KR100394685B1 - Method of learning semi-skip shift for 5-shift automatic transmission in a vehicle - Google Patents

Abstract

By shifting from the 5th to the 3rd or 2nd speed, the 4th speed shift and the 3rd or 2nd speed change are made at the same time, thereby minimizing the shifting time and improving the speed response. ;

In a shift control method for shifting to the third or second speed at the same time in the four-speed shift control process at the time of skip shifting from the fifth to the third or second speed,

A first step of determining whether the learning condition is satisfied when it is determined that the shift shift signal from the 5th speed to the 3rd speed or the 2nd speed in the current power-on state is issued when the shift command is issued during the 5th speed driving; A second step of determining whether the current learning amount is within an upper limit range when it is determined that the learning condition is in the first step; If the condition of the second step is satisfied, the learning target time lower limit value TobjL of the preceding control skips the time Tsb between the shift start time point SS2 of the peripheral speed and the time point SB2 at which mechanical shifting is not started. Semi-skip shift learning of a five-speed automatic transmission for a vehicle, comprising a third step of determining the learning amount Dmr _L by dividing into four cases compared to the learning target time upper limit value (TobjU) j of j and skip preceding control. Provide a method.

Description

Semi-skip shift learning method for 5-speed automatic transmission for vehicles {METHOD OF LEARNING SEMI-SKIP SHIFT FOR 5-SHIFT AUTOMATIC TRANSMISSION IN A VEHICLE}

The present invention relates to a semi-skip shift learning method of a five-speed automatic transmission for a vehicle. The present invention relates to a semi-skip shift learning method of a transmission.

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 operating principle has a friction element that is deactivated in the operating state when the shift to the target shift stage is performed, and a friction element that is converted from the deactivation 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 above, in the technical background of the present invention, the shift control of the automatic transmission includes upshift shift control in which shifting is sequentially performed from 1 forward speed to 4 speed or 5 speed according to the driving state of the vehicle, and 4 forward speed or Downshift shift control in which shifting is sequentially performed from 5 speed to 1 speed is performed, and kick down skip shift control in which down shift is performed from 4 speed or 5 speed to 2 speed and 3 speed to 1 speed is performed.

In the shift control process as described above, when the kick-down shift from the fifth speed to the third speed or the second speed to which the present invention is concerned, the shift is made to the third speed or the second speed after the first four speeds to reduce the shift shock. It is common to do

That is, in the case of the kick-down shift from the 5th speed to the 3rd speed or the 2nd speed, the secondary speed shifter is first controlled to shift to the 4th speed, and then the peripheral speed shift is controlled to shift to the 3rd speed or the 2nd speed.

However, in the above control, there is a problem that hold time is present in the last part of the sub transmission control and the control initial control part of the peripheral speed, so that the shift responsiveness is slowed and the engine speed retention phenomenon occurs during the hold time. Doing.

In particular, it takes a long time from the shift start of the peripheral speed to the mechanical shift start of the peripheral speed, resulting in a slow shift response, thereby impairing the feeling of shifting.

Therefore, the present invention has been invented to solve the above problems, the present invention is to make a four-speed shift and a three-speed or two-speed at the same time at the time of the skip shift from the fifth to third or second speed, The present invention provides a semi-skip shift learning method of a five-speed automatic transmission for a vehicle that can improve shift response by minimizing shift time.

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

2 is a shift pattern diagram for explaining the present invention.

3 is an operational flowchart according to the present invention.

In order to realize this, the present invention, in the shift control method such that the shift to the third or second speed at the same time in the four-speed shift control process at the time of skipping shift from the fifth to third or second speed,

A first step of determining whether the learning condition is satisfied when it is determined that the shift shift signal from the 5th speed to the 3rd speed or the 2nd speed in the current power-on state is issued when the shift command is issued during the 5th speed driving;

A second step of determining whether the current learning amount is within an upper limit range when it is determined that the learning condition is in the first step;

If the condition of the second step is satisfied, the learning target time lower limit value TobjL of the preceding control skips the time Tsb between the shift start time point SS2 of the peripheral speed and the time point SB2 at which mechanical shifting is not started. Semi-skip shift learning of a five-speed automatic transmission for a vehicle comprising a third step of determining the learning amount Dmr _L by dividing into four cases compared to j and the learning target time upper limit value (TobjU) j of skip ahead control. Provide a method.

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.

1 is a block diagram for operating the present invention, a throttle position sensor 4, a vehicle speed sensor 6, an inhibitor switch 8, an oil temperature sensor 10, an engine forming a vehicle state detection means 2; When the information required for shifting from the RPM sensor 12, pulse generators A, B 14, and the like is input to the transmission control unit (hereinafter, abbreviated as TCU), its TCU is compared with the data already inputted. By controlling the hydraulic control drive means (16) consisting of various transmission-related solenoid valves in the automatic transmission, the shift is performed.

Since the functions of the respective sensors 4 to 14 forming the vehicle state detecting means 2 are well known in the art, a detailed description thereof will be omitted, and the detecting means 2 may include the sensors 4 to 14. It is not limited only to).

And the hydraulic control drive means 16 refers to a plurality of solenoid valves disposed inside the transmission, in the present invention refers to a solenoid valve related to the release side.

As described above, the shift control according to the present invention is performed as shown in FIGS. 2 and 3 in the process of shifting by controlling the hydraulic control driving means 16 based on the signal input from the vehicle state detecting means 2. will be.

FIG. 2 and FIG. 3 are a duty pattern and a flowchart of an operation during a kick down skip shifting from the fifth to third or second speed according to the present invention. First, the duty control pattern will be described. As shown in FIG. When the shift command SS is issued, the duty control of the release side of the sub transmission part is started.

At this time, first, the release control of the release side friction element operated at the 5th speed is started like the a duty pattern in FIG. 2, and then the engagement control of the engagement side friction element newly operated at the 4th speed is performed. The b pattern is performed.

In the shift control to the 4th speed, the release frictional element of the peripheral speed is released as shown in the c pattern of FIG. 2, and after the shift of the sub transmission is completed, the friction element operated at the 2nd or 3rd speed is combined. The duty control is performed in the same pattern as d of FIG. 2 so that a skip shift is made from 5 to 2 or 3 speed.

In other words, the shift is made to the target shift stage after the fourth shift in the skip shifting from the fifth to the second or the third speed, wherein the shift to the fourth speed is made by the sub transmission part.

In the above, the release duty control of the peripheral speed portion starts at a constant reference point A after the turbine speed Nt starts to increase by starting mechanical shifting in the shift control process of the auxiliary speed portion.

The reference point (A) in the above is a three-speed shift start point in the four-speed shift process, the three-speed shift start point (A) in the four-speed shift process is determined by the change in the turbine speed (Nt) This is the time when the resultant value of K (peripheral transmission release control start determination target Nt coefficient) x No (output rotational speed) becomes less than or equal to Nt (actual turbine rotational speed). As the viewpoint A, the control of the sub transmission part and the release duty control of the peripheral speed part are simultaneously performed.

Moreover, when starting duty at point A, the duty ratio {(Dmr) j} at point B is obtained by [(Dmro) j + (Dmr _L ) j] x K _E + ΔD _T.

In the above, (Dmro) j is the output duty default value is set by 16 divided and mapped default value for Nt of 2nd and 3rd speed, (Dmr _L ) j is the output duty rate learning value, K _E is the correction factor of the engine speed ΔD _T is the oil temperature correction coefficient and j refers to the second and third speeds.

After the duty ratio is determined and output in the same manner as described above, the reverse slope duty ratio {(dDmr) j} decreases until the peripheral speed shift command SS2 is generated, and at this time, the minimum duty before the peripheral speed shift command SS2 is output. If it is lower, the minimum duty is maintained up to the peripheral speed shift command (SS2), and the minimum duty is output to the mechanical shift start point (SB2) at the peripheral speed with the corresponding slope (dDmr) j at the same time as the peripheral speed shift command (SS2) output. Decrease.

In the process of shifting through the above process, it is determined that the four-speed shift of the sub transmission part is completed, and when the shift command SS2 of the peripheral speed is given, the coupling side hydraulic duty (d) operating at the second or third speed is applied. The output is shifted to 3 speed or 2 speed.

In this kick-down shift control process, the present invention shifts the speed Tsb from the shift start time point SS2 of the peripheral speed to the time point SB2 at which the mechanical shift starts to be made by comparing the target time with the target time. This is to improve responsiveness.

Looking at this in more detail, the learning control is carried out in the operation flow as shown in FIG.

That is, if the transmission command is issued in the process of comparing and determining the input signal in the transmission control unit (TCU) while the vehicle is driving at 5 speed, the speed is changed from 5 speed to 3 speed or 2 speed in the current power-on state. It is determined whether the skip shift signal is applied (S100).

If it is determined in step S100 that 5 → 3 or 2 speed kick down skip shift, it is determined whether the current learning condition (S110).

In the above learning conditions, the elapsed time from the completion of the previous shift to the start of the current shift, the oil temperature, the throttle opening amount and the change amount from the start of the secondary transmission (SS1) and the mechanical shift start (SB2) of the peripheral speed are constant. It is determined whether it is above the standard.

Of course, each element of the learning condition is not defined as a certain element, but may vary according to the characteristics required by the vehicle.

If it is determined in step S110 that the learning condition, it is determined whether the current learning amount is within the upper limit range (± 12.5%) (S120).

The upper limit of the learning amount described above as ± 12.5% is not limited thereto and may vary depending on the vehicle model.

If the condition is satisfied in step S120, the time Tsb between the shift start time point SS2 of the peripheral speed portion and the time point SB2 at which mechanical shifting starts to be made is set as the target time TobjL j and TobjU j. Compared with, it is divided into four cases to determine the learning amount (Dmr) _L.

In the above description, (TobjL) j is a learning target time lower limit value of skip ahead control, and (TobjU) j is a learning target time upper limit value of skip ahead control.

If the condition is satisfied at step S120, the first case first determines whether Tsb is smaller than (TobjL) j (S130). If this condition is satisfied, [(Dmr) _L ] new (learning amount) is determined as [(Dmr). _L ] old (priority learning amount) + (Dmr) _L (calculates skip learning control one time learning amount lower limit value), and returns it (S140).

If the condition is not satisfied at step S120, it is determined whether Tsb is greater than or equal to (TobjL) j and less than (TobjU) j as the second case (S150). If this condition is satisfied, [(Dmr) _L ] new (learning amount) is calculated as [(Dmr) _L ] old (preceding learning amount) + 0% (S160) and returned.

If the condition is not satisfied in step S150, the third case determines whether Tsb is equal to or greater than (TobjU) j (S170). If this condition is satisfied, [(Dmr) _L ] new (learning quantity) Dmr) _L ] old (preceding learning amount)-Calculates as (Dmr) _L (skip preceding control one time learning amount lower limit value), and returns it (S180).

If the condition is not satisfied in step S170, it is determined whether the sub-shift part release-side control duty is less than or equal to the minimum duty before the start of the shift of the peripheral speed part (SS2) to the fourth case (S190). Dmr) _L ] new (learning amount) is calculated as [(Dmr) _L ] old (preceding learning amount) + Δ (Dmr) _H (upper learning amount upper limit of one skip prior control) and returned (S200).

That is, the calculation of the learning amount by the first, second, third, and fourth cases above means that the reference value of Tsb is skipped between the learning target time lower limit value TobjL j of the skip ahead control and the learning target time upper limit value TobjU j of the skip ahead control. This is to ensure that learning is done within this range in the set state.

Accordingly, in the first case, since the current Tsb is less than the learning target time lower limit value (TobjL) j of skip ahead control, the learning amount is calculated by adding Δ (Dmr) _L (lower learning amount lower limit of one time of skip ahead control). In the second case, since the current Tsb is within the range of the learning target time limit TobjL j of skip ahead control and the learning target time limit top limit TobjU j of skip ahead control, there is no correction amount.

In the third case, since the current Tsb is equal to or greater than the learning target time upper limit value (TobjU) j of skip ahead control, the learning amount is calculated by subtracting Δ (Dmr) _L (lower learning amount lower limit of one skip ahead control). The fourth case is calculated by adding Δ (Dmr) _H (upper skip learning control upper limit of learning amount) as a case where the sub transmission release control side falls below the minimum duty before the start of the speed shift (SS2).

In addition, when the learning amount is set irrespective of the turbine rotation speed, a shift shock may occur, so that each of 5 → 3 and 5 → 2 is divided into three zones according to Nt at A point. Zone ZONE is when the turbine speed Nt at point A is 1530 RPM or less, and in the second zone, the turbine speed Nt at point A is 1530 RPM or more and 1800 RPM or less, and the third zone is the turbine at point A. It is set as a reference when the rotation speed Nt is 1800 RPM or more and 2000 RPM or less.

Of course, the limitation of the turbine rotation speed is not limited to the number, but may vary depending on the vehicle and its characteristics.

As described above, according to the present invention, the shift hold time can be reduced by simultaneously performing the shift control of the sub transmission part and the shift speed of the peripheral speed at the time of skipping shifting from the fifth speed to the second speed or the third speed.

In addition, by controlling the hold time from the start of the shift of the peripheral speed to the mechanical shift within a predetermined time, it is possible to improve the speed change response and the speed change.

Claims (8)

In a shift control method for shifting to the third or second speed at the same time in the four-speed shift control process at the time of skip shifting from the fifth to the third or second speed, A first step of determining whether the learning condition is satisfied when it is determined that the shift shift signal from the 5th speed to the 3rd speed or the 2nd speed in the current power-on state is issued when the shift command is issued during the 5th speed driving; A second step of determining whether the current learning amount is within an upper limit range when it is determined that the learning condition is in the first step; When the condition of the second step is satisfied, the learning target time lower limit value TobjL of the skip preceding control is set to the time Tsb between the shift start time point SS2 of the peripheral speed and the time point SB2 at which mechanical shifting starts to be made. j) and a third step of determining the learning amount Dmr _L in comparison with the learning target time upper limit value TobjU j of the skip preceding control. The method of claim 1, further comprising: a third step of calculating a learning amount by determining that Tsb is the first case when the Tsb is less than the learning target time lower limit value TobjLj of skip ahead control; If the condition of the first case is not satisfied in step 3a, it is determined whether Tsb is within the learning target time upper limit value (TobjL) j of the skip preceding control and the learning target time upper limit value (TobjU) j of the skip preceding control. A third step of calculating a learning amount by determining a second case; If the condition of the second case is not satisfied in step 3b, it is determined whether Tsb is abnormal to the learning target time upper limit value TobjU j of skip ahead control, and when the condition is satisfied, it is determined as the third case to calculate the learning amount. Step 3c and If the third case condition is not satisfied in step 3c, it is determined whether the sub-shift part release-side control duty is less than or equal to the minimum duty before the shift start of the peripheral speed shift (SS2). Semi-skip shift learning method of a five-speed automatic transmission for a vehicle, characterized in that the third step of calculating. The method of claim 2, wherein the learning amount [(Dmr) _L ] new of step 3a is calculated as [(Dmr) _L ] old (preceding learning amount) + Δ (Dmr) _L (low skip learning control one time learning amount lower limit value). Semi-skip shift learning method for a five-speed automatic transmission for a vehicle. The method according to claim 2, wherein the learning amount [(Dmr) _L ] new of step 3b is calculated as [(Dmr) _L ] old (preceding learning amount) + 0%. . The method according to claim 2, wherein the learning amount [(Dmr) _L ] new of step 3c is calculated as [(Dmr) _L ] old (preceding learning amount)-Δ (Dmr) _L (lower learning amount one-time learning lower limit value). Semi-skip shift learning method for a five-speed automatic transmission for a vehicle. The learning amount [(Dmr) _L ] new of the 3d step is calculated as [(Dmr) _L ] old (preceding learning amount) + Δ (Dmr) _H (upper limit of one learning amount skip ahead control). Semi-skip shift learning method for a five-speed automatic transmission for a vehicle. The method of claim 1, wherein the learning amount determined in the third step is divided into three zones according to the turbine rotational speed at the start of the third speed shift in the fourth speed shifting process for each of 5 → 3, 5 → 2. Semi-skip shift learning method for a five-speed automatic transmission for vehicles. The first zone ZONE has a turbine speed Nt of 1530 RPM or less at the start point of the third speed shift in the fourth speed shifting process, and the second zone has a three speed shift in the fourth speed shifting process. Turbine rotation speed (Nt) at the starting point is 1530 RPM or more and 1800 RPM or less, and the third zone is set based on when turbine rotation speed (Nt) is 1800 RPM or more and 2000 RPM or less at the three speed shift start point in the four-speed shift process. Semi-skip shift learning method of a five-speed automatic transmission for a vehicle, characterized in that.