KR100372446B1 - Shift controlling device and methode for automatic transmission of vehicle - Google Patents

Abstract

The present invention is to determine the state of the driving road in a vehicle equipped with an automatic transmission in driving to prevent the phenomenon that the vehicle is pushed back at the start of the vehicle hill road by applying a two-speed brake when the shift lever neutral 'N' range stops on the hill road;

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. , The engine speed, oil temperature, and the shift lever position are input, and the driving state of the vehicle is judged while driving, and when the shift lever 'N' range hill road vehicle stop is determined, the two-speed brake control signal is output and the hill vehicle start judgment is made. Shift control means for immediately releasing the second speed brake and outputting a first forward speed control signal; Shift control of an automatic transmission for a vehicle, comprising a driving means configured to perform a shift by supplying and releasing a hydraulic pressure discharged from an oil pump to a corresponding friction element by duty control by a predetermined shift control duty control signal output from the shift control means An apparatus and a control method are provided.

Description

SHIFT CONTROLLING DEVICE AND METHODE FOR AUTOMATIC TRANSMISSION OF VEHICLE}

The present invention relates to a shift control apparatus and method for an automatic transmission for a vehicle, and more particularly, to a shift control apparatus and method for an automatic transmission for a vehicle for preventing the vehicle from being pushed back when starting after stopping on a hill while driving.

In general, an automatic transmission for a vehicle is provided with a shift control device that automatically adjusts a transmission ratio according to a traveling speed and a load of the vehicle.

The shift control device controls a plurality of clutches and brakes installed in the gear train in an activated or inoperative state to adjust the output rotation speed of the planetary gear device.

As shown in FIG. 1, C1 is a 2ND brake (hereinafter referred to as 2ND), C2 is an underdrive clutch (hereinafter referred to as U / D), and C3 is an overdrive clutch. Over Drive Clutch (hereinafter referred to as O / D), C4 is Reverse Clutch (hereinafter referred to as REV / C), and C5 is a Lowreverse Brake (hereinafter referred to as L / RB).

100 is a manual valve (hereinafter referred to as M / V), 21 is a lowverse solenoid valve (hereinafter referred to as L / RS / V), and 31 is a 2ND solenoid valve (hereinafter referred to as M / V). 2ND-S / V), 41 is an Under Drive Clutch Solenoid Valve (hereinafter referred to as U / DS / V), and 51 is an Over Drive Solenoid Valve (hereinafter referred to as O / DS). / 61, and 61 is a reduction solenoid valve (hereinafter referred to as RED-S / V).

22 is a Lowreverse Pressure Control Valve (hereinafter referred to as L / R-PCV), 32 is a 2ND Pressure Control Valve (hereinafter referred to as 2ND-PCV), and 42 is an under clutch hydraulic pressure. Under Clutch Pressure Control Valve (hereinafter referred to as U / D-PCV), 52 is Over Drive Pressure Control Valve (hereinafter referred to as O / D-PCV), and 72 is fail safe. Valve-B (Fail Safe Valve-B: FSV-B hereinafter), 73 is Fail Safe Valve-C (hereinafter FSV-C), 81 is Exhaust Check Valve: hereinafter referred to as EX-V).

In the above, the forward 1 speed operating element is configured by combining C2 and C5, the forward 2 speed operating element is configured by combining C1 and C2, and the forward 3 speed operating element is configured by combining C2 and C3, and forward 4 speed The actuating element is constructed by combining C1 and C3, and the reverse actuating element is constructed by combining C4 and C5.

And, in the neutral and parking, C1 is composed of a coupling element.

In the automatic transmission having the above-described configuration, the shift control device controls a plurality of solenoid valves to control hydraulic pressure according to the traveling speed of the vehicle, the opening ratio of the throttle valve, and various detection conditions, thereby operating the gear shift of the target shift stage. The shift is made.

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.

The automatic transmission operated according to the operation principle has a friction element that is deactivated in the operating state and a friction element that is converted from the deactivated state when the shift to each target shift stage is performed. Since the shifting performance of the automatic transmission is determined by the timing of element deactivation and start of operation, the research on the shift control method to improve the shifting performance has been actively conducted.

In view of the technical background of the present invention, the shift control of the automatic transmission is upshift shift control in which the shift is sequentially performed from the first speed, which is the full speed, to four speeds according to the driving state of the vehicle, and the first one from four forward speeds. There is a downshift shift control in which shifting is sequentially performed up to a speed, and downskip shift control in which a downshift is performed from 4 speeds to 2 speeds and 3 speeds to 1 speed. A device and method for preventing the sliding phenomenon.

In a vehicle equipped with the above automatic transmission for a vehicle, the vehicle is pushed backward when starting from a forward rage after stopping at a hillside while driving. In the past, the engine idler number is increased to prevent the vehicle from being pushed backward on the hill. Enhanced.

However, the above-described conventional method can prevent a phenomenon in which the vehicle is pushed backward at the start after stopping at a hill while driving, but has a problem of adversely affecting the vehicle operation due to engine vibration and noise of the vehicle as the engine idle speed increases. Doing.

Accordingly, an object of the present invention is to solve the above problems, and determines the driving road condition in a running automatic transmission vehicle to start the vehicle hill road by applying a two-speed brake when the vehicle stops at the shift lever neutral 'N' range on the hill road. An object of the present invention is to provide a shift control apparatus and a method of an automatic transmission for a vehicle that can prevent a phenomenon of driving backward.

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. , The engine speed, oil temperature, and the shift lever position are input, and the driving state of the vehicle is judged while driving, and when the shift lever 'N' range hill road vehicle stop is determined, the two-speed brake control signal is output and the hill vehicle start judgment is made. Shift control means for immediately releasing the second speed brake and outputting a first forward speed control signal;

It is characterized by consisting of a drive means for performing a shift by the duty controlled 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 friction element.

Another invention for achieving the above object is,

Determining whether the shift lever is located in the neutral 'N' range when the vehicle is stopped on the hill by determining the state of the driving road in the vehicle equipped with the automatic transmission running;

If it is determined in the step that the shift lever is located in the neutral 'N' range, outputting a two-speed brake engagement control signal and comparing and determining whether the shift lever is switched to the forward 'D' range;

When it is determined that the shift lever is switched to the forward 'D' range in this step, the second speed brake release control signal is output and the first forward speed control signal is output.

1 is a hydraulic circuit diagram of an automatic transmission.

2 is a block diagram of a shift control apparatus of an automatic transmission for a vehicle according to the present invention;

3 is a flowchart illustrating a shift control method of an automatic transmission for a vehicle according to the present invention;

4 is a shift control duty pattern diagram of an automatic transmission for a vehicle according to the present invention.

<Description of Symbols for Main Parts of Drawings>

100: vehicle operation state detection means 110: throttle valve opening amount detection unit

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

140: shift lever position detection unit 200: shift control means

300: driving means

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

2 is a block diagram of a shift control apparatus of an automatic transmission for a vehicle according to the present invention. The vehicle driving state detecting apparatus 100 detects a vehicle driving state that is variably output according to an operation state of a vehicle, and the shift control means 200 ) Outputs a predetermined control signal to the vehicle operating state detecting means to receive the signal detected by the vehicle driving state detecting apparatus 100, and outputs a throttle valve opening degree, an output shaft rotational speed, When the engine speed, oil temperature, and the shift lever position are input, the driving state of the vehicle is judged while driving, and when the vehicle stops at the shift lever 'N' range, the vehicle outputs a two-speed brake control signal, and when it is determined to start the hill vehicle. Immediately, the second speed brake is released and at the same time, the first forward speed control signal is output and the driving device 300 is outputted from the shift control device 200. The duty is controlled by the shift control duty signal is discharged from the oil pump performs a speed change by the supply and release the hydraulic pressure supplied to the friction element on and off.

The vehicle driving state detecting apparatus 100 may include: a throttle valve opening amount detecting unit 110 applied to detect an opening amount of a throttle valve to be interlocked according to a driver's accelerator pedal operation state and to determine a shift stage; 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; The shift lever position detection unit 140 detects a position changed according to the shift lever operating state of the driver.

3 and 4 attached to the shift control operation of the vehicle automatic transmission having the above configuration will be described in detail.

The vehicle driving state detecting apparatus 100 detects the throttle valve opening degree, the output shaft rotation speed, the engine rotation speed, the shift lever position, 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 detection apparatus 100, and the vehicle driving state detection apparatus 100 is applied to the predetermined control signal output from the shift control apparatus 200. The throttle valve opening degree, the output shaft rotation speed, the engine rotation speed, and the shift lever position detected in synchronization with each other are output.

The shift control apparatus 200 recognizes that the vehicle travels the hill road for a predetermined time at the initial start of the vehicle, and recognizes the driving state as a flat state when a predetermined time elapses.

Therefore, when the vehicle starts to travel, the shift control apparatus 200 receives the throttle valve opening degree, the output shaft rotation speed, the engine rotation speed, and the shift lever position, etc., input from the vehicle driving state detection apparatus 100 to the preset program. In operation S100, the shift control is performed.

In this case, the shift control apparatus 200 compares and determines whether the traveling vehicle is driving down the hill (S110).

In the above method of determining a driving road state of a vehicle, the driving road state is determined by subtracting the acceleration calculated by the shift control apparatus 200 from the actual acceleration.

Therefore, the method of comparing and determining whether the vehicle being driven is driving the hill road is calculated as in Equation 1 below, and the hill road driving state is determined according to the calculated result.

Acceleration (a1) calculated above = {Fe-Fr} / M

In the above, Fe is the engine output torque,

Fr is running resistance,

M is mass.

In the above-Xm / s ² is a hill road determination reference value.

When it is determined that the vehicle is driving down the hill, the shift control apparatus 200 determines whether the driver is at a neutral 'N' range in which the shift lever is positioned at the neutral 'N' range with the driver's willingness to stop the vehicle. S120, S130).

When it is determined that the shift lever is positioned in the neutral 'N' range with the vehicle stopped, the shift control apparatus 200 uses the second speed actuating element C1 shown in FIG. 1 to prevent the vehicle from being pushed back. The duty control signal for coupling is output as shown in FIG. 4 (S140).

Subsequently, the shift control apparatus 200 determines whether the shift lever is switched to the forward 'D' range according to the driver's intention to start the vehicle (S150).

When it is determined that the driver switches the shift lever to the forward 'D' range according to the driver's willingness to start the vehicle, the shift control apparatus 200 performs the first speed operating element at the shift lever switching time as shown in FIG. 4. After outputting a duty control signal for coupling the phosphorus C2, after a predetermined time has elapsed, the driving is started after releasing the coupling of the second speed acting element C1 (S160).

However, in the above (S110, S120, S130), even if the driving road is flat, or the driving road is a hill road, the vehicle is in a driving state or the driving road is a hill road, after the vehicle stops, the position of the shift lever is advanced 'D' range If it is set to, the normal current shift control is performed.

Thus, after the vehicle is stopped according to the driver's willingness to stop the hill, the shift lever is positioned at the neutral 'N' range, and then the shift lever position is positioned to the forward 'D' range according to the driver's willingness to start the vehicle. If the vehicle is started afterwards, it is possible to prevent the vehicle from being pushed back when the vehicle starts.

As described above, the shift control apparatus and method for an automatic transmission for a vehicle according to an exemplary embodiment of the present invention determine a driving road condition in a running automatic transmission vehicle to apply a two-speed brake when the vehicle stops at a shift lever neutral 'N' range on a hill. By applying the vehicle to prevent the phenomenon of being pushed back when starting the hill, there is an effect to improve the performance of the transmission at the start of the hill and the convenience of the driver when starting the hill.

Claims (4)

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 engine stop and the shift lever position are input, the driving road state of the vehicle is judged and the vehicle stops when the shift lever 'N' range hill road vehicle is determined. Shift control means for immediately releasing the second speed brake and outputting a forward first speed control signal; The vehicle is characterized in that the duty is controlled by a predetermined shift control duty control signal output from the shift control means, the driving means for supplying and releasing the hydraulic pressure discharged from the oil pump to the corresponding friction element to perform a shift Transmission control unit of the transmission. According to claim 1, Vehicle running state detection means, The throttle valve opening amount detection unit for detecting the opening amount of the throttle valve to be interlocked according to the driver's accelerator pedal operation state to be applied when determining 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; A shift control device for an automatic transmission for a vehicle, characterized in that the shift lever position detection unit detects a position changed according to a driver's shift lever operating state. Determining whether the shift lever is located in the neutral 'N' range when the vehicle is stopped on the hill by determining the state of the driving road in the vehicle equipped with the automatic transmission running; If it is determined in the step that the shift lever is located in the neutral 'N' range, outputting a two-speed brake engagement control signal and comparing and determining whether the shift lever is switched to the forward 'D' range; If it is determined in the step that the shift lever is switched to the forward 'D' range, the shift control of the automatic transmission for a vehicle comprising the step of outputting a two-speed brake release control signal, and outputs a forward one-speed combined control signal. Way. 4. The method of claim 3, wherein the method of comparing and determining whether the vehicle being driven is driving down a hill road is calculated as in Equation 2 below, and the hill road driving state is determined according to the calculated result. Control method. Acceleration (a1) = (Fe-Fr) / M calculated above Where Fe is the engine output torque, Fr is the running resistance, M is mass. In the above-Xm / s ² is a hill road determination reference value.