KR100373038B1 - Method for controlling kick down at high ground of automatic transmission - Google Patents

Abstract

A kick kick down control method for an automatic transmission according to the present invention includes the steps of: receiving, by the control means of the automatic transmission, atmospheric pressure information detected by the in-vehicle sensing means; When atmospheric pressure information is transmitted from the sensing means and a kickdown shift condition of the automatic transmission is established, the control means compares the received atmospheric pressure information with a set reference value to determine whether to be notified and according to the result of the notification determination. Calculating an initial duty for performing release side control and engagement side control of the automatic transmission to compensate for the output deteriorated in the high land; And performing the duty control according to the set duty pattern from the estimated initial duty, and varying the initial duty of the release side of the kickdown and the engagement side control according to the altitude change to reduce the shift shock during the kickdown. have.

Description

NOTICE Kickdown control method of automatic transmission {METHOD FOR CONTROLLING KICK DOWN AT HIGH GROUND OF AUTOMATIC TRANSMISSION}

The present invention relates to a high kick kickdown control method of an automatic transmission, and more particularly, a phenomenon in which a shift shock is induced during a kickdown shift due to a decrease in engine power when a vehicle equipped with an automatic transmission drives a high hill. The present invention relates to a kick-down control method of an automatic transmission.

In general, the vehicle is exposed to various driving conditions, as is the automatic transmission. In particular, since the operating pressure of each driving unit is changed by the change of atmospheric pressure, the automatic transmission controlled by the hydraulic pressure sets the shift pattern in consideration of the change of the atmospheric pressure.

The control block of the automatic transmission is shown in FIG.

In FIG. 1, the automatic transmission includes a throttle valve opening amount detection unit 11, a vehicle speed detection unit 12, a shift stage detection unit 13, and a turbine rotation speed detection unit 14 to detect driving conditions of a vehicle related to shifting. And a sensing means (10) having an engine speed sensor (15) and an atmospheric pressure sensor (16), and determining driving conditions based on information detected by the sensing means (10) and according to an appropriate shift pattern. Control means 20 for adjusting the operating oil pressure of each drive unit in the transmission, and drive means 30 controlled by the control means 20 for driving the hydraulic unit in the transmission.

Therefore, the control means 20 for receiving the atmospheric pressure information sensed by the atmospheric pressure sensing unit 16 detects the driving altitude of the vehicle and prevents the engine output from being lowered as the driving altitude increases. Clutch direct control and the like.

However, in the case of performing the engine output compensation control as the driving altitude of the vehicle is changed, the related art causes the operating pressure of the driving means 30 to be relatively increased due to the reduced atmospheric pressure during the kickdown shift at high altitude. There is a problem that can not effectively prevent the shift shock.

The present invention has been made to solve the above-mentioned conventional problems, and an object of the present invention is to reduce the shift shock due to the kickdown shift when the vehicle equipped with an automatic transmission runs on a hill and the engine output is lowered. The present invention provides a method of controlling the kickdown of an automatic transmission.

1 is an automatic transmission control block diagram of a typical vehicle.

2 is a notice kickdown control method of an automatic transmission according to the present invention.

Fig. 3 is a duty pattern diagram of the release side and engagement side control of the kickdown according to Fig. 2;

Explanation of symbols on the main parts of the drawings

10: detection means 11: throttle valve opening amount detection unit

12: vehicle speed detection unit 13: shift stage detection unit

14 turbine speed detection unit 15 engine speed detection unit

16: atmospheric pressure detection unit 20: control means

30: driving means

In order to achieve the above object, the kick-down control method for an automatic transmission according to the present invention includes the steps of receiving, by the control means of the automatic transmission, atmospheric pressure information detected by the in-vehicle sensing means; When atmospheric pressure information is transmitted from the sensing means and a kickdown shift condition of the automatic transmission is established, the control means compares the received atmospheric pressure information with a set reference value to determine whether to be notified and according to the result of the notification determination. Calculating an initial duty for performing release side control and engagement side control of the automatic transmission to compensate for the output deteriorated in the high land; And performing a duty control according to the set duty pattern from the estimated initial duty.

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

Figure 2 is a flow chart of the notification kickdown control method of the embodiment according to the present invention. In addition, since the present invention can be applied to the control block of the automatic transmission shown in FIG. 1, reference will be made to the reference numeral of FIG. 1.

In FIG. 2, the reference atmospheric pressure is required to be compared with the atmospheric pressure at the position at which the vehicle is running for the notification of notification. Therefore, the first notice determination atmospheric pressure reference value P1 and the second notice determination atmospheric pressure reference value P2, which are the criteria for the notification determination, are set, respectively, and P1 and P2 are used as parameters in the comparison operation in the control means 20. (ST21).

Subsequently, the control means 20 implemented as a transmission control unit (TCU) receives the atmospheric pressure information Pa detected by the atmospheric pressure sensing unit 16 included in the sensing means 10.

For example, the atmospheric pressure information (Pa) transmission by the atmospheric pressure sensing unit 16, the atmospheric pressure measured in the case of ECU (Electronic Control Unit) via the map sensor (Map Sensor) or the corresponding data through serial communication The control means 20 transfers the memory to the control means 20 or stores the measured atmospheric pressure information in the MAF_FAC_ALTI_MMV block of the memory according to the CAN communication specification in the case of EMS (Electronic Management System) of SIEMENS. In the case of EMS or MELCO, the measured atmospheric pressure information is stored in the ZMPIBP block of the memory so that the control means 20 can read it (ST22).

The received atmospheric pressure information Pa may be changed by internal and external interference factors even when the actual atmospheric pressure does not change. Thus, in order to remove the influence caused by the interference factor included in the atmospheric pressure information Pa, the control means 20 checks whether a predetermined condition is established.

The two conditions under which the above conditions are diagnosed are: ① not shifting, ② the amount of change in the throttle opening degree is within the atmospheric pressure determination range, and the like. Preferably, the atmospheric pressure determination range is set to ± 5 / 256V. Only when the two conditions are satisfied at the same time, the control means 20 uses the received atmospheric pressure information Pa as the basis of the notification determination, thereby stably securing the reliability of the notification determination.

In addition, when the control means 20 satisfies any one of the two conditions, such as: ⓐ serial communication error ⓑ atmospheric pressure sensor error, the control unit 20 determines a failure and fixes the atmospheric pressure information Pa to 760 mmHg. That is, at the time of failure determination, it returns to the sea level reference atmospheric pressure (about 760 mmHg) without performing the notification determination, so that the duty control corresponding to the flat running is performed, thereby preventing side effects due to the failure.

As such, when the atmospheric pressure information Pa is received, the control means 20 checks whether the kickdown shift condition is established. The kickdown shift condition is determined by detecting an increase in the throttle opening amount detected by the throttle valve opening amount detecting unit 11, preferably, a voltage value of the throttle valve position sensor TPS in the automatic transmission is 5 / 256V. In this case, the kickdown shift signal is output (ST23).

Thus, when the kickdown shift signal is output in response to the kickdown shift condition, the control means 20 compares the received atmospheric pressure information Pa with the two notice determination atmospheric pressure reference values P1 and P2. The first notice determination atmospheric pressure reference value P1 enables the determination of whether the altitude of the position at which the vehicle travels is a low ground or a stop, on the basis of the atmospheric pressure near the sea level. The second notice determination atmospheric pressure reference value P2 indicates the atmospheric pressure spaced apart by an appropriate interval from the first notice determination atmospheric pressure reference value P1, and determines whether it is a stop zone or a highlands.

Preferably, the first notification atmospheric pressure reference value P1 is set to 760 mmHg, which is the average atmospheric pressure of sea level altitude, and the second notification atmospheric pressure reference value P2 is set to 555 mmHg, which is 205 mmHg lower than P1. The altitude indicated by the atmospheric pressure of P2 is about 2.5 km. When the high-altitude determination is performed using the set first high-pressure determination atmospheric pressure reference value and the second high-pressure determination atmospheric pressure reference value, it is possible to divide it into lowland / middle ground / highland based on the sea level and 2.5Km altitude.

For example, during CAN communication, a parameter for designating the atmospheric pressure determination range of the throttle position sensor TPS is set as XTHAPHYS to allocate a 20h address of the memory, and the atmospheric pressure reference value P1 for the first notification determination. The parameter is set as XAPLMT1 to allocate address A8h of the memory, and the parameter for the second notice determination atmospheric pressure reference value P2 is set as XAPLMT2 to allocate address 99h of the memory.

Subsequently, when the kickdown shift signal is confirmed, it is checked whether the received atmospheric pressure information Pa is greater than or equal to the first notification atmospheric pressure reference value P1 (ST24).

Thus, when the inequality (Pa> = P1) is established, the release side of the kickdown and the engagement side control are performed according to the first duty pattern (ST25).

And when the received atmospheric pressure information Pa is smaller than the first notice determination atmospheric pressure reference value P1, whether the received atmospheric pressure information Pa is greater than or equal to the second notice determination atmospheric pressure reference value P2. Check (ST26).

When it is confirmed that the inequality (Pa> = P2) is not established according to the determination result of step ST26, the release side and the engagement side control of the kickdown are performed according to the second duty pattern (ST27).

In addition, when it is confirmed that the inequality (Pa> = P2) is established according to the determination result of the step ST26, the release side and the coupling side control of the kickdown is performed according to the third duty pattern (ST28).

The above-mentioned first, second and third duty patterns are set as shown in Figure 3, the data of the kickdown-related parameters at the high ground is set equal to the normal slow on down time, and the parameters related to the gradient reference at the high ground. The data of is set equal to the general gradient reference value.

Therefore, when the control of the release duty of the kickdown has an initial duty Dsr, a first duty gradient dDr, a second duty Dcr, and the control by the second duty Dcr is completed, feedback control is performed. Is performed.

In the above, the first, second, and third duty patterns set different release side initial duty Dsr. More specifically, in the case of the first duty pattern, the duty control according to the general kickdown control pattern is performed. In the case of the second duty pattern, an appropriately compensated initial duty Dsr1 may be set in consideration of the engine output lowered by the reduced atmospheric pressure, and the second duty Dcr1 according to the degree of compensation of the initial duty Dsr1. ) In addition, in the case of the third duty pattern, the initial duty Dsr2 appropriately compensated according to the reduced atmospheric pressure is set to compensate for the duty duty Dcr2 according to the compensation degree of the initial duty Dsr2. In the control according to the second duty pattern and the third duty pattern, the first duty slope dDr is not variable, and normal feedback control is performed after the second duty Dcr1 and Dcr2 are set.

In addition, as shown in FIG. 3, the first, second, and third duty patterns have a third duty Da and a fourth duty De and the third duty (D) when controlling the coupling side duty of the kickdown. There is an appropriate feedback control section between Da) and the fourth duty De.

The coupling-side duty control of the kickdown has a value of the third duty Da varied so as to compensate for the reduced atmospheric pressure according to the first, second and third duty patterns, and the third duty Da The value of the fourth duty De is linked to vary according to the degree to which the value of V varies.

According to the present invention described above, by controlling the release side and coupling side of the kickdown by compensating for the degree of change in the engine output as the altitude of the position at which the vehicle is running changes the shift shock during the kickdown shift can be reduced. It has an effect.

In addition, by evaluating the reliability of the atmospheric pressure information detected and transmitted by the sensing means such as the in-vehicle pressure sensor, it is determined whether or not to change the duty pattern of the kick-down shift control according to the atmospheric pressure change, thereby changing the kick-down shift according to the atmospheric pressure information. There is an effect of increasing the stability of the control.

Although the preferred embodiment of the present invention has been described above, the present invention may use various changes, modifications, and equivalents. It is clear that the present invention can be applied in the same manner by appropriately modifying the above embodiments. Therefore, the above description does not limit the scope of the following claims.

Claims (3)

delete (a) receiving, by the control means of the automatic transmission, atmospheric pressure information detected by the in-vehicle sensing means; (b) the control means when the atmospheric pressure information is transmitted from the sensing means, and the kickdown shift condition is established by a logical product of a condition in which the automatic transmission is not shifting and a condition in which the amount of change in the throttle opening degree is within a set threshold. Initial duty for performing release side control and engagement side control of the automatic transmission to compare the received atmospheric pressure information with a set reference value to determine whether to be noticed, and to compensate for the output lowered from the notice according to the result of the notice determination. Calculating a; and (c) performing a duty control according to a set duty pattern from the estimated initial duty. The method of claim 1, wherein in step (b), Notification of the automatic transmission, characterized in that for setting the initial duty in accordance with the sea level reference atmospheric pressure when the abnormality of the serial communication for receiving the atmospheric pressure information detected by the sensing means or the malfunction of the sensing means for detecting the atmospheric pressure How to control kickdown.