KR100384177B1 - Method of controlling a damper clutch in an automatic transmission for vehicles - Google Patents

Abstract

Improves fuel efficiency by increasing the frequency of use of damper clutch under acceleration and deceleration operation conditions, suppresses noise generated by frequent operation control, and maintains high RPM of the engine even when tipping off the accelerator pedal, improving acceleration when re-acceleration To provide a damper clutch control method that can be made;

The first step of determining the operation state of the damper clutch when the off-slip condition is satisfied while the vehicle is running, performing off slip control in the lock if the damper clutch is in the locked state, and performing off slip control in the slip if the damper clutch is in the locked state. Wow; If the off slip control time is greater than the reference value in the process of performing the off slip control from the lock in the first step, it is determined whether the learning condition is satisfied, after the off-slip initial duty learning is performed, and the off slip control at the sleep. A second step of determining whether the release condition is satisfied after executing; A third step of returning if the release condition is satisfied in the second step, and starting off slip from the lock, determining whether the throttle is greater than a set value, and converting to lock or slip control if the condition is satisfied. A damper clutch control method of an automatic transmission for a vehicle is provided.

Description

How to control damper clutch of vehicle automatic transmission {METHOD OF CONTROLLING A DAMPER CLUTCH IN AN AUTOMATIC TRANSMISSION FOR VEHICLES}

The present invention relates to a method for controlling a damper clutch of an automatic transmission for a vehicle, and more particularly, to a method for controlling a damper clutch to increase fuel efficiency by increasing an operation frequency of a damper clutch under acceleration and deceleration driving conditions.

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

In addition, since the automatic transmission uses a torque converter that transmits power by rotating a turbine using oil as a medium, there is a disadvantage in that 100% power is not transmitted as in a normal friction clutch. The damper clutch which can be connected directly is arrange | positioned.

Accordingly, the damper clutch is controlled by the transmission control unit according to the driving conditions of the vehicle to control the lock (lock) operation, off slip (off-slip. Semi-operation) and slip (slip. Will be delivered.

However, in the damper clutch as described above, the precondition for the anti-slip operation is that the damper clutch must be in the fuel cut state in the locked state, so that the frequency is low in the driving conditions of the actual road, and the slip state is accelerated in the off slip state. As a result of the control, in a situation where there are many acceleration and deceleration driving conditions, there is a problem that the operation time is small and does not greatly help to improve fuel efficiency.

Therefore, the present invention has been invented to solve the conventional problems as described above, the object of the present invention is to increase the frequency of use of the damper clutch in the acceleration and deceleration operation conditions to improve the fuel economy, and to suppress the generation of noise by frequent operation control In addition, the high-speed RPM of the engine is maintained even at the tip off of the accelerator pedal to provide a damper clutch control method that can improve the acceleration when re-acceleration.

1 is a block diagram of an engine total system for operating the present invention.

2 is an operational flowchart according to the present invention.

Figure 3 is a time pattern diagram in the control from the operating state to the half slip state applied to the present invention.

4 is a time pattern diagram in the control from the sleep state to the half sleep state to be applied to the present invention.

Fig. 5 is a pattern diagram when a fuel cutoff request is made during half slip state control.

In order to realize this, the present invention, when the off-slip condition is satisfied while the vehicle is running, determines the operating state of the damper clutch, and if the damper clutch is in the locked state, performs off slip control in the lock, and if it is in the slip state, turns off the slip. A first step of performing slip control;

In the first step, if the off slip control time is greater than the reference value in the course of performing the off slip control in the lock, after the off-sleep initial duty learning is performed by determining whether the learning condition is satisfied, the off slip control is performed in the sleep. A second step of determining whether the release condition is satisfied after the execution;

A third step of returning if the release condition is satisfied in the second step, and starting off slip from the lock, determining whether the throttle is greater than a set value, and converting to lock or slip control if the condition is satisfied. A damper clutch control method of an automatic transmission for a vehicle is provided.

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

FIG. 1 is a block diagram of a total control system capable of totally controlling an engine and an automatic transmission. When a driving state of a current vehicle is input to the ECU 20 from various sensors forming the engine control detection unit 10, FIG. The ECU 20 controls the engine control driver 30 by controlling the engine control driver 30 by comparing the information with the data which has been input in advance.

At the same time, the ECU 20 transmits information to the transmission control unit 40 (hereinafter referred to as a TCU) when the information necessary for shift control is performed so that the shift control is performed. In this case, the information transmitted from the ECU 20 is transmitted from the ECU 20. And by comparing the information input from the shift control detecting unit 50 with the previously input data to control the shift control driving unit 60 and the damper clutch control unit 70 to achieve optimum shift control.

The engine control detection unit 10 is, as is known, all information necessary for engine control such as a vehicle speed sensor, a crank angle sensor, an engine speed sensor, a coolant temperature sensor, a turbine speed sensor, a throttle position sensor, and the like. The shift control detecting unit 50 refers to sensors that provide information necessary for shift control such as an input / output speed sensor, an oil temperature sensor, an inhibitor switch, a brake switch, and the like.

In addition, the engine control driving unit 30 means all driving units for engine control, and the shift control driving unit 60 means all solenoid valves applied to the hydraulic control means of the automatic transmission.

In addition, the damper clutch control unit 70 controls the hydraulic pressure supplied to the damper clutch by the duty control of the damper clutch control solenoid valve controlled by the transmission control unit (TCU), thereby locking, off slip, Slip control is to be made.

There are various ways to send information from the ECU 20 to the TCU 40, but one example is CAN communication.

The CAN communication is a multi-communication of data through a CAN bus line, and can transmit and receive all necessary information to each controller. If additional information is required for a controller, only the software can be changed without changing hardware.

The damper clutch according to the present invention in such a total control system is operated in the flow as shown in FIG.

In other words, when it is determined that the vehicle satisfies the off-slip condition while the vehicle is in operation (S100), it is determined that the current damper clutch is operated, that is, the state of the lock (operation) or slip (non-operation). It becomes (S110).

In the step S100, the off-slip condition is whether the current shift stage is three speeds or four speeds, and whether the oil temperature, the engine speed, the throttle opening angle, and the turbine speed meet the set value conditions, respectively. Whether the lock or slip is normally controlled before the time is determined, and the off-slip condition is judged according to its variable, and if this condition is not satisfied, it returns continuously and repeatedly until the above condition is satisfied. Is done.

If it is determined in step S110 that the current damper clutch is in a locked state, lock to off-slip control is performed in lock (S120). If it is determined that the slip state is in a slip state, slip to off-slip is performed. The control is performed (S130).

The control from lock to off slip (S120) in step S120 is performed after the off slip control start, before the fuel cut signal until the fuel cut signal as shown in FIG. Switch back to feedback control.

In addition, after step S120, it is determined whether the off-slip control time is greater than the reference value time_off_slip_2 (S121). If the condition is not satisfied, the process returns to step S120. It is determined (S122).

The condition in step S122 is to determine whether the difference between the engine speed and the turbine speed (Ne-Nt) is larger than the set value (slip_lock steady state). If the condition is satisfied, after the off-slip initial duty learning is performed, In operation S123, it is determined whether the release condition is satisfied (S140). If the release condition is not satisfied, the process directly enters the step S140.

The learning in step S123 consists of a duty difference δd between the time_off_slip_2 duty and the time_off_slip 1 of FIG. 3.

In the step S130, the control from slip to off slip (slip to off-slip) is performed by the open loop control until the hold time (time_hold_slip) until the slip after off-slip control as shown in FIG. After the switching control is made, if the release condition is not satisfied in the step S140, after the lock_off-slip is started in the lock (S150), it is determined whether the throttle is greater than the set value (S160). If the condition is not satisfied, the process returns to the step S150.

As a result of the control process, there are two conditions when the operating area is changed from the off sleep state to the lock. The lock normal control is performed in the state before the lock off sleep, and the lock control is entered in the lock after sleep off state. Switch to control.

When the operating area is changed from the off sleep state to the sleep state, there are two conditions as described above. In the state before lock off sleep, direct slip normal control is performed, and in the state after off sleep sleep off, slip control is entered. Switch to control.

In addition, when RPM reduction control is required by fuel cut during off-slip, the CAN communication commands the ECU to control RPM reduction by fuel cut-off. The fuel cut-off RPM reduction condition is based on the engine speed and the throttle opening amount. This is done when the condition is entered or when control is made from lock to off slip, which is achieved by advancing the ignition timing.

In the above, the condition of the engine speed is, as shown in Fig. 5, the current engine speed is greater than the upper limit set value of the engine cut condition, the upper limit set value is greater than the idle speed (ne> ne_fuel-cut_upper_2 at th> th_idle) is a condition where the current engine speed is greater than the lower limit set value of the engine cut condition and the lower limit set value is greater than the idle speed (ne> ne_fuel-cut_lower_2 at th> th_idle).

As described above, according to the present invention, it is possible to improve the fuel efficiency by increasing the frequency of use of the damper clutch under acceleration and deceleration driving conditions, to suppress the generation of noise by frequent operation control, and to maintain the high speed of the engine even when the accelerator pedal is turned off. The invention is to maintain the RPM to improve the acceleration when re-accelerated.

Claims (4)

The first step of determining the operation state of the damper clutch when the off-slip condition is satisfied while the vehicle is running, performing off slip control in the lock if the damper clutch is in the locked state, and performing off slip control in the slip if the damper clutch is in the locked state. Wow; If the off slip control time is greater than the reference value in the process of performing the off slip control in the lock in the first step, after the off-sleep initial duty learning is performed by determining whether the learning condition is satisfied, the off slip control is performed in the sleep. A second step of determining whether the release condition is satisfied after executing; A third step of returning if the release condition is satisfied in the second step, and starting off slip from the lock, determining whether the throttle is greater than a set value, and converting to lock or slip control if the condition is satisfied. Damper clutch control method of an automatic transmission for a vehicle, characterized in that made by. The off-slip condition in the first stage is the current shift stage being three speeds or four speeds, the oil temperature, the engine speed, the throttle opening angle, and the turbine speed meeting the set value conditions, respectively. A damper clutch control method for an automatic transmission for a vehicle, characterized in that the lock or slip is normally controlled before the set time. 2. The control from lock to off sleep in the first step is performed after the start of the off slip control, the open loop control is performed until the fuel cut is detected, and after the detection is switched to the feedback control. Method for controlling damper clutch of vehicle automatic transmission. 2. The vehicle according to claim 1, wherein the control from the slip to the off sleep in the first step is performed by performing the open loop control until the hold time until the sleep after the off slip control and then switching to the feedback control. How to control damper clutch of automatic transmission.