at its hydraulic system configuration, the torque converter 102 to convert the torque received from the engine to the torque transmission to the transmission side, and the torque converter and the gear stage It includes an oil pump 104 for generating and discharging the oil required for control and the oil required for lubrication.

In the pipeline 106 through which the hydraulic pressure generated from the oil pump 104 flows, a pressure regulating valve 108 for making the oil flowing along the pipeline to a constant pressure, and a torque for constantly adjusting the pressure of the torque converter and the lubricating oil. The converter control valve 110 and the damper clutch control valve 112 for increasing the power transmission efficiency of the torque converter are connected.

And some of the oil produced from the oil pump 104, the reducing valve 114 to maintain the pressure at all times lower than the line pressure, and a manual valve for switching the flow path while interlocking depending on the position of the selector lever in the driver's seat The constant hydraulic pressure supplied to 116 and depressurized by the reducing valve 114 is supplied to the first pressure control valve 118 and the second pressure control valve 120 to be used as the shift stage control pressure.

A part of the hydraulic pressure supplied to the first and second pressure control valves 118 and 120 is supplied to the NR control valve 122 which reduces shift shock when the mode is changed from the neutral range to the reverse range, and the manual valve ( The first shift control solenoid valve (SCSV-A) and the second shift control solenoid valve, which are controlled on / off by the transmission control unit, to the pipeline 124 through which hydraulic pressure flows when the 116 is in the travel (D) range. The shift control valve 126 which switches the flow path by the action of SCSV-B is connected, and manual and automatic shift control is performed with the manual valve 116 mentioned above.

In addition, the shift control valve 126 is connected to the second speed pipe 128, the third speed pipe 130, and the fourth speed pipe 132, and the first speed pipe 134 is branched on the pipe 124. Line pressure is supplied to the first and second pressure control valves 118 and 120, and the first and second pressure control valves 118 and 120 are first and second pressure control solenoid valves (PCSV-A) (PCSV-). The flow path is switched by B) so that the first pressure control valve 118 supplies the control pressure to the friction element during the shift control, and the second pressure control valve 120 acts as an input element of the first speed stage. ) To drive pressure.

And the 2nd speed line 128 of the shift control valve 126 is supplied to the left end port of the 1-2 shift valve 136, and this valve is controlled, and the 3rd speed line 130 is two line 138 ( Branched to 140, the first branch pipe 138 is supplied to the left end port of the 2-3 / 4-3 shift valve 142 to control the valve, the second branch pipe 140 is The distal end is branched to supply hydraulic pressure to the end clutch valve 145 and the high low pressure valve 146.

In addition, the four-speed pipe 132 is in communication with the left end port of the rear clutch release valve 148 and the right end of the 2-3 / 4-3 shift valve 142 to control these valves, a part of the hydraulic distribution means The fail-safe function is the most ideal gearshift stage when a stick phenomenon occurs between the valve and at least two friction elements, the inability of the transmission control unit (hereinafter referred to as TCU) or the respective valves forming the hydraulic distribution means. The fail-safe valve 150 is disposed as a safety means to perform the operation.

A timing control conduit 152 is connected to the manual valve 116 and uses hydraulic pressure flowing along the conduit as a control pressure of the control switch valve 144, and is disposed on the timing control conduit 152. Controlled by a shift control solenoid valve (SCSV-C).

And when the manual valve 116 is in the reverse (R) range, the hydraulic pressure supplied to the reverse first control conduit 154 is passed through the rear clutch release valve 148 and the 2-3 / 4-3 shift valve 142. The low-reverse acting as a reaction element at the reverse shift stage through the 1-2 shift valve 136 while allowing the hydraulic pressure to be supplied to the front clutch C4 and to the reverse second control conduit 156. The hydraulic pressure is supplied to the brake C5, and a part of the hydraulic pressure supplied to the front clutch C4 can be simultaneously supplied to the release side chamber h2 of the kick-down servo C2.

In addition, the end clutch valve 160 which can be controlled by the end clutch C3 operating pressure on the second branch conduit 140 of the three-speed conduit 130 supplying the three-speed pressure to the control switch valve 144. Was placed.

The control switch valve 144 is controlled by the third shift control solenoid valve (SCSV-C) while kicking down the second speed line 128 of the shift control valve 126 at 2, 3, and 4 speeds. The actuating side chamber of the kick-down servo C2 is supplied to the actuating side chamber h1 of (C2) and supplied with the control pressure of the first pressure control valve 118 via the 1-2 shift valve 136. (h1) or the end clutch C3.

With this configuration, the rear clutch C1 operates at the first forward speed, the rear clutch C1 and the kick-down servo C2 operate at the second speed, and the rear clutch C1, the end clutch C3, And the front clutch (C4) is operated, the shift is made while the kick-down servo (C2) and the end clutch (C3) in the fourth speed.

In such a hydraulic control system, when downshifting from 4 speed to 2 speed is controlled by the duty pattern as shown in Figs. 5 and 8, when the shift signal from 4 speed to 2 speed is inputted, the first shift control is performed. The solenoid valve (SCSV-A) turns off immediately after the shift start detection, and the second shift control solenoid valve (SCSV-B) remains on for a predetermined time (t1, 20ms) after the shift start, and then turns on. It is controlled, the third shift control solenoid valve (SCSV-C) is kept on continuously.

When the vehicle enters the 4 → 2 shifting step S100 according to the driving condition, the TCU determines a control condition that satisfies the current state among the two shift control conditions (S110).

In the above, the first condition is a manual shift condition, constituting a map with a throttle valve opening (Th) ratio and an output shaft rotational speed (No) ratio as shown in FIG.

The second condition is an automatic shift condition and constitutes a map with a throttle valve opening degree Th ratio and an engine speed Ne ratio as shown in FIG.

When the first condition is satisfied in the step S110, after setting the manual shift power condition determination map stored in the memory of the TCU (S120), the power condition is determined (S130).

When the second condition is satisfied in the step S110, after setting the automatic transmission power condition determination map stored in the memory of the TCU (S120), the power condition is determined (S130).

When the power condition satisfies the power-on condition in the step S130, the TCU executes the power-on manual shift 4 → 2 down skip shift (S140).

At this time, the first and second pressure control solenoid valves PCSV-A and B are subjected to duty control. The first pressure control solenoid valve is subjected to duty control as shown in FIG.

When the power-on manual shift 4 → 2 down skip shift is performed in step S140 (S300), the duty cycle is controlled to 100% immediately after the shift, and the duty is maintained until the condition of Nt ≥ ΔNs is satisfied (S305). S310).

[Delta] Ns is a value at which Nt rises according to the end clutch, and the reference value is 50 rpm.

When Nt ≥ ΔNs is satisfied in the step S310, the duty is controlled to D _A1 and maintained for a Tahold time (S320).

In the above, D _A1 is based on the map data stored in the memory. It is calculated by correcting, D _A1B is an initial duty rate value (map data), D _A1S is an initial duty rate correction value, and DELTA D _T is an oil temperature correction duty rate.

Also, the D _A1 value is corrected using the last operation value updated every cycle.

The Tahold is a time maintained for 6 cycles and the reference value is 120ms.

When the Tahold time has elapsed in step S320, the duty cycle is controlled until the duty satisfies the condition of dNt> 0 (S330).

Feed back from the duty control is duty-controlled by a duty value (D _a) calculated by the equation 1 below.

D_a ~ = ~ (D_i) _n ~ + ~ K_P e_n ~ + ~ K_d (e_n ~-~ e_n-1)

In the above (D_i) ~ = ~ (D_i) _n-1 ~ + ~ K_i e_n,

In the above e_n ~ = ~ dN_i ~-~ (dN_T) _n,

In the above e_n-1 ~ = ~ dN_i ~-~ (dN_T) _n-1,

In the above K_p is a proportional gain,

K_i is the integral gain,

In the above K_i is the differential gain.

When the condition of dNt> 0 is satisfied in step S330, the feedback duty control is terminated (S340), and the duty is increased to ΔNk every cycle until the synchronization is detected to control the duty to 100% (S350).

Synchronization is off before the duty is controlled to 100% in step S350 If the condition is satisfied, the feedback duty control (S330) is executed again (S360).

From above Is 50 rpm as a synchronous determination reference value.

However, when the duty reaches 100% at the same time as the synchronization detection in step S360, the duty is maintained at 100% until the next shift command is input (S380), and when the next shift command is input, the first pressure control solenoid valve The duty control of (PCSV-A) ends and returns to the main routine (S390).

In addition, when the power-on manual shift 4 → 2 control, the second pressure control solenoid valve is subjected to the duty control as shown in FIG.

When the power-on manual shift 4 → 2 down skip shift is performed in step S140 (S200), the duty cycle is controlled to 100% in the period tx> t _F and the condition of tx ≤ t _F is satisfied. The sustain is maintained (S220).

When the condition tx ≤ t _F is satisfied in the step S220, the duty is controlled to 0% for t _F time, and it is determined whether Nt reaches Nt2 (S240).

In the above, t _X is predicted as shown in FIG. 11 every operation period from the start of the shift until Nt reaches Nt 2, but the prediction method is

When Nt is in sections A and B, t _X = time remaining in sections A and B + time required in section C + time required in sections D and E.

In other words, to be.

When Nt is in section C, t _X = time remaining in section C + time required for sections D and E.

In other words, to be.

When Nt is in intervals D and E, tx = remaining time of intervals D and E.

In other words, to be.

Where t _F is the rear clutch initial fill time.

When Nt reaches Nt2 in the step S240, it is determined whether the t _F time has ended (S250).

If it is determined in step S250 that the t _F time has not ended, after the duty is maintained at 0% until t _F is terminated (S260), the duty is controlled by D _K to satisfy the condition of dNt <0. Keep duty D _K until (S270).

The duty D _K is calculated and controlled by Equation 2 below.

{D} _ {K} = {D} _ {EN}-{xD} _ {T}

{D} _ {EN} =-{K} _ {A} {sT} _ {T} {sK} _ {AE} + {D} _ {CE}

Where D _K is the second pressure control solenoid valve (PCSV-B) engagement duty (correction value).

D _KO second pressure control solenoid valve (PCSV-B) engagement duty (reference value) above.

ΔDT is the oil temperature correction duty ratio.

Where K _A is the torque duty conversion factor (2.565% / kgfm).

K _AE is the torque capacity factor (1.1).

In the above, D _CE is a set value (77.13%).

However, if it is determined in step S250 that the time t _F has ended, the duty is controlled to Dk and then the duty Dk is maintained until the condition of dNt <0 is satisfied (S270).

If the condition that dNT <0 is satisfied in the step (S270), the duty is controlled until the synchronization is detected by the dDK slope (S280).

However, in step S240, it is determined whether the t _F time has ended before Nt reaches Nt2 (S241).

When it is determined that Nt is before reaching the Nt2, t _F time is ended at the step (S241) and controls the duty ratio D to the _KA and maintains the duty _KA D until the synchronous detection (S242).

If the synchronization is detected in the step S242, the duty control is controlled by the dDK slope for a predetermined time (100 ms) (S243). ) To end the duty control and return to the main routine (S295).

However, if the power condition satisfies the power-off condition in step S130, the TCU executes the power-off manual shift 4 → 2 down skip shift (S131).

At this time, the first and second pressure control solenoid valves PCSV-A and B are subjected to duty control. The first pressure control solenoid valve is subjected to duty control as shown in FIG.

That is, when the vehicle enters the 4-2 shift step S700 according to the driving condition, the TCU determines a control condition that satisfies the current state among the three control conditions (S710).

Among the control conditions, the first condition is t _o ≤ t _F , the second condition is t _F <t _o ≤ (t ₂ + t _F ), and the third condition is (t ₂ + t _F ) <t _o .

In the above, t _o is the pressure release time of the end clutch, the reference value is 96㎳, t ₂ is the movement time of the spool-B of the rear clutch release valve, the reference value is 60㎳, and t _F is the fill time and the reference value is 140 .

When the first condition is satisfied at step S710 (S720), the duty cycle is controlled by 0% from the shift start to t ₂ + (t _F + t _o ) (S721), and t ₂ + (t _F + t _o After the duty is controlled from the time point D _A1 , the duty control is performed at the slope of α1 (S722).

When the second condition is satisfied in the step S710 (S730), the duty is controlled by 0% from the start of the shift to (t ₂ + t _F )-t _o (S731), (t ₂ + t _F )-t _o the duty from the time _A1 after the D control is carried out with a gradient duty control of the α1 (S732).

Further, if any of the third condition in the above step (S710) (S740), the shift after the start and at the same time by controlling the duty D _A1 is subjected to duty control the slope of the α1 (S741).

In the above, D _A1 is the duty value of the initial end clutch, the reference value is 72%, and α1 is the reference value is 32% / sec.

It is maintained and the D _A2 for a predetermined time after the duty control of the inclination α1 in the step (S722) (S732) (S741 ) is continued up to D _A2 (S750).

In the above, D _A2 is the end torque release duty.

If the synchronous detection is performed while maintaining D _A2 in the step (S750), the duty is controlled to 100% and then the duty is maintained at 100% for the Thold time and then controlled to 0% (S760). The duty control of the pressure control solenoid valve (PCSV-A) ends and returns to the main routine (S770).

In the above, the reference value of the Thold time is 60 ms.

And the second pressure control solenoid valve (PCSV-B) is the duty control as shown in Fig. 9, that is, enter the 4 → 2 shift step (S600) according to the driving conditions, two control conditions in the TCU The control condition that satisfies the current state is determined (S610).

In the above control, the first condition is (t ₂ + t _F ) ≥ t ₀ , and the second condition is (t ₂ + t _F ) <t _o .

In the above, reference values of t _o , t ₂ , and t _F are the same as those of the first pressure control solenoid valve PCSV-A.

When the first condition is satisfied in the step S610 (S620), immediately after the shift starts, the duty 100% is maintained for t ₂ (S621), and after the duty 0% control is maintained for t _F (S622).

If the second condition is satisfied at step S610 (S630), the duty cycle is controlled immediately after the shift is started and then maintained for [(t ₂ + {t _0- (t ₂ + t _F )}] (S631). ), And maintained for t _F after the duty 0% control (S632).

After the duty 0% is maintained for t _F in steps S622 and S632, the control is performed by the duty D _B1 and then controlled by β1 tilting until (N _T − N _F ) ≥ ΔN _T1 (S640).

In the step (S640), after (N _T -N _F ) ≥ ΔΔ _T1 controlled by the beta 1 tilt control by adding the DELTA D _B to the β2 slope (S650), while maintaining the step (S650) If synchronization is detected, the duty control of the second pressure control solenoid valve PCSV-B is terminated by controlling the duty to 0% (S670).

In the above, the duty D _B1 is 50% (0.5 × 2.56) when N ₀ ≥ 1500 RPM, 60% (0.6 × 2.56) when N ₀ <1500 RPM, and the duty D _B is 10% (0.1 × 10) when N ₀ ≥ 1500 RPM 2.56) and 5% (0.05 × 2.56) when N ₀ <1500 RPM.

And β1 and β2 are 28 and 16% / sec, and the synchronization detection condition is N _T2 -N _T <ΔN _T2 .

As described above, the first, second, and third shift control solenoid valves (SCSV-A, B, C) and the first and second pressure control solenoid valves (PCSV-A, B) are duty-controlled so that 4 to 2 down skips are performed. In this case, according to the present invention, after setting the power determination condition maps at the time of automatic shifting and manual shifting before starting the shift, the automatic shifting power determination maps are set differently at the time of automatic shifting, and automatically at the time of automatic shifting. By using the shift power determination map and performing manual power on / off shift control using the manual power determination map during manual shifting, shift shocks occurring at the end of shifts can be prevented.

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 manual shift control method of the automatic transmission according to the embodiment of the present invention, after setting the power determination condition maps at the time of automatic shifting and manual shifting differently, the automatic shifting power determination map is used at the time of automatic shifting. In the case of manual shifting, the manual power on / off shifting is performed using the manual power judgment map, thereby reducing shift shock generated at the end of shifting, thereby improving shifting response and making shifting stable at a constant throttle opening amount. And the riding comfort is improved.

Claims (35)

Determining whether a manual shift condition is input when a 4 → 2 shift signal is input; In this step, if it is determined that the manual shift condition is determined, the first power condition determination map is set, and if it is determined that the manual shift condition is not determined, the second power condition decision is made of the throttle opening (Th) ratio and the output shaft rotational speed (No) ratio. Establishing a map; Determining a power condition when the first power condition determination map is set in the step; If it is determined in the above step that the power condition is determined to be a power-on condition, the power-on manual shift 4 → 2 down skip control is executed, and if it is determined that the power condition is not the power-on condition, the power-off manual shift 4 → 2 down skip control is executed. Manual shift control method of an automatic transmission for a vehicle, characterized in that made. The manual shift control method of an automatic transmission for a vehicle according to claim 2, further comprising executing manual power on shift control when the power condition is power on. The manual shift control method of an automatic transmission for a vehicle according to claim 2, further comprising executing manual power off shift control when the power condition is power off. The method of claim 2, further comprising: setting a second power condition determination map when the shift condition is an automatic shift condition; And if the second power condition determination map is set in the step, determining a power condition. The manual shift control method of claim 5, wherein the second power condition is determined by a throttle valve opening (Th) ratio and an engine speed (Ne) ratio. The method of claim 2, wherein in the power-on manual shift control, when a shift signal from 4 speeds to 2 speeds is input, the first shift control solenoid valve (SCSV-A) is turned off immediately after the shift start detection, and the second shift control is performed. The solenoid valve (SCSV-B) is maintained in the off state for a predetermined time (t1) after the start of shifting, and is controlled to the on state, and the third shift control solenoid valve (SCSV-C) is continuously on, The first and second pressure control solenoid valves (PCSV-A, B) is a manual shift control method for an automatic transmission for a vehicle, characterized in that it comprises a 4 → 2 down skip while the duty control. The method of claim 7, wherein the second pressure control solenoid valve (PCSV-B), when a 4 → 2 shift signal is input, controls the duty to shift tx> t _F 100% immediately after shifting, and then satisfies tx ≦ t _F condition. Keeping up with; If the condition of tx ≦ t _F is satisfied, controlling the duty to 0% and maintaining for t _F , and determining whether the actual turbine speed reaches the target turbine speed; In this step, if it is determined that the actual turbine speed has reached the target turbine speed, it is determined whether t _F is finished.If it is determined that t _F is finished, the duty is controlled to D _K and the actual turbine change rate reaches an arbitrary point. Maintaining duty D _K until In the above step, when the actual turbine change rate reaches a predetermined point, the control is performed at a predetermined duty gradient, and when the shift synchronization is completed, the duty control is terminated by controlling the duty to 0% after a predetermined predetermined time has elapsed. Manual shift control method of an automatic transmission for a vehicle comprising a. 10. The method of claim 8, wherein if room turbine speed is undesirable after reaching the turbine rotational speed t _F is terminated, further comprising the step of maintaining the duty to 0% until t _F is completed which comprises Manual shift control method of automatic transmission for vehicles. The method according to claim 8, wherein when the actual turbine speed does not reach the target turbine speed, it is determined whether t _F has ended, and when it is determined that t _F is finished, the duty is controlled by D _KA until synchronous detection, and synchronous detection And after the duty control at an arbitrary set duty slope for a predetermined time set arbitrarily. The method of claim 8, wherein the duty D _K is a second pressure control solenoid valve engagement correction duty, and is calculated as a second pressure control solenoid valve reference engagement duty (D _KO )-oil temperature correction duty ratio (ΔD _T ). Manual shift control method of a vehicle automatic transmission. 11. The manual shift control method according to any one of claims 8, 9 and 10, wherein t _F is a rear clutch initial fill time. 9. The method according to claim 8, wherein t _X is a time until the actual turbine speed Nt reaches the target turbine speed Nt2, and when the real turbine speed Nt is in the sections A and B, t _X = remaining time of section A, B + time required of section C + time required of section D, E Manual shift control method for an automatic transmission for a vehicle, characterized in that it can be predicted by the method. 9. The method according to claim 8, wherein t _X is the time until the actual turbine speed Nt reaches the target turbine speed Nt2, and when the real turbine speed Nt is in the interval C, t _X = Remaining time of section C + time required for sections D and E Manual shift control method for an automatic transmission for a vehicle, characterized in that it can be predicted by the method. The method according to claim 8, wherein t _X is the time until the actual turbine speed Nt reaches the target turbine speed Nt2, and when the actual turbine speed Nt is in the intervals D and E, tx = Remaining time of interval D, E Manual shift control method for an automatic transmission for a vehicle, characterized in that it can be predicted by the method. 8. The method of claim 7, wherein the first pressure control solenoid valve (PCSV-A) is configured to control the duty to 100% immediately after the shift when the 4 → 2 shift signal is input, and then maintain the condition until Nt ≧ ΔNs condition is satisfied. Wow; Controlling the duty to D _A1 if the condition of Nt ≥ ΔNs is satisfied, maintaining for a Tahold time, and controlling the duty by feedback control when the Tahold elapses; When the actual turbine change rate reaches a predetermined point, the feedback duty control is terminated, and the duty is increased every cycle to the predetermined value set until the synchronization detection, and the | Nt-Nt2 | Determining whether the condition of? N _RBON is satisfied; In the above step, | Nt-Nt2 | And a step of controlling the duty to 100% when the condition of? N _RBON is not satisfied. 17. The method of claim 16, wherein the reference value of _{ΔN RBON} is 50 rpm. The method of claim 16, wherein D _A1 is The shift control method of the automatic transmission for a vehicle, characterized in that calculated by correcting. 19. The manual shift control method according to claim 18, wherein D _A1B is an initial duty ratio value stored in a map, D _A1S is an initial duty ratio correction value, and ΔD _T is an oil temperature correction duty ratio. The method of claim 16, wherein the reference value of Tahold is 120ms. The power-off manual shift control according to claim 2, wherein when the shift signal from the fourth to the second speed is input, the first shift control solenoid valve (SCSV-A) is turned off immediately after the shift start detection, and the second shift control is performed. The solenoid valve (SCSV-B) is maintained in the off state for a predetermined time (t1) after the start of shifting, and is controlled to the on state, and the third shift control solenoid valve (SCSV-C) is continuously on, The first and second pressure control solenoid valves (PCSV-A, B) is a manual shift control method for an automatic transmission for a vehicle, characterized in that it comprises a 4 → 2 down skip while the duty control. 22. The pressure release solenoid valve (PCSC-A) according to claim 21, wherein the first pressure control solenoid valve (PCSC-A) enters the 4? 2 shifting stage, the pressure release time t _o of the end clutch and the travel time of the spool-B of the rear clutch release valve. Comparing the fill time with three conditions to determine a control condition that satisfies the current state, controlling the duty from 0% to D _A1 and then performing duty control with the α1 slope; Controlling the tilt of α1 to D _A2 in the above step and maintaining the state until the synchronization is detected, and increasing the duty to 100% when the synchronization is detected; In the above step, it is determined whether the current shift process is the power-off 4 → 2 control in the power-on manual shift 4 → 2 state. ; In the above step, if it is determined that the current shifting process is not the power-off 4 → 2 control in the power-on manual shift 4 → 2 state, 4-2 down skip of the automatic transmission for a vehicle is performed by controlling the duty to 0%. Shift control method of city. 23. The method of claim 22, wherein the three control conditions are that the first condition is t _o ≤ t _F , the second condition is t _F <t _o ≤ (t ₂ + t _F ), and the third condition is (t ₂ + t _F ) <2 _o Shift control method at the time of 4-2 down skip of the automatic transmission for a vehicle characterized by the above-mentioned. 24. The method of claim 23, wherein if the first condition is satisfied, the duty is controlled by 0% from the start of the shift to t ₂ + (t _F + t _o ), and from the time t ₂ + (t _F + t _o ) The shift control method at the time of 4-2 down skip of the automatic transmission for a vehicle, characterized in that the duty control is performed by the slope of α1 after controlling D _A1 . 24. The method of claim 23, wherein if any of the second term in the above, since the transmission start (t ₂ + t _F) - t _o the duty 0% control, and up to (t ₂ + t _F) - a t _o duty from the time A shift control method at the time of 4-2 down skip of the automatic transmission for a vehicle, characterized in that the duty control is performed at the inclination of α1 after the D _A1 control. Method, if any of the third condition in the method of the shifting control after the speed change start duty and at the same time the D _A1 controlling vehicle automatic transmission, characterized in that the duty control made of an inclination of α1 to claim 23. The shift control method according to any one of claims 24, 25 and 26, wherein D _A1 has a reference value of 72% and α1 has a reference value of 32% / sec. 23. The shift control method of claim 22, wherein the reference value D _A2 is 87%. 23. The shift control method according to claim 22, wherein the Thold reference value is 60 ms. The method of claim 22, wherein the synchronization detecting condition is N _T2 - N _T <DELTA speed change control method of a vehicular automatic transmission, characterized in that the N _T2. 22. The method of claim 21, wherein the second pressure control solenoid valve (PCSV-B) enters a 4 → 2 shifting step, and determines a control condition that satisfies the present condition among the control conditions of the first condition and the second condition. ; If the first condition is satisfied in the above step, after the shift starts, the duty 100% is maintained for t ₂ (S621), and the duty is maintained for t _F after the duty 0% control; If the second condition is satisfied in the above step, the duty 100% is controlled immediately after the shift is started and then maintained for [(t ₂ + {t _0- (t ₂ + t _F )}], and maintained for t _F after the duty 0% control. Is a step; After the duty 0% is maintained for t _F in the step, controlling with the duty D _B1 and then controlling with the β1 slope until (N _T − N _F ) ≧ ΔN _T1 ; In this step, after (N _T -N _F ) ≥ ΔΔ _T1 controlled by β1 tilt, if ΔD _B is added to control and maintains the β2 slope, if the synchronization is detected, the duty control is controlled by 0%. Manual shift control method of an automatic transmission for a vehicle comprising the step of ending. The manual shift control of an automatic transmission for a vehicle according to claim 31, wherein the first condition of the control conditions is (t ₂ + t _F ) ≥ t ₀ and the second condition is (t ₂ + t _F ) <t _o . Way 32. The method of claim 31, wherein the duty D _B1 is 50% when N ₀ ≥ 1500 RPM and 60% when N ₀ <1500 RPM. 32. The manual shift control method according to claim 31, wherein β1 is 28% / sec. 32. The manual shift control method according to claim 31, wherein β2 is 16% / sec. 32. The manual shift control method according to claim 31, wherein the synchronous detection condition is N _T2 -N _T &lt; DELTA N _T2 .