KR100387797B1 - Shift controlling devise and the method for auto transmission of vehicle - Google Patents

Abstract

Performs real-time run-up and tie-up correction when run-up or tie-up occurs according to power-on 2 → 3 up-shift control during 2-speed driving, and improves clutch aging, durability and shifting feeling by changing initial fill time For the purpose;

Vehicle driving state 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 means to receive the signal detected by the vehicle driving state detecting means, 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. After inputting engine speed, brake pedal operation status and shift lever position, if power-on 2 → 3 upshift control condition is determined during 2nd speed driving, open-loop duty control is performed, and a total control signal is output at the end. After start of feedback control, if run-up to tie-up occurs while performing the feedback-duty control, the duty learning is prohibited, the run-up to tie-up control subroutine is performed, and the initial duty is learned. A shift control means for releasing the total control when the shift synchronism completion is determined, and then ending the duty control when a predetermined set time has elapsed; Engine control means for reducing the output of the engine in synchronization with the sum control signal output from the shift control means and for outputting a predetermined engine control signal for controlling the ascendant control of the reduced engine output normally in synchronization with the sum control release signal; ; 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 a corresponding friction element, and to a predetermined engine control signal output from the engine control means. This reduces the output of the engine and raises it to a normal state, and is provided as driving means for performing a power-on 2? 3 upshift.

Description

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

The present invention relates to a power-on 2 → 3 upshift control device and a method thereof for an automatic transmission for a vehicle. More particularly, the present invention relates to a power-on 2 → 3 upshift control in a two-speed vehicle. Power-on 2 of the automatic transmission for a vehicle which performs total control before shifting, shifting by feedback control, and shift control without shift shock depending on a run-up or tie-up occurrence condition during feedback control. An upshift control device and a method thereof.

For example, the automatic transmission applied to a vehicle is controlled by the shift control device controlling a plurality of solenoid valves to control hydraulic pressure according to the driving speed of the vehicle, the opening ratio of the throttle valve, and various detection conditions. 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 according to the driving state of the vehicle upshift shift control in which the shift is sequentially made from the 1st speed, which is the full speed, to 4th speed, and 1 from the 4th forward speed. There are downshift shifting control in which shifting is sequentially performed up to a second speed, and downskip shifting control in which downshifting is performed from 4 speeds to 2 speeds, 3 speeds to 1 speed, and the like. Related.

That is, when the power-on 2 → 3 up-shift control is performed according to the driver's acceleration intention during the second speed driving, as shown in FIG. 8, the duty value and fill preset with the initial duty of section A are stored in the memory. It outputs in time, and in the B, C, and D sections, the target turbine change rate is compared with the actual turbine change rate, the feedback control is performed, the total control is performed, and the power-on 2 → 3 upshift control is performed.

When run-up or tie-up occurs during the feedback control, the fill time of the A section is corrected by the 2 → 3 run-up prevention control logic. In addition, the initial set duty is compared to the target shift time and the actual shift time, and it is adjusted to the next time.

However, the conventional method has a run-up and tie-up control method when a run-up or tie-up occurs during actual driving, but since the real-time correction is not performed, the variation of the initial fill time compensation is limited, so the run-up It is severely generated, and excessive clutch wear occurs, which impairs durability and reduces a feeling of shifting.

Accordingly, an object of the present invention is to solve the above problems, and performs real-time run-up and tie-up correction when run-up or tie-up occurs according to power-on 2-> 3-up shift control during two-speed driving, An object of the present invention is to provide an apparatus and a method for controlling a power-on 2 to 3 upshift of an automatic transmission for a vehicle which can improve clutch aging and durability by improving an initial fill time holding time and improve a shifting feeling.

The present invention for achieving the above object,

Vehicle driving state 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 means to receive the signal detected by the vehicle driving state detecting means, 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. After inputting engine speed, brake pedal operation status and shift lever position, if power-on 2 → 3 upshift control condition is determined during 2nd speed driving, open-loop duty control is performed, and a total control signal is output at the end. After start of feedback control, if run-up to tie-up occurs while performing the feedback-duty control, the duty learning is prohibited, the run-up to tie-up control subroutine is performed, and the initial duty is learned. A shift control means for releasing the total control when the shift synchronism completion is determined, and then ending the duty control when a predetermined set time has elapsed;

Engine control means for reducing the output of the engine in synchronization with the sum control signal output from the shift control means and for outputting a predetermined engine control signal for controlling the ascendant control of the reduced engine output normally in synchronization with the sum control release signal; ;

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 a corresponding friction element, and to a predetermined engine control signal output from the engine control means. Thereby reducing the output of the engine and raising it to a steady state, and driving means for performing a power-on 2-> 3 upshift.

Another invention for achieving the above object,

If the accelerator pedal according to the driver's acceleration will be operated in the vehicle traveling at two speeds, comparing and determining whether the power-on 2? 3 upshift condition is satisfied;

If the power-on 2 → 3 upshift condition is satisfied in the above step, maintaining the open loop initial duty Da1, the medium duty Da2, and the late duty Da3 for a predetermined first, second, and three hours, and learning the terminal duty output time. ;

Outputting total control and initiating a feedback control when the off-loop duty output is completed in the above step;

When the feedback control is started in this step, it is determined whether the run-up or tie-up has occurred. When the run-up or tie-up has been determined, the shift time learning is prohibited and the run-up to Performing a tie-up control subroutine, correcting and learning an initial fill time;

If the run-up to tie-up control subroutine is terminated in the above step, continuing to perform the feedback control and determining transmission completion;

When it is determined in the above step that the transmission is completed, the summation control is terminated, and after a predetermined fourth set time, the power-on 2?

1 is a hydraulic circuit diagram of an automatic transmission for a vehicle applied to the present invention.

Fig. 2 is a block diagram of a power-on 2 → 3 upshift control device of an automatic transmission for a vehicle applied to the present invention.

3 is a flowchart illustrating a method of operating a power-on 3 → 3 upshift control method of an automatic transmission for a vehicle applied to the present invention.

Figure 4 is a flow chart of the run-up control subroutine operation of the automatic transmission for a vehicle applied to the present invention.

Figure 5 is a flow chart of the tie-up control subroutine operation of the automatic transmission for a vehicle applied to the present invention.

6 is a power on 2 → 3 upshift control duty pattern diagram of an automatic transmission for a vehicle according to the present invention.

Figure 7 is a turbine speed target slope correction graph in accordance with the present invention.

8 is a conventional power on 2 → 3 upshift control duty pattern diagram.

<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 motion detection unit 150: shift lever position detection unit

160: oil temperature detection unit 200: shift control means

300: engine control means 400: drive means

410: first drive unit 420: second drive unit

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

1 shows an example of a hydraulic control system to which the present invention is applied. Looking at the hydraulic system configuration thereof, a torque converter 102 receives torque from an engine and converts torque to a transmission side, and the torque converter and the gear stage. It includes an oil pump 104 for generating and discharging the oil required for control and the oil required for lubrication.

In the pipeline 106 through which the hydraulic pressure generated from the oil pump 104 flows, a pressure regulating valve 108 for making the oil flowing along the pipeline to a constant pressure, and a torque for constantly adjusting the pressure of the torque converter and the lubricating oil. The converter control valve 110 and the damper clutch control valve 112 for increasing the power transmission efficiency of the torque converter are connected.

And some of the oil produced from the oil pump 104, the reducing valve 114 to maintain the pressure at all times lower than the line pressure, and a manual valve for switching the flow path while interlocking depending on the position of the selector lever in the driver's seat The constant hydraulic pressure supplied to 116 and depressurized by the reducing valve 114 is supplied to the first pressure control valve 118 and the second pressure control valve 120 to be used as the shift stage control pressure.

A part of the hydraulic pressure supplied to the first and second pressure control valves 118 and 120 is supplied to the NR control valve 122 which reduces shift shock when the mode is changed from the neutral range to the reverse range, and the manual valve ( The first shift control solenoid valve (SCSV-A) and the second shift control solenoid controlled on / off by the transmission control unit in the pipeline 124 through which hydraulic pressure flows when the 116 is in the travel (D) range. The shift control valve 126 which switches the flow path by the action of the valve SCSV-B communicates with each other to achieve manual and automatic shift control together with the manual valve 116 described above.

In addition, the shift control valve 126 is connected to the second speed pipe 128, the third speed pipe 130, and the fourth speed pipe 132, and the first speed pipe 134 is branched on the pipe 124. Line pressure is supplied to the first and second pressure control valves 118 and 120, and the first and second pressure control valves 118 and 120 are first and second pressure control solenoid valves (PCSV-A) (PCSV-). The flow path is switched by B) so that the first pressure control valve 118 supplies the control pressure to the friction element during the shift control, and the second pressure control valve 120 acts as an input element of the first speed stage. ) To drive pressure.

And the 2nd speed line 128 of the shift control valve 126 is supplied to the left end port of the 1-2 shift valve 136, and this valve is controlled, and the 3rd speed line 130 is two line 138 ( Branched to 140, the first branch pipe 138 is supplied to the left end port of the 2-3 / 4-3 shift valve 142 to control the valve, the second branch pipe 140 is The distal end is branched to supply hydraulic pressure to the end clutch valve 145 and the high low pressure valve 146.

In addition, the four-speed pipe 132 is in communication with the left end port of the rear clutch release valve 148 and the right end of the 2-3 / 4-3 shift valve 142 to control these valves, a part of the hydraulic distribution means The fail-safe function is the most ideal gearshift stage when a stick phenomenon occurs between the valve and at least two friction elements, the inability of the transmission control unit (hereinafter referred to as TCU) or the respective valves forming the hydraulic distribution means. The fail-safe valve 150 is disposed as a safety means to perform the operation.

A timing control conduit 152 is connected to the manual valve 116 and uses hydraulic pressure flowing along the conduit as a control pressure of the control switch valve 144, and is disposed on the timing control conduit 152. Controlled by a shift control solenoid valve (SCSV-C).

And when the manual valve 116 is in the reverse (R) range, the hydraulic pressure supplied to the reverse first control conduit 154 is front via the rear clutch release valve 148 and the 2-3 / 4-3 shift valve 142. A low-reverse brake that enables hydraulic pressure to be supplied to the clutch C4 and at the same time the hydraulic pressure supplied to the reverse second control conduit 156 acts as a reaction element in the reverse shift stage via the 1-2 shift valve 136. Hydraulic pressure is supplied to C5, and a part of the hydraulic pressure supplied to the front clutch C4 can be simultaneously supplied to the release side chamber h2 of the kick-down servo C2.

In addition, the end clutch valve 160 which can be controlled by the end clutch C3 operating pressure on the second branch conduit 140 of the three-speed conduit 130 supplying the three-speed pressure to the control switch valve 144. Was placed.

The control switch valve 144 is controlled by the third shift control solenoid valve (SCSV-C) while kicking down the second speed line 128 of the shift control valve 126 at 2, 3, and 4 speeds. The actuating side chamber of the kick-down servo C2 is supplied to the actuating side chamber h1 of (C2) and supplied with the control pressure of the first pressure control valve 118 via the 1-2 shift valve 136. (h1) or the end clutch C3.

With this configuration, the rear clutch C1 operates at the first forward speed, the rear clutch C1 and the kick-down servo C2 operate at the second speed, and the rear clutch C1, the end clutch C3, And the front clutch (C4) is operated, the shift is made while the kick-down servo (C2) and the end clutch (C3) in the fourth speed.

2 is a block diagram of a power-on 2 → 3 upshift control device 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 the driving state of the vehicle. The shift control apparatus 200 outputs a predetermined control signal to the vehicle driving state detecting apparatus 100 to receive the signal detected by the vehicle driving state detecting apparatus 100, and is synchronized with the control signal. Open-loop duty when the power-on 2 → 3 upshift control condition is determined during two-speed driving by inputting the shift mode state, the throttle valve opening, the output shaft speed, the engine speed, the brake pedal operation state, and the shift lever position of the vehicle. When the control is performed, the total control signal is output at the end, and after the start of the feedback control, the feedback duty control is performed and run-up or tie-up occurs. , Prohibiting the duty learning, performing the run-up or tie-up control subroutine, learning the initial duty, and when the shift synchronization completion is determined, canceling the total control, and then, if a predetermined set time elapses, Ending the duty control, the engine control device 300 reduces the engine output in synchronization with the total control signal output from the shift control device 200, and normalizes the reduced engine output in synchronization with the total control release signal. Outputs a predetermined engine control signal for the rising control, the drive unit 400 is duty controlled by a predetermined shift control duty control signal output from the shift control device 200 to discharge the hydraulic pressure supplied from the oil pump Supply and release to the friction element, reduce the output of the engine to the normal state by the predetermined engine control signal output from the engine control device 300 It performs a power-on upshift 2 → 3.

In the above, the vehicle driving state detection device 100 includes a throttle valve opening amount detection unit 110 is applied when the shift stage is determined by detecting the opening amount of the throttle valve to be interlocked according to the accelerator pedal operation state of the 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; A shift lever position detection unit 150 for detecting a position changed according to a driver's shift lever operating state; It is provided with an oil temperature detection unit 160 for detecting the oil temperature of the running vehicle to apply to the vehicle shift control.

In this case, the driving device 400 is the kick-down servo of the rear clutch C1 and the kick-down servo C2, which are friction elements operated at a second speed in synchronization with the duty control signal output from the shift control device 200. An agent that releases and controls the line pressure of the beam C2 and jointly controls the line pressure of the front clutch C4 among the rear clutch C1, the end clutch C3, and the front clutch C4 operated at three speeds. 1 driving unit 410; In order to reduce the output torque of the engine in synchronization with the engine reduction request signal output from the engine control device 300, and to raise the output torque of the engine to a normal state in synchronization with the engine low detection request signal, an ignition timing, fuel injection, or the like. It consists of a second driving means 420 to adjust the.

A description will be given with reference to FIGS. 3 to 7 to which the power-on 2-&gt; 3 upshift control method of the vehicular automatic transmission having the above-described configuration is attached.

When the vehicle starts to travel, the vehicle driving state detecting apparatus 100 detects the throttle valve opening degree, the output shaft rotation speed, the engine rotation speed, the accelerator pedal operation state, the shift lever position, the 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, the output shaft speed, the engine speed, the accelerator pedal operation state, the shift lever position, and the accelerator pedal operation state detected in synchronization with each other are output.

When the accelerator pedal operation according to the driver's acceleration will be made in the vehicle traveling at two speeds, the shift control apparatus 200 may output the throttle valve opening degree, the output shaft rotation speed, the engine rotation speed, The accelerator pedal operation state, the shift lever position, and the accelerator pedal operation state are input to determine whether the power-on 2 → 3 upshift condition is satisfied (S100, S110).

When it is determined that the power-on 2? 3 upshift condition is satisfied, the shift control apparatus 200 sets the initial duty Da1 of the open loop of the section A as shown in FIG. 6 to a predetermined first set time T1. Output and maintain during (S120).

When the output of the initial duty Da1 of the section A is completed, the shift control apparatus 200 sets the medium-term duty Da2 of the section B to the power-on 2 → 3 upshift control method preset in the memory for a predetermined second set time (T2). ), And then the terminal duty Da3 of the C section is outputted for the third predetermined time T3, and the output time of the terminal duty Da3 is actually measured and stored (Ta).

Subsequently, when the open loop control (from section A to section C) ends, as shown in FIG. 6, the shift control apparatus 200 is configured to reduce the shift shock during power-on 2 → 3 upshift. The total control request signal for reducing the output is output to the engine control apparatus 300, and the feed back control start signal of the section D for power-on 2-&gt; 410) (S150).

As shown in FIG. 7, the feedback control start signal of section D is a value obtained by subtracting a predetermined value of a map preset in a memory from an average slope dNt from a predetermined period of a target turbine change rate to a current period. Set to and print.

The learning about the target slope is replaced by Da1 learning when run-up or tie-up occurs for the shift time.

The engine control apparatus 300 may output a predetermined engine control signal for reducing the output of the engine generating a normal engine output torque in synchronization with the sum control request signal output from the shift control apparatus 200. Output to the second driver 420.

The first drive unit 410 of the drive means 400 is gradually synchronized with the duty control signal output from the shift control device 200, gradually supply the line pressure of the front clutch C4 shown in FIG. The line pressure of the engagement side chamber h1 of the down servo C2 is gradually released, and the line pressure is supplied to the end clutch C3.

At this time, the kick-down servo C2 is not completely released and remains in a sleep state.

The second driving unit 420 performs fuel injection and ignition timing control to reduce and control the normal engine output to a predetermined output torque in synchronization with a predetermined engine control signal output from the engine control apparatus 300.

In the sum total control request signal output graph section 1 shown in FIG. 6, an example for displaying that the sum total control request signals are output from the shift control apparatus 200 according to the type of engine in the time delay section of the dotted line. It is shown.

Subsequently, as the feedback control start signal is output in step S150, the shift control apparatus 200 determines whether or not a run-up has occurred according to the driver's accelerator pedal operation (S160).

The run-up occurrence determination may be determined based on a turbine speed Nt-an output shaft speed No x 2 speed gear ratio ≥ run-up determination setting reference value.

If the run-up occurrence is determined during the feedback control, the shift control apparatus 200 prohibits the shift time learning from the time when the run-up occurs, and executes the power-on 2? 3 up-shift run-up control subroutine. It performs (S170, S180).

However, if the run-up occurrence is not determined in the above, the shift control apparatus 200 determines whether the tie-up has occurred (S300).

The determination of the tie-up occurrence may be determined by the turbine speed Nt-the output shaft speed No x 2 speed gear ratio <tie-up determination setting reference value.

When the tie-up occurrence is determined in the above, the shift control apparatus 200 prohibits the shift time learning from the time when the tie-up occurs, and performs the power-on 2 → 3 upshift tie-up control subroutine (S310). S400).

However, if the run-up and tie-up occurrence is not determined in the above, or after the run-up and tie-up occurs, if the subroutine is completed and returned, the shift control apparatus 200 changes the shift stage to the target shift stage. The feed back control for completing the transmission is continued (S500).

Subsequently, the shift control apparatus 200 performing the feedback control to complete the shift to the target shift stage performs the feedback control and compares whether the transmission is completed (S510).

When the shift synchronism is determined as described above, the shift control apparatus 200 outputs a predetermined total control release request signal for releasing the total control to the engine control apparatus 300, and when the predetermined set time elapses, the power-on 2 → 3 upshift control is terminated (S520, S530).

The engine control device 300 synchronizes the sum control release request signal output from the shift control device 200 to generate a predetermined engine control signal for normally raising the output torque of the reducing engine. 2 outputs to the drive unit 420.

The first driving unit 410 of the driving means 400 is synchronized with the duty control signal output from the shift control apparatus 200, and the release side chamber h2 of the kick-down servo C2 shown in FIG. Line pressure is supplied to the front clutch to completely release the operation of the kick-down servo C2, and the front clutch C4 is coupled to the front clutch C4 by the line pressure supplied to the front clutch C4. Shift to 3 speed at.

The second driving unit 420 performs fuel injection and ignition timing control for controlling the output of the engine to be normally raised in synchronization with a predetermined engine control signal output from the engine control device 300.

In the above, the power-on 2 → 3 upshift run-up control subroutine ,

As shown in FIG. 4, when the power-on 2-&lt; 3 &gt; upshift run-up control subroutine is started, the shift control apparatus 200 sets a run-up control condition in order to prevent an error in the occurrence of a run-up. The determination is made again (S200, S210, S220).

If the run-up control condition due to the run-up is satisfied in the above, the shift control apparatus 200 corrects the feedback control duty to control and output to Da _R (S230).

The feedback control correction duty Da _R may be inferred from the current duty minus the first correction value.

The first correction value is a correction value preset in the memory for the run-up control.

Subsequently, the shift control apparatus 200 performs the feedback control using Equation 1 by using the corrected and outputted run-up duty Da _R as an initial value (S240).

Wherein (Da _R ) _n = (Da _R ) _n-1 + Ki * en,

e _n = Nt-(Nti + α),

Where Nt is the actual turbine speed,

Nti + α is the target turbine speed,

Output shaft speed (No) * This is the 2nd speed gear ratio.

Where Kp is proportional gain,

Kd is the derivative gain,

Ki is the integral gain,

Each gain value is set separately.

Wherein (Da _R ) ₀ is Da _R.

The feedback control (PID) control is applied to the preset power-on 2 → 3 up-shift feedback (PID) control, the existing target turbine change rate is applied by changing the target turbine speed.

Subsequently, the shift control apparatus 200 performs the run-up control with the feedback (PID) in the above and compares and determines whether the run-up release condition is satisfied (S250).

In the above-described run-up release condition determination, the run-up release is determined based on the turbine speed Nt-the output shaft speed No x 2 speed gear ratio <run-up determination setting reference value.

When the run-up release is determined as described above, the shift control apparatus 200 corrects the duty to return to the run-up and then learns by correcting the shift initial duty Da1 and the output time T1 (S260 and S270). ).

The run-up return duty is the run-up final duty (current duty) + the second correction duty.

In addition, the shift initial duty Da1 learning is corrected to the initial duty Da1 + α of the present time and applied to the next time.

In the above, the holding time T1 of the initial duty Da1 is corrected to the T1 basic value + current Ta learning value x correction value (0 to 1.0: initial value = 0), and the correction equation depends on the actual measurement time of the C section T3.

That is, the initial value of the output time T3 of the end duty Da3 of the C section is 80 ms, the maximum value is the initial value (80 ms) + the set reference value (480 ms) = 560 ms, and the minimum value has the initial value (80 ms).

When the actual measurement time of the C section is ≥ 480 ms, the correction formula of T1 is corrected to T1 = T1 basic value + current Ta learning value x correction value.

However, if the actual measurement time of the C section is <80 ms, the correction formula of T1 is corrected to T1 = T1 basic value-current Ta learning value x correction value.

When the initial duty Da1 learning is completed in the above, the shift control apparatus 200 returns to the power on 2? 3 up shift control routine.

In the above power-on 2 → 3 upshift tie-up control subroutine ,

As shown in FIG. 5, when the power-on 2-&lt; 3 &gt; upshift tie-up control subroutine is started, the shift control device 200 controls the tie-up control to prevent a misjudgment of a tie-up occurrence. It is determined again whether the condition is satisfied (S410, S420).

If the tie-up control condition due to the tie-up occurs is satisfied, the shift control apparatus 200 corrects the feedback control duty and controls the output to Da _T (S430).

In the above, the feedback control correction duty Da _T may be inferred as the current duty minus the first correction value.

The first correction value is a correction value preset in a memory for tie-up control.

Subsequently, the shift control apparatus 200 performs the feedback control (PID) using Equation 2 by using the tie-up duty Da _T as the initial value corrected and output (S440).

Where (Da _T ) _n = (Da _T ) _n-1 + Ki * en,

e _n = Nt-(Nti + α),

Where Nt is the actual turbine speed,

Nti + α is the target turbine speed,

Output shaft speed (No) * This is the 2nd speed gear ratio.

Where Kp is proportional gain,

Kd is the derivative gain,

Ki is the integral gain,

Each gain value is set separately.

Wherein (Da _T ) ₀ is Da _T.

The feedback control (PID) control is applied to the preset power-on 2 → 3 up-shift feedback (PID) control, the existing target turbine change rate is applied by changing the target turbine speed.

Subsequently, the shift control apparatus 200 performs the tie-up control with the feed back PID and determines whether the tie-up release condition is satisfied (S450).

In the above-described tie-up release condition determination, the tie-up release is determined based on the turbine speed Nt-the output shaft speed No x 2 speed gear ratio ≥ tie-up determination setting reference value.

When the tie-up release is determined as described above, the shift control apparatus 200 corrects the duty for returning to the tie-up, and then corrects and trains the shift initial duty Da1 and the output time T1 (S460 and S470). ).

The tie-up return duty is the tie-up final duty (current duty)-the first correction duty.

In addition, the shift initial duty Da1 learning is corrected to the initial duty Da1 + β of the present time and applied to the next time.

In the above, the holding time T1 of the initial duty Da1 is corrected to the T1 basic value + current Ta learning value x correction value (0 to 1.0: initial value = 0), and the correction equation depends on the actual measurement time of the C section T3.

That is, the initial value of the output time T3 of the terminal C duty cycle Da3 is 80ms, the maximum value is the initial time (80ms) + the set reference value (480ms) = 560ms, and the minimum value has the initial value (80ms).

When the actual measurement time of the C section is ≥ 480 ms, the correction formula of T1 is corrected to T1 = T1 basic value + current Ta learning value x correction value.

However, if the actual measurement time of the C section is <80 ms, the correction formula of T1 is corrected to T1 = T1 basic value-current Ta learning value x correction value.

When the initial duty Da1 learning is completed in the above, the shift control apparatus 200 returns to the power on 2? 3 up shift control routine.

Thus, by changing the fill time of the line pressure supplied to the front clutch C4 at the time of power-on 2 → 3 upshift according to the driver's acceleration in the vehicle driving at 2 speed, the mechanical inertia energy that the clutch should absorb during shifting The engine output is reduced to reduce the transmission shock during shifting, the target turbine rotation speed is set for real-time feedback control, and the real-time duty correction is performed when a run-up or tie-up occurs. Perform power-on 2 → 3 upshift control.

As described above, the apparatus and method for controlling the power-on 2 to 3 upshift of the automatic transmission for a vehicle include real-time run-up and tie-up when a run-up or tie-up occurs due to the power-on 2 to 3 up-shift control during two-speed driving. By performing the correction and changing the initial fill time holding time, there is an effect of improving clutch aging and durability and shifting feeling.

Claims (26)

Vehicle driving state 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 means to receive the signal detected by the vehicle driving state detecting means, 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. After inputting engine speed, brake pedal operation status and shift lever position, if power-on 2 → 3 upshift control condition is determined during 2nd speed driving, open-loop duty control is performed, and a total control signal is output at the end. After start of feedback control, if run-up to tie-up occurs while performing the feedback-duty control, the duty learning is prohibited, the run-up to tie-up control subroutine is performed, and the initial duty is learned. A shift control means for releasing the total control when the shift synchronism completion is determined, and then ending the duty control when a predetermined set time has elapsed; Engine control means for reducing the output of the engine in synchronization with the sum control signal output from the shift control means and for outputting a predetermined engine control signal for controlling the ascendant control of the reduced engine output normally in synchronization with the sum control release signal; ; 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 a corresponding friction element, and to a predetermined engine control signal output from the engine control means. And a driving means for reducing the output of the engine and raising the output to a normal state and performing power on 2 to 3 up shifts. 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; 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 lever position detector for detecting a position variable according to a driver's shift lever operating state; And an oil temperature detection unit for detecting an oil temperature of a running vehicle and applying the same to a vehicle shift control. If the accelerator pedal according to the driver's acceleration will be operated in the vehicle traveling at two speeds, comparing and determining whether the power-on 2? 3 upshift condition is satisfied; If the power-on 2 → 3 upshift condition is satisfied in the above step, maintaining the open loop initial duty Da1, the medium duty Da2, and the late duty Da3 for a predetermined first, second, and three hours, and learning the terminal duty output time. ; Outputting total control and initiating a feedback control when the off-loop duty output is completed in the above step; When the feedback control is started in this step, it is determined whether the run-up or tie-up has occurred. When the run-up or tie-up has been determined, the shift time learning is prohibited, Performing a tie-up control subroutine; If the run-up to tie-up control subroutine is terminated in the above step, continuing to perform the feedback control and determining transmission completion; If it is determined in the above step that the transmission is completed, the vehicle is characterized in that the total control is terminated after the predetermined fourth set time, the power-on 2 → 3 upshift control is terminated, and then returning to the main routine. Power-on 2 → 3 upshift control method of automatic transmission. 4. The method of claim 3, wherein the initial duty Da1 and the predetermined one set time are changed according to the last corrected learning value. 5. The method of claim 4, wherein the initial duty Da1 and the predetermined one set time correction learning are performed during run-up or tie-up control. The method of claim 1, wherein, after a predetermined third set time elapses after the terminal duty Da3 output, a feedback control is performed immediately. 4. The method of claim 3, wherein the run-up control subroutine further comprises: re-determining whether the run-up control condition is satisfied; If the run-up control condition due to the run-up is satisfied in the above step, correcting the feedback control duty and outputting the control by Da _R ; Apply the power-on 2 → 3 up-shift feedback (PID) control, which is set to the initial value of the run-up duty Da _R corrected in the above step, but changes the target turbine change rate to the target turbine rotation speed to feed back (PID). Performing control; Performing run-up control with a feedback (PID) in this step and comparing and determining a run-up release condition; If it is determined in the above step that the run-up release condition is satisfied, after the duty correction, the shift initial duty Da1 and the holding time T1 are corrected and learned and returned to the power-on 2 → 3 upshift control routine. Power-on 2 → 3 upshift control method of automatic transmission for vehicles. 8. The method of claim 7, wherein the feedback control duty correction is corrected by Da _R = current duty-first correction value. The method of claim 8, wherein the first correction value is a preset correction value in a memory. The method of claim 7, wherein the feedback control (PID) is performed by Equation 3 below. Wherein (Da _R ) n = (Da _R ) n-1 + Ki * en, en = Nt-(Nti + α), Where Nt is the actual turbine speed, Nti + α is the target turbine speed, Output shaft speed (No) * This is the 2nd speed gear ratio. Where Kp is proportional gain, Kd is the derivative gain, Ki is the integral gain, Each gain value is set separately. Wherein (Da _R ) ₀ is Da _R. 8. The vehicle according to claim 7, wherein the run-up release condition determination includes determining the run-up release by the turbine speed Nt-the output shaft speed No x 2 speed gear ratio < Power-on 2 → 3 upshift control method of automatic transmission. 8. The method of claim 7, wherein the run-up return duty is a run-up final duty (current duty) + a second correction duty. The method of claim 7, wherein the shift initial duty Da1 learning is corrected to the initial duty Da1 + α to be learned and applied to the next time. 9. 4. The method of claim 3, further comprising: re-determining whether the tie-up control subroutine satisfies a tie-up control condition; If the tie-up control condition due to the tie-up is satisfied in the above step, correcting the feedback control duty and controlling the output to Da _T ; Apply the power-on 2 → 3 up-shift feedback (PID) control, which is initially set to the tie-up duty Da _T corrected in the above step, but changes the target turbine change rate to the target turbine speed to feed back (PID). Performing control; Performing run-up control with a feedback (PID) in this step and comparing and determining whether a tie-up release condition is satisfied; If it is determined that the tie-up release condition is satisfied in the above step, after the duty correction, the shift initial duty Da1 and the holding time T1 are corrected and learned and returned to the power-on 2 to 3 upshift control routine. Power-on 2 → 3 upshift control method of automatic transmission for vehicles. 15. The method of claim 14, wherein the feedback control duty correction is corrected by Da _T = current duty + third correction value. 16. The method of claim 15, wherein the second correction value is a correction value preset in a memory. delete 15. The method of claim 14, wherein the feedback control (PID) is performed by the following equation (4). Where (Da _T ) n = (Da _T ) n-1 + Ki * en, en = Nt-(Nti + α), Where Nt is the actual turbine speed, Nti + α is the target turbine speed, Output shaft speed (No) * This is the 2nd speed gear ratio. Where Kp is proportional gain, Kd is the derivative gain, Ki is the integral gain, Each gain value is set separately. Wherein (Da _T ) ₀ is Da _T. 15. A vehicle according to claim 14, wherein the tie-up release condition determination includes determining the run-up release with a turbine speed Nt-output shaft speed No x 2 speed gear ratio ≥ tie-up determination setting reference value. Power-on 2 → 3 upshift control method of automatic transmission. 15. The method of claim 14, wherein the tie-up return duty is a tie-up final duty (current duty)-fourth correction duty. 15. The method of claim 14, wherein the shift initial duty Da1 learning is corrected to the current initial duty Da1 + β and applied to the next time. 15. The power on of the automatic transmission according to any one of claims 7 to 14, wherein the correction of the holding time T1 of the initial duty Da1 is corrected by the basic value of T1 + the current Ta learning value x correction value. Upshift control method. 23. The method of claim 22, wherein the correction value is 0 to 1.0, and the initial value is 0. 23. The method of claim 22, wherein the correction formula is changed according to the actual measurement time of the end of the open loop section T3. 25. The power-on 2 → 3 upshift of the vehicular automatic transmission as set forth in claim 24, wherein the actual measurement time of the terminal section is corrected by the correction formula T1 = T1 basic value + current Ta learning value x correction value of T1. Control method. 25. The power-on 2 to 3 up of the automatic transmission according to claim 24, wherein when the actual measurement time of the terminal section is <80 ms, the correction equation T1 = T1 of T1 is corrected by the present time Ta learning value x correction value. Shift control method.