KR100384178B1 - Method of controlling 2 →3 up shift for an automatic transmission in vehicles - Google Patents

Abstract

By controlling the engine's output before the turbine's rotation speed is reduced, it reduces the run-up and reduces the "control oil pressure rise", "duty output slope drop", and initial fill time that were not available in the conventional control. "And to achieve a sense of shifting

The criterion for the determination of the run-up also provides a shift control method for the 2 → 3 upshift of the vehicle automatic transmission in which the TCU recognizes the actual physical run-up and gives priority to learning to improve learning stability. .

Description

Shift control method for 2 → 3 upshift of automatic transmission for vehicle {METHOD OF CONTROLLING 2 → 3 UP SHIFT FOR AN AUTOMATIC TRANSMISSION IN VEHICLES}

The present invention relates to a shift control method for a 2 → 3 upshift of a vehicle automatic transmission. More specifically, the total control with the engine can be used to suppress the occurrence of run-up during the 2 → 3 upshift shift and to stabilize the learning. In addition, the present invention relates to a shift control method during a 2 → 3 upshift to improve a shifting feeling.

For example, an automatic transmission applied to a vehicle is controlled by a shift control device controlling a plurality of solenoid valves to control oil 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 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 operation principle has a friction element that is deactivated in the operating state when the shift to the corresponding target gear stage is performed, and a friction element that is converted from the deactivated 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 is upshift shift control in which the shift is sequentially performed from the first forward speed to the fourth speed according to the driving state of the vehicle, and the fourth forward to the first speed Downshift shift control in which shifting is sequentially performed and downskip shift control in which downshift is performed from 4 speed to 2 speed and 3 speed to 1 speed are performed.

In the shift control process according to the present invention in the shift control process as described above, the prior art has achieved its purpose by increasing or decreasing the hydraulic control and PRE-FILL time to improve the run-up and the shift feeling.

More specifically, the initial control duty is increased or decreased to match the actual shift time and the target shift time in order to improve the shift feeling, and the run-up criterion is not to judge whether the actual run up has occurred, but to control the feedback at the actual shift. It is determined that the run-up is longer than the predetermined time and the tie-up is shorter than the predetermined time based on the holding time at the stage before the start of the operation.

However, as mentioned above, when mechanical coordination between the engine and the automatic transmission is not achieved in the 2 → 3 shift control process, a runup may occur physically while the last time is shorter than the target. The actual shift time measured is shorter than the target shift time.

In this way, it is actually a run-up, and the transmission control unit determines that it is a tie-up, thereby reducing the prefill time, further increasing the run-up, and increasing the control hydraulic pressure to increase the actual shift time, thereby further increasing the run-up. A case arises in which this cannot be improved.

Since the run-up is fatal to the clutch life, the run-up must be suppressed by increasing the control hydraulic pressure and increasing the inclination of the duty output to shorten the target time in the last step. There is a problem that makes it difficult.

Therefore, the present invention has been invented to solve the above problems, an object of the present invention, by reducing the run-up in the 2 → 3 upshift shifting process by the total control with the engine and by promoting the stabilization of the learning, To provide a shift control method during a 2 → 3 upshift.

1 is a general block diagram of a system for operating the present invention.

Figure 2 is a logic diagram at the time of 2 → 3 shift in accordance with the present invention.

3 is an operational flowchart according to the present invention.

In order to realize this, the present invention includes a first step of determining a learning zone based on an electrical signal according to an opening amount of a throttle valve when a 2 → 3 upshift determination is made;

A second step of performing learning zone determination and correction control according to the throttle opening amount when the learning zone is determined in the first step;

After the implementation of the second step, and the third step of performing the learning zone and the total control in accordance with the throttle opening amount provides a shift control method for the 2 → 3 upshift of the vehicle automatic transmission.

After the third step, if it is determined that the actual shift time is greater than the target shift time, determining whether the value of the actual turbine speed-the target turbine speed is greater than the "run-up setting speed" and prohibiting learning control. It provides a shift control method during 2 → 3 upshift of the automatic transmission for a vehicle, characterized in that further comprises.

After the third step, if it is determined that the actual shift time is smaller than the target shift time, it is determined that the value of "actual turbine speed-target turbine speed is greater than" runup set rotation speed ", the predetermined correction time It provides a shift control method during 2 → 3 upshift of the automatic transmission for a vehicle, characterized in that further comprising the step of applying at the next shift.

The rotational speed of the target turbine is characterized in that the second gear ratio * output rotational speed, in the first step it is determined whether the oil temperature is above the set value, if the condition is not satisfied, the TCU controls the fill time as the set value It provides a shift control method during 2 → 3 upshift of the automatic transmission for a vehicle, characterized in that further comprises a step.

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 for operating the present invention. When the driving state of the current vehicle is input to the ECU 20 from various sensors forming the engine control detection unit 10, the ECU 20 may display these. The engine is controlled to the optimum state by controlling the engine control driver 30 by comparing the information with previously input data.

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 and controlling the shift control driving unit 60, the optimum shift control is achieved.

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, 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.

In such a control system, it is ideal for the hydraulic control system to smoothly change the rotational speed of the turbine when controlling the engagement and release of the friction element.

FIG. 2 and FIG. 3 are logics of operation of 2 → 3 upshift according to the present invention and an operation flowchart thereof. First, when 2 → 3 upshift determination is made (S100), all shift stages are shifted down to 3 → 2 speed. It will be determined whether or not (S110).

In the step S110, it is determined whether the command of 2 → 3 upshift in the shifting process of 3 → 2 is made, because the control is performed differently from the case where the shift command is normally performed from 2 to 3 speed. .

If the condition in step S110 is satisfied, it is determined whether the oil temperature is greater than or equal to a set value (S120). If the condition is not satisfied in steps S110 and S120, the TCU controls the fill time according to the set value (S130). ).

When the condition is satisfied in step S120, the learning zone is determined (S140), and the learning zone is set to the set value (XT23JH) for section A of FIG. 2 by an electrical signal according to the opening amount of the throttle valve. Judgment is made by dividing B, C, and D.

When the learning zone is determined in step S140, it is determined whether the throttle opening amount is greater than or equal to the set value (S150). At this time, if it is determined that the throttle opening amount is greater than or equal to the setting value, the learning zone is determined and correction control according thereto is performed (S150). S160) and when the condition of step S150 is not satisfied, the correction amount for the section E of FIG. 2 is set to "0".

The learning zone determination and correction control in step S160 is correction control for how much the duty is to be lowered at the boundary between the sections D and E of FIG. 2, and the correction amount for the learning zone determined in step S140 is set. The control is performed by dividing the value XP23C3 into A, B, C, and D.

After the control of step S160 is performed again, it is determined whether the throttle opening amount is greater than or equal to the set value (170), and if it is determined that the throttle opening amount is greater than or equal to the setting value, the learning zone determination and total control according thereto are performed (S180). If the condition of step S170 is not satisfied, the total control for the section D of FIG. 2 is assumed to be "0".

The total control in step S180 controls the control time for the section D of FIG. 2 by dividing the reference value (XDTQITCU_UP23S) into A and B, and the total control by controlling the ignition timing of the engine to reduce the output of the engine, Increased duty control (lower control pressure) and at the same time lower fill slope.

When the control of the step S180 is completed, the value of "turbine rotation speed (Nt)-output rotation speed (No) * 2 speed transmission ratio" is larger than "runup setting rotation speed" to determine whether the current run up is being performed. When it is determined that the value is determined (S190), if it is determined to be small, it is determined whether the "segment D holding time" is larger than the "target D time period" (S200).

If the condition is determined in the steps S190 and S200, the time learning using the target shift time is prohibited (S210), thereby preventing it from being determined as a tie-up even though it is actually run-up.

In addition, when the condition in step S200 is not satisfied, it is determined whether the value of "turbine rotation speed (Nt)-output rotation speed (No) * 2 speed transmission ratio" is larger than "runup setting rotation speed" (S220). If this condition is satisfied, the run-up correction is stopped, and the Ta correction amount is applied for a predetermined time (20 ms) to be used at the next shift (S230). If the condition is not satisfied, the shift is ended (S240).

In the step S200, as described above, it may be determined whether the "segment D holding time" is larger than the "segment D target time", but it may be determined whether the "actual shift time" is smaller than the "target shift time". In step S220, as described above, it may be determined whether the value of "turbine rotation speed (Nt)-output rotation speed (No) * 2 speed shift ratio" is larger than "runup setting rotation speed", but "section D" It is also possible to determine whether the holding time of " is greater than " target time of section D ".

According to the control method described above, by controlling the engine to reduce the output of the engine before the actual turbine speed is reduced, the occurrence of run-up is suppressed. It is possible to achieve an improvement in shifting feeling by using "lower slope, lower initial fill time" and the like.

In addition, the criterion for the determination of the run-up also allows the TCU to recognize the actual physical run-up, and gives priority to learning to promote stability of the learning.

As described above, according to the present invention, the control of reducing the output of the engine in a timely manner is suppressed, and the occurrence of the run-up is suppressed. By giving priority, it is an invention which can aim at stability of learning.

Claims (5)

A first step of determining a learning zone according to an electrical signal according to the opening amount of the throttle valve, when 2 → 3 upshift determination is made; A second step of performing learning zone determination and correction control according to the throttle opening amount when the learning zone is determined in the first step; And a third step of performing the learning zone and the summation control according to the throttle opening amount after the execution of the second step. The method according to claim 1, after the third step, if it is determined that the actual shift time is greater than the target shift time, it is determined whether the value of "actual turbine speed-target turbine speed is greater than" runup set rotation speed "learning control The shift control method of 2 → 3 upshift of the automatic transmission for a vehicle, characterized in that further comprising the step of prohibiting. The method according to claim 1, after the third step, if it is determined that the actual shift time is smaller than the target shift time, it is determined that the value of "actual turbine speed-target turbine speed is greater than" runup set rotation speed "is determined to be large And a step of applying a predetermined correction time at the next shift. 2. The shift control method according to claim 2 or 3, wherein the target turbine rotational speed is a two-speed gear ratio * output rotational speed. The method of claim 1, wherein if the condition is not satisfied by determining whether the oil temperature is greater than or equal to the set value in the first step, the TCU further includes controlling the fill time according to the set value. 3 Shift control method during upshift.