KR100372440B1 - Shift controlling devise and the method for auto transmission of vehicle - Google Patents

Abstract

If the kick-down shift control according to the driver's acceleration will occur during the L.F.U shift control, the kick-down shift control is performed differently according to the kick-down shift occurrence time;

Vehicle operation driving detection means for detecting a vehicle driving state that is variably output according to the driving state of the vehicle; A predetermined control signal is outputted to the vehicle driving state detecting unit to receive the signal detected by the vehicle driving state detecting unit, and the shift mode state, the throttle valve opening degree, and the output shaft rotational speed of the vehicle are output in synchronization with the control signal. When the LFU shift condition is satisfied while driving, the engine speed, the accelerator pedal state, and the oil temperature are input, and the LFU shift control is performed by a preset program, and when the kickdown shift control condition is determined during the LFU shift control, Shift control means for performing a kick down shift control according to a kick down shift occurrence time point and outputting a shift duty control signal; As a driving means for duty control by a predetermined shift control duty control signal output from the shift control means to supply and release the hydraulic pressure discharged from the oil pump to the corresponding friction element, and to perform kick-down shift control during LFU control. It is provided, it is possible to provide an improved shift feeling when shifting, there is an effect that can prevent unnecessary double shifts generated during the shift.

Description

SHIFT CONTROLLING DEVISE AND THE METHOD FOR AUTO TRANSMISSION OF VEHICLE}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control apparatus and a method of an automatic transmission for a vehicle, and more particularly, shift control at the time of kick down shift occurrence when a kick down shift occurs during LIF FOOT shift control while driving. The present invention relates to a shift control apparatus for a vehicle automatic transmission and a method thereof.

In general, the automatic transmission controls the hydraulic pressure by controlling a plurality of solenoid valves according to the driving speed of the vehicle, the opening ratio of the throttle valve, and various detection conditions, so that the gear shift of the target shift stage is operated automatically. .

That is, in the automatic transmission in which the shift is automatically performed as described above, when the driver converts the select lever to the desired shift range, the manual valve port is changed and the hydraulic pressure supplied from the oil pump is controlled by the duty control of the solenoid valve. Selective actuation of the various operating elements of the mechanism allows shifting. The speed change is determined by a program preset in the memory according to the throttle valve opening amount and vehicle speed change in the automatic shift control device, and the duty control signal corresponding to the determined shift is output to the solenoid valve to control the shift. Is done.

In the automatic transmission in which the shift is made as described above, if the kick down shift condition according to the driver's acceleration will be determined during the LFU shift control by the LFU shift condition while driving, power on / off kick down shift control according to the accelerator pedal operation of the driver is conventionally performed. Kickdown shift control was performed using the same control logic.

However, the above-described conventional method has a problem in that an unnecessary shift occurs during shifting, thereby deteriorating the shift feeling by performing the kick-down shift control in the same control logic regardless of power on / off according to the driver's accelerator pedal operation during the LFU shift control. It implies

Accordingly, an object of the present invention is to solve the above problems, and if the kick down shift control according to the driver's acceleration will occur during the LFU shift control, the kick down shift control for differently performing the kick down shift occurs when It is to provide a shift control apparatus and a method of an automatic transmission for a vehicle.

The present invention for achieving the above object,

Vehicle operation driving detection means for detecting a vehicle driving state that is variably output according to the driving state of the vehicle;

A predetermined control signal is outputted to the vehicle driving state detecting unit to receive the signal detected by the vehicle driving state detecting unit, and the shift mode state, the throttle valve opening degree, and the output shaft rotational speed of the vehicle are output in synchronization with the control signal. When the LFU shift condition is satisfied while driving, the engine speed, the accelerator pedal state, and the oil temperature are input, and the LFU shift control is performed by a preset program, and when the kickdown shift control condition is determined during the LFU shift control, Shift control means for performing a kick down shift control according to a kick down shift occurrence time point and outputting a shift duty control signal;

As a driving means for duty control by a predetermined shift control duty control signal output from the shift control means to supply and release the hydraulic pressure discharged from the oil pump to the corresponding friction element, and to perform kick-down shift control during LFU control. Characterized in that made.

The present invention for achieving the above object,

If the L.F.U shift control condition is satisfied while driving, performing L.F.U shift control preset in the memory;

Comparing and determining whether a kick-down shift control condition is satisfied among the L.F.U shift controls;

If it is determined in the step that the kick down shift control condition is satisfied, the kick down shift duty control may be performed according to the kick down shift occurrence time.

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

Figure 2a, Figure 2b is a flow chart of the shift control method operation of the automatic transmission for a vehicle applied to the present invention.

3 and 4 are shift duty pattern diagrams of an automatic transmission according to the present invention.

<Description of Symbols for Main Parts of Drawings>

100: vehicle driving state detection means 110: throttle valve opening degree detection unit

120: output shaft speed detection unit 130: engine speed detection unit

140: accelerator pedal operation detection unit 150: oil temperature detection unit

200: shift control means 300: drive means

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

As shown in FIG. 1, the vehicle motion driving detection apparatus 100 detects a vehicle driving state that is variably output according to a driving state of a vehicle as a shift control apparatus of an automatic transmission for a vehicle applied to the present invention. The vehicle 200 outputs a predetermined control signal to the vehicle driving state detection device 100 to receive the signal detected by the vehicle driving state detection device 100, and is synchronized with the control signal and outputs the shift mode. If the LFU shift condition is satisfied while driving, the state, the throttle valve opening, the output shaft rotation speed, the engine rotation speed, the accelerator pedal state, and the oil temperature are input, and the LFU shift control is performed by a preset program. When the kick-down shift control condition according to the driver's acceleration will be determined, the kick-down shift duty according to the off-speed of the throttle valve opening A gear signal is output, and the driving device 300 is duty controlled by a predetermined shift control duty control signal output from the shift control device 200 to supply and release the hydraulic pressure discharged from the oil pump to the corresponding friction element. Kick-down shift control is performed during LFU control.

The vehicle driving state detection device 100 includes a throttle valve opening amount detection unit 110 which is applied when the shift stage is determined by detecting an opening amount of a throttle valve that interlocks according to an accelerator pedal operation state of a driver; An output shaft rotation speed detection unit (120) applied as a signal corresponding to the vehicle speed of the vehicle being driven, for detecting the rotational speed of the output shaft of the automatic transmission and determining a shift stage; An engine speed detection unit (130) which is applied when the speed of the engine is determined by determining the speed of the engine of the running vehicle; An accelerator pedal operation detector 140 detecting an operation state according to an accelerator pedal operation state of a driver; The oil temperature detection unit 150 is applied to detect the oil temperature of the driving vehicle and determines the shift stage.

With reference to Figures 2, 3 and 4 attached to the shift control method of the automatic transmission for a vehicle having the above configuration will be described in detail.

When the vehicle starts to travel, the vehicle driving state detecting apparatus 100 detects a throttle valve opening degree, an output shaft rotation speed, an engine rotation speed accelerator pedal operating state, an oil temperature, and the like which vary according to the vehicle driving state.

Accordingly, the shift control apparatus 200 outputs a predetermined control signal to the vehicle driving state detecting apparatus 100, and the vehicle driving state detecting apparatus 100 is applied to the predetermined control signal output from the shift control apparatus 200. The throttle valve opening degree, the output shaft speed, the engine speed, the accelerator pedal operation state and the oil temperature detected in synchronization are output.

The shift control apparatus 200 of the driving vehicle receives an LFU shift control condition by receiving a throttle valve opening degree, an output shaft rotation speed, an engine rotation speed, an accelerator pedal operation state, and an oil temperature output from the vehicle driving state detection apparatus 100. (S100, S105).

In the above, the L.F.U shift control condition is established when the driver releases the foot from the accelerator pedal while driving and the throttle valve opening value maintains the predetermined first set value (0.625V) for a predetermined time.

When the LFU shift control condition is satisfied while driving in the above, as shown in FIGS. 3 and 4, the shift control apparatus 200 controls the output of the release duty at 100% to Dkda and outputs the ta time. Comparative determination is made (S110, S115).

After the release duty is controlled by Dkda and output, when it is determined that ta time has elapsed, the shift control apparatus 200 controls the coupling side duty to increase from 0% to 100% for the fill time time tf. The sustain output is performed, the control output is performed at the predetermined second set duty D1 at 100% duty, and then the control output is incremented at the predetermined third set duty rate (α% / sec) (S120).

Subsequently, the shift control apparatus 200 compares and determines whether the turbine speed Nt detected from the L.F.U shift control reaches the target turbine speed Nti-K (Nti-Ntj) (S125).

Nt> Nti-K (Nti-Ntj)

In the above, Nt is the actual turbine speed, Nti is the turbine speed before shifting, K is the operational constant, and Ntj is the turbine speed after shifting.

In the above case, when the turbine speed Nt does not reach the target turbine speed Nti-K (Nti-Ntj), the shift control apparatus 200 determines whether the engine idle state is released by the driver's accelerator pedal operation. Comparative determination is made (S126).

The engine idle state release determination of the shift control apparatus 200 is determined that the engine idle state is released when the throttle valve opening degree Th is determined to be equal to or greater than a predetermined fourth set voltage (0.625V) by the idle state voltage. do.

Therefore, when it is determined that the engine idle state is released, the shift control apparatus 200 may increase the combined duty of the driver by increasing the predetermined duty ratio (α% / sec) as shown in FIG. 3. The control outputs the throttle correction duty according to the accelerator pedal operation (S130).

However, when it is determined in step S125 that the turbine speed Nt reaches the target turbine speed Nti-K (Nti-Ntj), the shift control apparatus 200 is shown in FIG. 4. The release duty Dkda is controlled to 0% and output (S131).

Nt <Nti-K (Nti-Ntj)

That is, even when the turbine speed Nt reaches the target turbine speed Nti-K (Nti-Ntj), when the driver's accelerator pedal operation is not performed, the shift control apparatus 200 provides the release control duty. Control to 0%.

Subsequently, the shift control apparatus 200 compares and determines whether the kick down shift control condition is satisfied when the kick down shift request is made according to the driver's acceleration intention during the L.F.U shift control (S135).

In the above, the kick down shift control condition is such that the actual throttle valve opening value (VTh) becomes larger than the throttle valve opening (dth / dt) value with time at the time when the downshift occurs (the point of switching from the shift stage X to Y). When it does, kick-down shift control is performed.

Therefore, when the kick down shift control condition is satisfied, the shift control apparatus 200 compares and determines the kick down shift occurrence time point during the L.F.U shift control (S135).

In the case where the kick-down shift occurs when the LFU shift control satisfies the condition Nt> Nti-K (Nti-Ntj), the shift control apparatus 200 controls the coupling side throttle compensation duty output at step S130. Is immediately terminated, and as shown in FIG. 3, the combined-side control duty is controlled by the released duty Dr, and the released-side duty Dkda is controlled by the combined duty Da (S145).

At this time, the turbine rotation speed (Nt) during the kick-down shift according to the driver's accelerator pedal operation is a run-up that rises to a predetermined target turbine rotation speed as shown in FIG. The shift control apparatus 200 outputs the release duty Dr and the combined duty Da until the generated run-up is released.

Therefore, the shift control apparatus 200 compares and determines whether the generated run-up release condition is satisfied (S150).

The run-up release condition is a time point when Nt-(Nti-ΔNf) is positive in the negative, Nt-(Nti + ΔNf) is positive in the positive, or Nt-(Nti-ΔNf) is positive in the negative When the third predetermined time elapses, the shift control apparatus 200 determines that the run-up is released.

ΔNf is the run-up determination target turbine change rate.

Therefore, if the run-up release condition is satisfied in the above, the shift control apparatus 200 controls and outputs the release duty Dr to 0% and the combined duty Da to De as shown in FIG. When te has elapsed, the combined duty is controlled to be 100% to terminate the kick-down shift control during the LFU shift control and return to the main routine (S155).

However, when the kick-down shift generation time point during the LFU shift control does not satisfy the condition Nt> Nti-K (Nti-Ntj) in S140, the shift control apparatus 200 controls the LFU shift control time point. It is compared to determine whether the occurrence occurred at the time point that satisfies the condition Nt <Nti-K (Nti-Ntj) (S200).

If it is determined that the kick-down shift occurs at the time point that satisfies the condition Nt <Nti-K (Nti-Ntj) of the LFU shift control, the shift control apparatus 200 is coupled as shown in FIG. After the control outputs the side duty to the release duty Dr, the duty is maintained for tp time, and then the control output is performed at a reduced duty of?% / Sec to perform power off-down shift control. Then, the 0% release-side duty is fed back control output to the combined duty Da% as an initial value to perform power off-down shift control (S210).

Subsequently, the shift control apparatus 200 determines whether the shift synchronization is completed (S220).

When it is determined that the shift synchronization is completed, the shift control apparatus 200 terminates the feedback control of the feedback, outputs the duty to De as shown in FIG. 4, and then outputs the duty holding time te. When the elapsed time passes, the combined duty De is controlled to be raised to 100% and the released duty is controlled to be 0% to terminate the kick-down shift control during the LFU shift control and return to the main routine (S230, S240, and S250).

The driving device 200 is controlled by the duty control signal output from the shift control device 200 to supply and release the hydraulic pressure discharged from the oil pump to the corresponding friction element, and performs kick-down shift control during LFU control. do.

Accordingly, when the kick down shift occurs according to the driver's acceleration intention during the L.F.U shift control driving, the shift control can be improved by varying the duty control according to the kick down shift occurrence time.

As described above, the shift control apparatus and method of the automatic transmission for a vehicle may perform kick down shift control differently according to the time when the kick down shift occurs when the kick down shift control according to the driver's acceleration will occur during the LFU shift control. It is possible to provide an improved shifting feeling during shifting, and to prevent unnecessary double shifting occurring during shifting.

Claims (13)

Vehicle operation driving detection means for detecting a vehicle driving state that is variably output according to the driving state of the vehicle; A predetermined control signal is outputted to the vehicle driving state detecting unit to receive the signal detected by the vehicle driving state detecting unit, and the shift mode state, the throttle valve opening degree, and the output shaft rotational speed of the vehicle are output in synchronization with the control signal. If the LFU (LIFT FOOT UP) shift condition is satisfied while driving, the engine speed, the accelerator pedal state, and the oil temperature are input, the LFU shift control is performed by a preset program, and during the LFU shift control, the kick-down shift is performed. Shift control means for performing a kick down shift control and outputting a shift duty control signal when the control condition is determined; As a driving means for duty control by a predetermined shift control duty control signal output from the shift control means to supply and release the hydraulic pressure discharged from the oil pump to the corresponding friction element, and to perform kick-down shift control during LFU control. A shift control apparatus for an automatic transmission for a vehicle, characterized in that made. According to claim 1, Vehicle running state detection means for detecting the opening amount of the throttle valve to interlock in accordance with the accelerator pedal operation state of the driver and the throttle valve opening amount detection unit is applied to determine the shift stage; A signal corresponding to a vehicle speed of a running vehicle, the output shaft speed detecting unit being applied when detecting the speed of the output shaft of the automatic transmission and determining the speed change stage; An engine rotation speed detection unit applied to determine a speed change stage by detecting the rotation speed of the engine of the running vehicle; An accelerator pedal operation detection unit detecting an operation state according to the driver's accelerator pedal operation state; A shift control apparatus for an automatic transmission for a vehicle, comprising: an oil temperature detection unit applied to detect an oil temperature of a driving vehicle and determine a shift stage. If the L.F.U shift control condition is satisfied while driving, performing L.F.U shift control preset in a memory; Comparing and determining whether a kick-down shift control condition is satisfied during the L.F.U shift control; And if the kick down shift control condition is satisfied in the step, performing the kick down shift duty control according to the kick down shift occurrence time. 4. The method of claim 3, wherein the L.F.U shift control method comprises the steps of: comparing and determining whether ta time has elapsed after controlling the output of the release duty at 100% to Dkda; After the release duty is controlled by Dkda and output in the step, when it is determined that ta time has elapsed, the combined duty is controlled to increase from 0% to 100% to maintain output for the fill time tf time, and the 100% duty Outputting control with duty D1, and then outputting a rising control at a?% / Sec duty rate; Increasing and outputting the combined duty at an α% / sec duty rate in the above step, and comparing and determining whether Nt> Nti-K (Nti-Ntj) condition is satisfied; If it is determined in the above step that Nt> Nti-K (Nti-Ntj) condition is satisfied, comparing the engine idle state is determined to be released; And if it is determined that the engine idle state is released in the above step, controlling the output of the coupling-side duty increased by α% / sec to the throttle correction duty. 5. The shift of the automatic transmission for a vehicle according to claim 4, wherein the engine idle state release determination includes determining that the engine idle state is released when the throttle valve opening (Th) voltage is determined to be equal to or higher than 0.625V of the engine idle state. Control method. The method according to claim 4, wherein the release duty Dkda is controlled to 0% when Nt &lt; Nti-K (Nti-Ntj) is not satisfied, when Nt < Nti-K (Nti-Ntj). Vehicle shift control method. The kick down shift control condition during the LFU shift control is performed when the actual throttle valve opening value (VTh) becomes larger than the throttle valve opening (dth / dt) value according to time change at the time when the downshift occurs. And a condition for performing kick down shift control. The method of claim 3, wherein the kick down shift control comprises: comparing and determining whether a kick down shift occurrence time during the L.F.U shift control satisfies the condition Nt> Nti-K (Nti-Ntj); When Nt> Nti-K (Nti-Ntj) is satisfied in this step, the coupling-side throttle compensation duty control output in the LFU shift control step is immediately terminated, and the coupling-side control duty is controlled by the release duty Dr and released. Controlling and outputting the side duty Dkda as the combined duty Da and comparing and determining whether the run-up release condition is satisfied; When the run-up release condition is satisfied in the above step, the release duty Dr is controlled to 0%, the combined duty Da is controlled to be outputted to De, and when the predetermined duty holding time te elapses, the combined duty is increased to 100%. A shift control method for an automatic transmission for a vehicle, comprising the step of outputting. 9. The run-up release condition is a time point when Nt-(Nti-DELTA Nf) is negatively positive and Nt-(Nti + DELTA Nf) is positively positive, or Nt-(Nti-DELTA Nf) The shift control method of the automatic transmission for a vehicle, characterized in that it is determined that the run-up is released when a predetermined set time has elapsed after the determination is made. The method of claim 8, wherein if the kick-down shift occurrence time during the LFU shift control satisfies the condition of Nt < Nti-K (Nti-Ntj), the duty is maintained for tp time after controlling the output of the coupling duty to the release duty Dr. Performing a control output at a reduced duty of?% / Sec, controlling a 0% release duty at a combined duty Da% to perform a feedback control on the controlled output combined duty Da% as an initial value; Performing feed back control in the step and determining completion of shift synchronization; When it is determined that the shift synchronization is completed in the above step, the control of the feedback feedback is terminated, the control duty is outputted to the combined duty as De, the duty is maintained for te time, and when the duty retention time te has elapsed, the combined duty A shift control method of De at 100%, and a control output of the release duty at 0%. The method according to any one of claims 4, 6, 8, and 9 to 10, wherein Nt is a real turbine speed, Nti is a turbine speed before shifting, K is a calculation constant, and Ntj is a shifting speed. A shift control method for an automatic transmission for a vehicle comprising a turbine speed. The shift control method for an automatic transmission for a vehicle according to any one of claims 4, 6, and 8 to 10, wherein Nti-K (Nti-Ntj) is a target turbine speed. 10. The shift control method for an automatic transmission for a vehicle according to claim 9, wherein? Nf is a run-up determination target turbine change rate.