KR100444061B1 - Apparatus for shift controlling in automatic transmission of vehicle and method thereof - Google Patents

Abstract

The learning control of the initial fill time of the coupling side clutch of the automatic transmission having the clutch-to-clutch transmission structure and the initial release time of the release clutch provides a constant shift feeling.

The present invention provides a process of determining whether a shift demand of power on up shift is detected in a driving state of a vehicle, determining whether a current shift learning control condition is satisfied when a shift demand of power on up shift is detected, and duty learning control. If the condition is not satisfied, the power on-up shift shift is controlled by the duty control of the coupling clutch and the release clutch at the normal reference value, and if the duty learning control condition is satisfied, determining whether the turbine slip ratio is higher than the reference value, and the turbine If the slip ratio is equal to or greater than the reference value, it is determined that the flare is generated to learn the initial fill time and the initial release time of the coupling clutch and the release clutch, and to perform the duty control, and the interlock occurs while the duty learning control is performed according to the flare generation. The process of judging whether or not an interlock is returned, and if an interlock is generated, To learn the clutch and the release-side initial peel time and the initial time of clutch release is characterized by comprising a step of duty control.

Description

Transmission control device and method of automatic transmission {APPARATUS FOR SHIFT CONTROLLING IN AUTOMATIC TRANSMISSION OF VEHICLE AND METHOD THEREOF}

The present invention provides a shift control apparatus and method for an automatic transmission in which a constant shift feeling is always provided through an initial fill time learning control of a coupling side clutch of an automatic transmission having a clutch-to-clutch shift structure and an initial release time learning control of a release clutch. It is about.

In general, an automatic transmission having a clutch-to-clutch shifting structure, unlike a clutch-to-one-way clutch, controls two components of a coupling clutch and a release clutch to shift a target shift stage according to vehicle speed and throttle opening. Perform hydraulic duty control for synchronization.

In the automatic transmission having the clutch-to-clutch shift structure, the conventional duty learning control executed at power-up up is divided into learning about the engaging clutch and learning about the releasing clutch. If a flare occurs during shift synchronization to the target shift stage due to shifting by power-on-up shift, the difference between the initial fill time and the initial measurement fill time is reflected at the next shift. If does not occur, perform minus correction for the fill time until flaring occurs.

In addition, the learning of the release side clutch may be performed by shifting the power on-up shift so that the difference between the set release time and the measurement release time is changed to the next shift when the flare occurs during the shift synchronization to the target shift stage. Reflected in.

In the conventional learning control as described above, the learning of the coupling side clutch is generated in the direction in which the flare is generated when the flare is generated, which causes a problem of deterioration of shifting, and only the region having a high learning allowable throttle condition is possible, so that the learning control is performed according to the driving tendency. There is a problem that causes the driver's dissatisfaction due to the occurrence of the shift shock is not performed.

In addition, when learning the release clutch, when the flare occurs, the release side learning is learned in the direction in which the flare is generated, thus inducing the coupling side learning, which causes a problem of causing a severe shift shock as a result of excessive coupling side learning. There is a problem that there is no continuous function of the occurrence of the continuous shift shock.

The present invention has been invented to solve the above problems, the object of which is to learn the coupling clutch when the flare occurs in the direction that the flare disappears to optimize the control hydraulic pressure, and set the learning allowable throttle condition to general driving tendency By having the driver's propensity to respond, and learning the release clutch in the direction in which the flare is generated, it is to maintain a constant shift even at the change of oil temperature, engine speed change, production deviation, durable wear.

1 is a schematic configuration block diagram of a shift control apparatus of an automatic transmission according to the present invention.

2 is a flowchart of an embodiment of performing shift control in a shift control apparatus of an automatic transmission according to the present invention;

3 is an initial fill time learning correction duty map of the coupling side solenoid in performing shift control according to FIG. 2;

4 is an initial fill time learning correction duty map of the release side solenoid in performing shift control according to FIG. 2;

5 is a timing diagram showing a control process at the time of flare generation in the performance of shift control according to the present invention;

6 is a timing diagram showing a control process at the time of interlock shock generation in the performance of shift control according to the present invention;

The present invention for realizing the above object is a throttle opening degree detection unit for detecting the opening degree information of the throttle valve linked to the drive of the accelerator pedal; An oil temperature detector for detecting a temperature of the oil forming the line pressure and the duty pressure for any target shift stage synchronization; An engine speed detection unit detecting an engine speed; A first pulse generator for detecting the rotation speed of the turbine on the input side of the transmission; A second pulse generator for detecting the rotation speed of the output shaft on the output side of the transmission; A shift controller configured to analyze the detected information to control line pressure and duty pressure for shift synchronization to a target shift stage, and to learn and control the duty of the coupling clutch and the release clutch when shifting the power-on-up shift; ; And a coupling side / release side solenoid valve for adjusting hydraulic pressure of the coupling side clutch and the release side clutch according to the duty control signal applied from the shift control unit.

In addition, the present invention includes the steps of determining whether the shift request of the power on up shift is detected in the driving state of the vehicle; Determining whether a current duty learning control condition is satisfied when a shift request of the power on up shift is detected; If the duty learning control condition is not satisfied, the power-on-shift shift is controlled by the duty control of the coupling clutch and the release clutch at a normal reference value. If the duty learning control condition is satisfied, it is determined whether the turbine slip ratio is higher than the reference value. Process of doing; Determining the flare when the turbine slip ratio is equal to or greater than a reference value to learn the initial fill time and the initial release time of the coupling clutch and the release clutch; Determining whether an interlock occurs in a state where duty learning control is performed according to the flare generation; When the interlock is not generated and the interlock is generated, it is characterized in that it comprises a process of controlling the duty by learning the initial fill time and the initial release time of the coupling clutch and the release clutch.

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

As can be seen in Figure 1, the shift control apparatus of the automatic transmission according to the present invention is the throttle opening degree detection unit 10, the oil temperature detection unit 20, the engine speed detection unit 30, the first pulse generator 40, the second The pulse generator 50, the shift control unit 60, the coupling side solenoid valve 70 and the release side solenoid valve 80, the throttle opening degree detection unit 10 is the opening degree of the throttle valve interlocked in accordance with the driving of the accelerator pedal. The information is detected and the information about the information is provided to the shift control unit 60.

The oil temperature detection unit 20 detects the temperature of the oil forming the line pressure and the duty pressure for synchronizing any target shift stage in the automatic transmission, and provides the information to the shift control unit 60.

The engine speed detector 30 detects the engine speed from the rotation of the crankshaft and provides information about the engine speed to the shift controller 60.

The first pulse generator 40 detects the rotation speed of the turbine, which is the input side of the transmission, and provides the shift control unit 60 with information about it.

The second pulse generator 50 detects the number of rotations of the output shaft which is the output side of the transmission and provides the shift control unit 60 with information about it.

The shift control unit 60 analyzes each detected information to control the line pressure and the duty pressure for shift synchronization to the target shift stage, and learns the duty of the engagement clutch and the release clutch when shifting the power on up shift. The shift is controlled stably in consideration of the learned correction value.

The coupling side solenoid valve 70 synchronizes the target shift stage according to the duty control signal applied from the shift control unit 60 when a shift request of the power on up shift due to the change in the throttle opening degree is detected by the shift control unit 60. To adjust the hydraulic pressure of the coupling.

The release solenoid valve 80 synchronizes the target shift stage according to the duty control signal applied from the shift control unit 60 when a shift request of the power-on-up shift due to the change in the throttle opening degree is detected by the shift control unit 60. To adjust the hydraulic pressure of the clutch to be released.

Since the hydraulic circuit including the coupling side solenoid valve 70 and the release side solenoid valve 80 applies the automatic transmission hydraulic circuit of a conventional clutch-to-clutch structure, the description thereof will be omitted.

The operation of performing the learning control of the engagement side clutch and the release side clutch in the automatic transmission having a clutch-to-clutch structure having the above function will be described as follows.

The shift control unit 60 detects and analyzes general information generated in the vehicle in a state in which a predetermined shift stage is engaged (S101), and the driving demand of the driver detected from the throttle opening degree detection unit 10 is powered on and up shifted. Determine whether the shift is required (S102).

If the shift request of the power on up shift is not detected in the above state, the process returns to the initial process. When the shift request of the power on up shift is detected, it is determined whether the learning conditions of the engagement clutch and the release clutch are satisfied (S103). .

In the above S103, the learning condition means a case where the rate of change of the throttle opening degree satisfies the shift condition of the power-on up shift, the oil temperature is maintained at a predetermined temperature or more, and the engine speed is at least a predetermined speed.

If the learning condition is not satisfied as described above, the process returns to the initial process. If the learning condition satisfies all of the above conditions, the reference value at which the turbine slip ratio ΔNt is set is determined by analyzing the information of the first pulse generator 40. Determine if it is abnormal.

The turbine slip ratio DELTA Nt is a value obtained by subtracting the target input rotational speed from the current turbine rotational speed.

When it is determined that the turbine slip ratio ΔNt is equal to or greater than the set reference value, it is determined that the flare is generated and the duty of the coupling side clutch and the release side clutch is controlled by controlling the coupling side solenoid valve 70 and the release side solenoid valve 80. Learning control is performed (S105).

In the above, the duty learning control of the engagement-side clutch as shown in the graph A of FIG. 3 corrects the initial fill time by Δtf only in the direction of the plus (Plus) according to the slip ratio ΔNt of the clutch, thereby controlling the clutch duty. In the duty learning control of the release clutch, the clutch duty is controlled by correcting the initial release time by minus? 2 in the negative direction only according to the slip ratio DELTA Nt of the clutch as shown in the graph A ′ of FIG. 4.

The control timing for this is as shown in FIG.

In the above, the learning correction equation for the learning control of the coupling side clutch is expressed by Equation 1 below.

Where tf (new) is the current initial fill time learning control value, tf (old) is the previous fill time learning value, and sum ((Δtf) is the sum of the changes in fill time.

In addition, the learning correction equation for learning control of the release clutch is as shown in Equation 2 below.

Where tr (new) is the current initial release time control value, tf (old) is the previous release time learning value, and sum ((Δtf) is the sum of the changes in release time.

As described above, it is determined whether or not an interlock has occurred in the state where the learning value correction is performed on the engagement clutch and the release clutch in response to the shift request of the power on up shift (S106).

In the above interlock determination condition, the hydraulic pressure is delayed due to the pressure drop supplied to the release clutch, and the bang bang control duty generated by varying the duty value from 0% to 100% in a fixed period for a short time does not occur. When the condition of dnt / dt? (Dnt / dt_avg_zone_a + set value) and dnt / dt?

Here, dnt / dt_avg_zone_a is an average value of the turbine speed gradient in the engagement side clutch control region.

When it is determined that the interlock has occurred, the duty learning control of the coupling side clutch and the release clutch is performed through the control of the coupling side solenoid valve 70 and the release solenoid valve 80 (S107).

In the above, the duty learning control of the engagement clutch is to control the clutch duty by correcting the initial fill time in the negative direction only by -Δtf2 as shown in the graph B of FIG. 3, and the duty learning control of the release clutch is illustrated in FIG. 4. As shown in the B 'graph, the initial release time is corrected by Δtr1 only in the positive direction to control the clutch duty.

The control timing for this is as shown in FIG.

As described above, when the initial fill time and the initial release time learning control for the duty control of the engagement-side clutch and the release-side clutch are performed according to the shift request of the power-on-up shift, the controller 60 controls the engine torque and each shift stage. The learned value is configured and set as a map table as shown in Table 1 below and applied as reference data to the shift of the power-on-up shift generated afterwards (S108).

Engine torque 1 Engine Torque 2 Engine Torque 3 Engine Torque 4 1-2 O / X O / X O / X O / X 2-3 O / X O / X O / X O / X 3-4 O / X O / X O / X O / X 4-5 O / X O / X O / X O / X

In the above description, 'O' means direct execution, and 'X' does not directly execute and uses cell data of a setting position.

For example, if the engine torque 2 at that time is X = 1 at the time of 2-3 shift with power on up shift, the result of engine torque 1 at the 1-2 shift is the initial fill time of the coupling clutch and the release clutch. Used as a learning value for the initial release time.

As described above, in the automatic transmission having a clutch-to-clutch structure, when a flare occurs during shifting of the power-on-up shift, the learning of the engaging clutch is learned in the direction that the flare disappears and the release clutch is operated. By performing the duty control of the initial fill time by learning in the direction where the flare is generated, stability and reliability are always provided by maintaining a constant shift feeling even in the case of oil temperature change, engine speed change, production deviation, and endurance wear.

Claims (9)

A throttle opening degree detection unit for detecting opening degree information of a throttle valve linked with the driving of the accelerator pedal; An oil temperature detector for detecting a temperature of the oil forming the line pressure and the duty pressure for any target shift stage synchronization; An engine speed detection unit detecting an engine speed; A first pulse generator for detecting the rotation speed of the turbine on the input side of the transmission; A second pulse generator for detecting the rotation speed of the output shaft on the output side of the transmission; A shift controller configured to analyze the detected information to control line pressure and duty pressure for shift synchronization to a target shift stage, and to learn and control the duty of the coupling clutch and the release clutch when shifting the power-on-up shift; ; And a coupling side / release side solenoid valve for adjusting hydraulic pressure of the coupling side clutch and the release side clutch according to the duty control signal applied from the shift control unit. The method of claim 1, The shift control unit learns in the direction that the flare disappears with respect to the coupling clutch according to the slip ratio of the turbine when a flare is detected in the process of controlling the duty of the coupling clutch and the release clutch according to the power-on-up shift shift request. , The shift control device of the automatic transmission, characterized in that learning about the release side clutch in the direction in which the flare occurs. Determining whether a shift request of power on up shift is detected in a driving state of the vehicle; Determining whether a current duty learning control condition is satisfied when a shift request of the power on up shift is detected; If the duty learning control condition is not satisfied, the power-on-shift shift is controlled by the duty control of the coupling clutch and the release clutch at a normal reference value. If the duty learning control condition is satisfied, it is determined whether the turbine slip ratio is higher than the reference value. Process of doing; Determining the flare when the turbine slip ratio is equal to or greater than a reference value to learn the initial fill time and the initial release time of the coupling clutch and the release clutch; Determining whether an interlock occurs in a state where duty learning control is performed according to the flare generation; And the step of controlling the duty by learning the initial fill time and the initial release time of the coupling clutch and the release clutch when the interlock is returned and the interlock is not generated. The method of claim 3, The duty learning control condition is characterized in that the condition that the rate of change of the throttle opening degree satisfies the shifting condition of the power-on-up shift, the oil temperature is maintained above a certain temperature, and the engine rotational speed must satisfy all the conditions of the predetermined rotation speed or more. Transmission control method of the transmission. The method of claim 3, And a turbine slip ratio for determining the flare occurrence is a turbine speed difference of a target speed change stage due to a demand of a current turbine speed and a power-on-up shift. The method of claim 3, The duty learning at the flare occurrence is characterized in that the initial fill time of the coupling clutch is learned and controlled in the positive direction according to the turbine slip ratio, and the initial release time of the release clutch is negatively controlled according to the turbine slip ratio. Transmission control method of the transmission. The method of claim 3, The interlock generation condition is that bang bang control duty does not occur and dnt / dt? A shift control method for an automatic transmission, characterized in that. Here, dnt / dt_avg_zone_a is an average value of the turbine speed gradient in the engagement side clutch control region. The method of claim 3, The duty learning at the time of the interlock generation is a learning control of the initial fill time of the coupling side clutch in the negative direction, and the initial release time of the release clutch in the positive direction. The method of claim 3, And a map table for setting the learned duty value for each engine torque and each shift stage.