KR100410913B1 - Gear shifting control method for vehicle - Google Patents

Gear shifting control method for vehicle Download PDF

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Publication number
KR100410913B1
KR100410913B1 KR1019960081329A KR19960081329A KR100410913B1 KR 100410913 B1 KR100410913 B1 KR 100410913B1 KR 1019960081329 A KR1019960081329 A KR 1019960081329A KR 19960081329 A KR19960081329 A KR 19960081329A KR 100410913 B1 KR100410913 B1 KR 100410913B1
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South Korea
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speed
time
shift
range
signal
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KR1019960081329A
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Korean (ko)
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KR19980061950A (en
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이희용
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0096—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using a parameter map
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

PURPOSE: A shifting control method of a vehicle is provided to reduce shift shock and to improve responsiveness and shift quality in power-on downshifting from the 2-range into 1-range by compensating and learning downshifting. CONSTITUTION: Travel state is decided by detecting the travel detection signal of a vehicle, and downshifting from the 2-range into the 1-range is decided in satisfying the predetermined condition(S10-S60). A throttle position sensor signal is read in downshifting from the 2-range into the 1-range, and variables are set and a pressure control solenoid signal is output(S70-S100). Time is counted by deciding the end time of first shifting, and pressure is regulated after outputting solenoid valve control signals for first and second shift control(S110-S150). Solenoid valve signals for first and second shift control are output in detecting downshifting from the 3-range into the 1-range, and time is counted(S160-S180). The solenoid valve control signal for regulating pressure is output in case of count-time to be over the predetermined time, and time is counted in finishing shifting from the 3-range into the 2-range(S190-S230).

Description

차량의 변속제어방법{Gear shifting control method for vehicle}Gear shifting control method for vehicle

본 발명은 파워 온 다운 시프트의 2속→1속의 시프트 뭘리티 향상을 위한 dDDDNT량 보정 및 시프트 응답성 향상을 위한 dD량 학습방법을 추가한 차량의 변속제어방법에 관한 것이다.The present invention relates to a shift control method of a vehicle in which a dD DDNT amount correction for improving the shift performance of the 2nd to 1st speed of power on down shift and a dD amount learning method for improving the shift responsiveness are added.

일반적으로 자동변속기가 장착되어 있는 차량에서는 주행속도에 따라 설정되어 있는 변속 범위 안에서 유압을 제어하여 자동으로 목표 변속단의 변속기어가 동작된다.In general, in a vehicle equipped with an automatic transmission, the gear shift of the target shift stage is automatically operated by controlling the hydraulic pressure within the shift range set according to the traveling speed.

엔진의 출력 동력에 따라 토크 컨버터를 동작시켜 유체의 회전력을 제어하고, 차량의 동작 상태에 따른 해당 변속기어가 동작될 수 있도록 변속제어장치에서인가되는 제어신호에 따라 해당 밸브로 유압이 작용하여 변속동작이 이루어지게 된다.The torque converter is operated according to the output power of the engine to control the rotational force of the fluid, and the hydraulic pressure acts on the valve according to the control signal applied from the shift controller so that the shift gear according to the operating state of the vehicle can be operated. This is done.

그러나, 위와 같은 자동변속기 차량의 경우 목표 변속단이 변화할 때마다 작용하던 유압의 배출동작이 부드럽게 이루이지 않아 변속 쇼크가 발생하는 문제가 발생한다.However, in the case of the automatic transmission vehicle as described above, there is a problem that the shift shock occurs because the discharge operation of the hydraulic pressure is not smoothly performed each time the target shift stage is changed.

이러한 변속 쇼크는 차량의 승차감을 감소시키고 유압제어장치에 충격을 주는 문제가 있다.This shift shock has a problem of reducing the ride comfort of the vehicle and impact on the hydraulic control device.

따라서, 본 발명은 이와 같은 종래의 문제점을 해결하기 위하여 안출한 것으로서, 특히 파워 온 다운 시프트의 2속→1속의 시프트 퀄리티 향상을 위한 dDDDNT량보정 및 시프트 응답성 향상을 위한 dD량 학습방법을 실현하여 변속제어를 수행할 수 있도록 하는 차량의 변속제어방법을 제공하는데 그 목적이 있다.Accordingly, the present invention has been made to solve such a conventional problem, in particular, the dD DDNT amount correction for improving the shift quality of the second to first speed of power-on-down shift, and the dD amount learning method for improving the shift responsiveness. It is an object of the present invention to provide a shift control method for a vehicle that can realize shift control.

도 1은 본 발명에 따른 변속제어방법의 플로우 차트1 is a flow chart of a shift control method according to the present invention

도 2는 본 발명에 따른 변속제어방법의 컨트롤 다이어그램2 is a control diagram of a shift control method according to the present invention;

이와 같은 목적을 달성하기 위한 본 발명의 변속제어방법은 dDDDNT보정 플로우가 SB이후→Nt2검출→dDDDNT연산→DR-dD-dDDOWN출력하도록 이루어지고, dD학습 플로우가 SB점을 검출하고 전회 학습량을 확인한 후 DR-dD 출력하도록 이루어진 것을 특징으로 한다.In the shift control method of the present invention for achieving the above object, the dD DDNT correction flow is made after SB → Nt2 detection → dD DDNT operation → DR-dD-dD DOWN output, and the dD learning flow detects the SB point, After confirming the learning amount is characterized in that the DR-dD output.

이하, 본 발명의 실시예를 첨부한 도면을 참조하여 상세히 설명하면 다음과 같다.Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

도 1에 도시한 바와 같이, 시작(S10) 상태에서 자동차 주행 감지신호를 판독하고(S20), 자동차 주행상태를 판정한다(S30).As shown in FIG. 1, the vehicle driving detection signal is read in the start S10 state (S20), and the vehicle driving state is determined (S30).

그리고, 설정조건을 만족하는가를 판정하여 만족하면, 다운 시프트인가를 판정하고 다운 시프트이면 2속→1속인가를 판정한다(S40∼S60).If it is determined that the setting conditions are satisfied and satisfied, it is determined whether or not it is downshifted.

만일, 2속→1속이면 스로틀 포지션 센서신호를 판독하고 TH(%)를 판정한 후 변수값을 설정하고 압력제어 솔레노이드 신호를 출력한다(S70∼S100).If the speed is 2 speeds to 1 speed, the throttle position sensor signal is read, the TH (%) is determined, the variable value is set, and the pressure control solenoid signal is output (S70 to S100).

여기서, 상기 S100단계는 dDDDNT보정 플로우로 다음과 같은 과정을 수행한다.Here, the step S100 performs the following process as a dD DDNT correction flow.

즉, SB이후→Nt2검출→dDDDNT연산→DR-dD-dDDOWN출력한다.That is, after SB → Nt 2 detection → dD DDNT operation → DR-dD-dD DOWN output.

또한, S100단계에서 dD학습 플로우는 SB점을 검출하고 전회 학습량을 확인한 후 DR-dD 출력한다.In addition, in step S100, the dD learning flow detects the SB point, checks the previous learning amount, and outputs the DR-dD.

이후, 1차 변속 완료시기인가를 판정하여 맞으면 시간을 카운트하고 (S110,S120), 카운트된 시간이 설정시기보타 큰가를 판단하여 크면 2속→1속을 위한 제1,제2변속제어 솔레노이드 밸브 제어신호를 출력한 후 압력제어를 실시하고 상기 S20단계로 돌아간다(S140,S150).Thereafter, it is determined whether the first shift completion time is correct, and if the time is corrected (S110, S120), it is determined whether the counted time is greater than the set time, and if it is large, the first and second shift control solenoid valves for the second speed to the first speed are large. After the control signal is output, pressure control is performed and the process returns to step S20 (S140 and S150).

한편, 상기 S60단계에서 2속→1속이 아니면, 3속→1속인가를 판정하여 맞으면 3속→2속 위한 제1,제2변속제어 솔레노이드밸브 제어신호를 출력한다 (S160,S170).On the other hand, in step S60, if it is not 2 speed → 1 speed, it is determined whether or not 3 speed → 1 speed and if it is correct, the first and second shift control solenoid valve control signals for 3 speed → 2 speed are output (S160, S170).

다음, 시간을 카운트하여 카운트된 시간이 설정시간보다 큰가를 판정하여 작으면 계속 카운트를 하고 크면 압력제어 솔레노이드 밸브 제어신호를 출력하고 3속 →2속 변속완료인가를 판정하여 완료일 때 시간을 카운트하여 카운트된 시간이 설정시간보다 큰가를 판정하여 작으면 계속 카운트를 실시하고 크면 상기 S70단계로돌아간다(S180∼S230).Next, the time is counted to determine whether the counted time is greater than the set time. If it is small, counting is continued. If it is large, the pressure control solenoid valve control signal is output. It is determined whether the counted time is greater than the set time, and if it is small, counting continues.

즉, 본 발명에서의 dDDDNT량 보정방법은, 도 2에 도시된 바와 같이,변속완료점의 터빈 회전수(350rpm 시점)의 터빈 변화율(dNt1)과 변속완료점의 터빈 회전수 (200rpm 시점)의 터빈 변화율(dNt2)의 평균치(dNtm1)를 목표 터빈 변화율(dNti1)에 수렴시키기 위하여 dDDDNT량을 실시간으로 보정시킨다.That is, the method of correcting the dD DDNT amount in the present invention, as shown in Fig. 2, the turbine change rate (dNt1) of the turbine rotational speed (350 rpm point of time) and the turbine rotational speed (200 rpm point of time) of the shift completion point In order to converge the average value dNtm1 of the turbine change rate dNt2 to the target turbine change rate dNti1, the amount of dD DDNT is corrected in real time.

다시말해서, dDDDNT= KDDNT×(dNtm1-dNt1)+dDDDNTB가 된다.In other words, dD DDNT = K DDNT x (dNtm1-dNt1) + dD DDNTB .

여기서, KDDNT는 상수이다.Where K DDNT is a constant.

또한, dD량 학습방법은 변속개시 후 100ms 경과시점의 터빈 변화율(dNt3)과 200ms 경과시점의 터빈 변화율(dNt4)의 평균치(dNtm2)를 목표 터빈 변화율(dNti2)에 수렴시키기 위하여 dD량을 학습시킨다.In addition, the dD amount learning method trains the dD amount in order to converge the average value dNtm2 of the turbine change rate dNt3 at 100 ms and the turbine change rate dNt4 at 200 ms after the start of shifting to the target turbine change rate dNti2. .

다시 말해서, dDN+1= dDN+ΔdD가 되고, ΔdD = -KdD(dNtm2-dNti2)가 된다.In other words, dD N + 1 = dD N + ΔdD, and ΔdD = −K dD (dNtm2-dNti2).

여기서, N은 사이클 횟수를 나타낸다.Where N represents the number of cycles.

이상에서 설명한 바와 같이 본 발명에 따른 차량의 변속제어방법은 파워 온 다운 시프트의 2속→1속의 시프트 퀄리티 향상을 위한 dDDDNT량 보정 및 시프트 응답 성 향상을 위한 dD량 학습방법을 실현할 수 있어 양호한 변속제어를 수행할 수 있는 효과가 있다.As described above, the vehicle shift control method according to the present invention can realize a dD DDNT amount correction method for improving the shift quality of the 2nd speed to 1st speed of the power-on-down shift and a dD amount learning method for improving the shift responsiveness. There is an effect that can perform the shift control.

Claims (3)

자동차 주행 감지신호를 판독하여 주행상태를 판정하고 설정조건을 만족하고 다운 시프트일 때 2속→1속인가를 판정하는 제1단계(S10∼S60)와, 2속→1속이면 스로틀 포지션 센서신호를 판독하고 TH(%)를 판정한 후 변수값을 설정하고 압력제어 솔레노이드 신호를 출력하는 제2단계(S70∼S100)와, 1차 변속 완료시기인가를 판정하여 맞으면 시간을 카운트하다가 카운트된 시간이 설정시기보다 클 때 2속→1속을 위한 제1변속제어 솔레노이드 밸브 제어신호 및 제2변속제어 솔레노이드 밸브 제어신호를 출력한 후 압력제어를 실시하는 제3단계(S110∼S150)와, 상기 제1단계에서 2속→1속이 아니면 3속→1속인가를 판정하여 맞으면 3속→2속을 위한 제1변속제어솔레노이드 밸브 제어신호 및 제2변속제어 솔레노이드 밸브 제어신호를 출력하고 시간을 카운트하는 제4단계(S160∼S180)와, 카운트된 시간이 설정시간보다 클 때 압력제어 솔레노이드 밸브 제어신호를 출력하고 3속→2속으로 변속완료인가를 판정하여 완료일 때 시간을 카운트하다가 카운트된 시간이 설정시간보다 클 때 스로틀포지션 센세신호 판독단계로 돌아가는 제5단계(S190∼S230)로 이루어진 것을 특징으로 하는 차량의 변속제어방법.The first step (S10 to S60) of reading the vehicle driving detection signal to determine the driving state and satisfying the setting condition and determining whether the drive speed is the second speed to the first speed, and when the second speed to the first speed, the throttle position sensor signal is supplied. After reading and determining TH (%), the second step (S70 to S100) of setting the variable value and outputting the pressure control solenoid signal, and determining whether it is the first shift completion time or not, counts the time and then counts the time. A third step (S110 to S150) of performing pressure control after outputting the first shift control solenoid valve control signal and the second shift control solenoid valve control signal for the second speed to the first speed when the set time is greater than the set time; In step 1, if it is determined that 2 speed → 1 speed is not 3 speed → 1 speed, if it is correct, it outputs the 1st speed control solenoid valve control signal and the 2nd speed control solenoid valve control signal for 3 speed → 2 speed and counts the time. 4th stage (S160 to S180) and when the counted time is greater than the set time, the pressure control solenoid valve control signal is output and it is determined whether the shift is completed from 3 speeds to 2 speeds. And a fifth step (S190 to S230) of returning to the throttle position sense signal reading step when it is large. 제 1 항에 있어서, 상기 제3단계(S110∼S150)의 압력제어는 듀티레이터를 실 시간으로 dDDDNT로 보정하는 것을 특징으로 하는 차량의 변속제어방법.2. The shift control method of claim 1, wherein the pressure control in the third step (S110 to S150) corrects the dutyator to dDDDNT in real time. 제 1 항에 있어서, 압력제어시 dD학습 플로우가 dDN+1인 것을 특징으로 하는 차량의 변속제어방법.The shift control method of claim 1, wherein the dD learning flow is dD N + 1 during pressure control.
KR1019960081329A 1996-12-31 1996-12-31 Gear shifting control method for vehicle KR100410913B1 (en)

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KR100410913B1 true KR100410913B1 (en) 2004-04-03

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