KR100452193B1 - a method for neutral controling of automatic transmission in vehicle - Google Patents

Abstract

If it is determined that the vehicle stops for a predetermined time or more while driving in the automatic transmission vehicle, the shift stage is temporarily maintained in a neutral state;

Determining whether the shift stage neutral control condition is satisfied in the vehicle that is being driven; Outputting a shift stage neutral control duty and determining whether the shift stage neutral release condition is satisfied when it is determined that the shift stage neutral control condition is satisfied in the step; Determining the shift stage neutral completion state and determining whether the shift stage neutral release condition is satisfied if the shift stage neutral release condition is not satisfied at the step; If the shift stage neutral release condition is satisfied in the above step, the driving shift stage control may be performed, and thus, fuel economy and NHV may be improved during long-term stops due to signal waiting or road congestion. In addition, there is an effect that can further reduce the fatigue of the driver.

Description

Neutral control method of automatic transmission for vehicle {a method for neutral controling of automatic transmission in vehicle}

The present invention relates to an automatic transmission for a vehicle, and more particularly, to a neutral control method of an automatic transmission for a vehicle that can neutralize the shift stage when the vehicle is stopped for a predetermined time while driving in a vehicle having the automatic transmission.

In general, an automatic transmission for a vehicle is provided with a shift control device that automatically adjusts a transmission ratio according to a traveling speed and a load of the vehicle.

The shift control device performs a shift by controlling a plurality of clutches and brakes installed in the gear train in an activated or inoperative state to adjust the output rotation speed of the planetary gear device.

According to the shift pattern stored in the memory according to a preset program in the automatic transmission vehicle which performs the shift as described above, that is, upshift or 4 to 1 to 4 speed sequentially according to the output shaft rotation speed and the throttle valve opening degree corresponding to the vehicle speed. Shift down to 1 speed in the middle.

As described above, when the vehicle stops for a predetermined time or more due to waiting for a signal while driving in an automatic transmission vehicle that automatically performs shifting, the vehicle stops in the state of maintaining the shift stage 2 speed in the related art.

However, in the conventional method described above, when the gear stage stops for more than a predetermined time in a state where the gear stage is fastened at two speeds, the engine power is transmitted to the transmission, thereby including problems of generation of idle booming and fuel economy deterioration.

Accordingly, an object of the present invention is to solve the above problems, and if it is determined that the vehicle stops for a predetermined time or more while driving in an automatic transmission vehicle, a neutral control method for an automatic transmission vehicle capable of temporarily maintaining a shift stage may be provided. It is to provide.

The present invention for achieving the above object,

Determining whether the shift stage neutral control condition is satisfied in the vehicle that is being driven;

Outputting a shift stage neutral control duty and determining whether the shift stage neutral release condition is satisfied when it is determined that the shift stage neutral control condition is satisfied in the step;

If the shift stage neutral release condition is not satisfied in the step, maintaining the shift stage neutral control state and determining whether the shift stage neutral release condition is satisfied;

When the shift stage neutral release condition is satisfied in the above step, the driving shift stage control may be performed.

1 is a general automatic transmission hydraulic system,

2 is a block diagram illustrating a neutral control device for an automatic transmission for a vehicle according to the present invention;

3 is a flow chart of the neutral control method of the automatic transmission for a vehicle applied to the present invention,

4 is a flowchart illustrating an operation of the vehicle automatic transmission neutral release subroutine of FIG. 3;

5 is a neutral control duty pattern diagram of an automatic transmission for a vehicle according to the present invention.

<Description of Symbols for Main Parts of Drawings>

100: vehicle driving state detection means 110: throttle valve opening degree detection unit

120 turbine speed detection unit 130 engine speed detection unit

140: brake pedal motion detection unit 150: output shaft rotation speed detection unit

160: accelerator pedal operation detection unit 200: shift control means

300: driving means

Hereinafter, 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 of a general automatic transmission for a vehicle. Referring to the hydraulic system configuration of the vehicle, a torque converter 102 receives torque from an engine and converts torque to a transmission side, and the torque converter and the gear stage. An oil pump 104 for generating and discharging oil necessary for control and oil required for lubrication is included.

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 neutral control method 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 operation state detecting apparatus 100 to receive a signal detected by the vehicle driving state detecting apparatus 100, and is synchronized with the control signal and outputs a predetermined control signal. The shift stage neutral control condition is applied to the vehicle in operation by receiving the vehicle throttle valve opening, turbine rotation speed, engine rotation speed, brake pedal operation status, output shaft rotation speed, accelerator pedal operation status, oil temperature, idle switch status and gradient path. If satisfied, the shift stage neutral control duty is output, and the shift stage neutral control state is maintained until the shift stage neutral release condition is satisfied, and if the shift stage neutral release condition is satisfied, the traveling shift stage control is performed.

The driving device 300 shifts the shift stage to a neutral or driving stage in synchronization with a control signal output from the engine control apparatus 200.

The apparatus 100 for detecting a vehicle operation state includes: a throttle valve opening amount detection unit 110 which is applied when a shift stage is determined by detecting an opening amount of a throttle valve that interlocks according to an accelerator pedal operation state of a driver; A turbine rotation speed detection unit (120) which is applied at the time of determining the shift stage by detecting the turbine rotation speed of the automatic transmission vehicle in operation; 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; A brake pedal operation detector 140 for detecting that an on / off state of the switch is changed according to a driver's brake pedal operation state; An output shaft rotation speed detection unit (150) which is applied to determine a speed change stage by detecting the rotation speed of the output shaft of the automatic transmission as a signal corresponding to the vehicle speed of the vehicle being driven; An accelerator pedal operation detector 160 for detecting that an on / off state of the switch is changed according to an accelerator pedal operation state of a driver; An oil temperature detection unit 170 which detects the oil temperature of the vehicle in operation and is applied when determining the gear stage; An idle switch state detection unit 180 which detects a state of an idle switch that is variable according to an accelerator pedal operation state of a driver and applies the determined shift stage; A gradient path detection unit 190 is applied to detect a gradient diagram of a driving road of a vehicle that is being driven to apply a shift stage.

A neutral control method for an automatic transmission for a vehicle having the above-described configuration will be described with reference to FIGS. 3, 4, and 5.

In a running vehicle, the vehicle driving state detecting apparatus 100 includes a throttle valve opening, a turbine speed, an engine speed, a brake pedal operating state, an output shaft rotation speed, an accelerator pedal operating state, an oil temperature, and an idle switch that vary according to the vehicle driving state. Detect conditions, gradients, and more.

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. And output the throttle valve opening degree, turbine rotation speed, engine rotation speed, brake pedal operation state, output shaft rotation speed, accelerator pedal operation state, oil temperature, idle switch state and gradient path detected in synchronization with each other.

The shift control apparatus 200 includes a throttle valve opening, a turbine rotation speed, an engine rotation speed, a brake pedal operation state, an output shaft rotation speed, an accelerator pedal operation state, an oil temperature, an idle switch state input from the vehicle driving state detection device 100. And whether the shift stage neutral control condition is satisfied in the vehicle in which the vehicle is driven by receiving the gradient road and the like (S100 and S110).

In the shift stage neutral control condition, the fail code should not be detected in the first and second pressure control solenoid valves (PCSV-A) (PCSV-B) and oil temperature sensors shown in FIG. 1, and the engine coolant temperature and the automatic transmission It is a condition that the temperature of the oil must be equal to or higher than a predetermined set reference value, the output shaft rotation speed must be maintained for a predetermined time or longer to exceed the predetermined set reference value, and the condition of the brake switch state "on" is satisfied.

When it is determined that the shift stage neutral control condition is satisfied, the shift control apparatus 200 may include the first shift control solenoid valve (SCSV-A) and the second shift control solenoid valve (SCSV-B) shown in FIG. 1. ) Outputs the duty control signal stored in the memory for controlling the 2 speed state, and outputs the duty gradient output value when the first pressure control solenoid valve (PCSV-A) control duty is released as shown in FIG. The second pressure control solenoid valve (PCSV-B) duty is output as the rising slope output value (S120).

When the first pressure control solenoid valve (PCSV-A) control duty is released as an output as a duty inclination output value in order to alleviate a phenomenon in which the vehicle is pushed back when stopping at a gradient in a situation where power transmission through the engine is blocked. By supplying hydraulic pressure to the kick-down servo C2 shown in FIG. 1 and slipping, the one-way clutch (not shown) and the kick-down servo C2 are kept locked to prevent the vehicle from going backward. It is to.

In addition, the output of the second pressure control solenoid valve (PCSV-B) duty at the rising slope output value is maintained for the purpose of preventing power from being transmitted / blocked according to the oil temperature and the engine speed stored in the memory. In order to compensate for the deviation of the shift period.

Therefore, by increasing the duty of the second pressure control solenoid valve (PCSV-B) until a certain duty to discharge the hydraulic pressure of the flow path in the hydraulic system. Releases the rear clutch C1 serving as the input element of the first speed, and shifts the speed shift to the neutral state.

Subsequently, the shift control apparatus 200 determines whether the shift stage neutral release condition is satisfied according to the driver's will (S130).

If it is determined that the state of the vehicle condition according to the driver's will not satisfy the shift stage neutral release condition, the shift control apparatus 200 determines that the first pressure control solenoid valve (PCSV-A) control duty is stored in the shift stage memory. Condition that the set neutral control hold duty value is reached, the second pressure control solenoid valve (PCSV-B) control duty reaches the neutral hold duty set in the memory, or the turbine speed Nt is less than the first set value. It is determined whether it is satisfied (S140, S150).

That is, even if the second pressure control solenoid valve (PCSV-B) control duty does not reach the neutral maintenance duty set in the memory, when the turbine speed Nt becomes smaller than the first set value, the shift control device 200 ) Keeps the shift stage neutral.

Accordingly, in the above, the first pressure control solenoid valve (PCSV-A) control duty reaches the neutral control holding duty value set in the shift stage memory, and the second pressure control solenoid valve (PCSV-B) control duty is set in the memory neutral. When it is determined that the maintenance duty is reached or the condition that the turbine rotation speed Nt is smaller than the first set value is satisfied, the shift control apparatus 200 determines the current first and second pressure control solenoid valves PCSV-A ( PCSV-B) After storing the duty value as a final value in the memory, it maintains the shift stage neutral state and determines whether the shift stage neutral release condition is satisfied according to the driver's will (S160 and S170).

However, in the above, the first pressure control solenoid valve (PCSV-A) control duty does not reach the neutral control holding duty value set in the shift stage memory, or the second pressure control solenoid valve (PCSV-B) control duty is stored in the memory. When it is determined that the turbine speed Nt is also a condition larger than the first set value in a state where the set neutral maintenance duty is not reached, the shift control apparatus 200 may perform the first and second pressure control solenoids for performing shift stage neutral control. The duty control step S120 of the valve PCSV-A (PCSV-B) is continuously performed until the shift stage neutral duty control condition is satisfied.

Subsequently, when it is determined that the shift stage neutral release condition according to the driver's driving intention is satisfied, the shift control apparatus 200 performs the neutral release control subroutine shown in FIG. 4 to control the shift stage at one speed. The duty control signal is output (S180).

In the shift stage neutral release condition, a fail code is detected in the first and second pressure control solenoid valves (PCSV-A) (PCSV-B) and the oil temperature sensor illustrated in FIG. 1, or the engine coolant temperature and the automatic transmission oil are The shift stage neutral state is released even if only one of the conditions where the temperature is equal to or less than the predetermined setting reference value or the output shaft rotational speed is equal to or less than the predetermined setting reference value and the brake switch state "off" is satisfied.

[Shift stage neutral release control subroutine]

Therefore, as shown in FIG. 4 according to the shift stage neutral release condition, when the shift stage neutral release control subroutine starts, the shift control apparatus 200 may shift the first shift control solenoid valve shown in FIG. 1. Outputs the duty control signal stored in the memory for controlling the (SCSV-A) and the second shift control solenoid valve (SCSV-B) to the first speed state, and shifts the first pressure control solenoid valve (PCSV-A) control duty. However, while maintaining the duty in the neutral control state, the duty of the second pressure control solenoid valve (PCSV-B) is set to the final value of the shift stage neutral state (S500, S510).

Subsequently, the shift control apparatus 200 outputs the first pressure control solenoid valve (PCSV-A) control duty to the final value in the shift stage neutral control state temporarily stored in the memory in order to switch the shift stage to 1 speed. In operation S520, the ND initial control duty stored in the memory is output as the duty of the second pressure control solenoid valve PCSV-B.

In this case, as shown in FIG. 1, the first and second pressure control valves 118 and 120 are controlled in synchronization with the duty control signal output from the shift control device 200. The flow path is switched by the valves PCSV-A (PCSV-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 has a first speed. Drive speed is supplied to the rear clutch C1 acting as an input element, and the speed change stage is fastened at 1 speed.

Thereafter, the shift control apparatus 200 determines whether the shift stage 1 speed synchronization is completed, and when it is determined that the shift stage 1 speed synchronization is completed, the first pressure control solenoid valve ( After raising the control duty of the PCSV-A) to 100%, after a predetermined time elapsed, the control duty of the second pressure control solenoid valve (PCSV-B) was controlled to 0% to maintain the shift stage at 1 speed. After that, vehicle driving starts in accordance with the driver's willingness to drive.

[Subroutine ends]

In addition, when it is determined in S130 that the state of the vehicle condition according to the driver's will satisfies the shift stage neutral release condition, the engine control apparatus 200 immediately performs the neutral release control subroutine S180. Return to the step.

In this way, when the vehicle is stopped while driving in the automatic transmission vehicle, the fuel efficiency can be improved by neutrally controlling the speed change stage.

As described above, in the present invention, when it is determined that the vehicle stops for a predetermined time or more while driving in an automatic transmission vehicle, the shift stage may be temporarily maintained in a neutral state, and thus, fuel consumption and The NHV can be improved, effective in responding to exhaust gas regulations, and further, can reduce driver fatigue.

Claims (5)

Determining whether the shift stage neutral control condition is satisfied in the vehicle that is being driven; If it is determined that the shift stage neutral control condition is satisfied in the above step, the duty control signal and the first and second shift control solenoid valves (SCSV-A and SCSV-B) for shift stage neutral control to the second speed state and first and second Outputting a duty control signal of the pressure control solenoid valves PCSV-A and PCSV-B and determining whether the shift stage neutral release condition is satisfied; If the shift stage neutral release condition is not satisfied at the step, the first pressure control solenoid valve (PCSV-A) control duty reaches the neutral control holding duty value set in the shift stage memory to determine the shift stage neutral completion state. The second pressure control solenoid valve (PCSV-B) determines whether the shift stage neutral release condition is satisfied after determining whether the control duty reaches the neutral maintenance duty set in the memory or satisfies the condition that the turbine rotation speed becomes smaller than the first set value. Making a step; And if the shift stage neutral release condition is satisfied in the step, performing the traveling shift stage control. The shift stage neutral control condition of the first and second pressure control solenoid valves and the oil temperature sensor should not detect the fail code, and the engine coolant temperature and the temperature of the automatic transmission oil should be equal to or greater than a predetermined reference value. And a condition in which the output shaft rotation speed is maintained for a predetermined time or more above a predetermined set reference value, and the condition in which the brake switch state is "on" is satisfied. delete The shift stage neutral release condition is a failure code detected in the first and second pressure control solenoid valves and oil temperature sensors, or the engine coolant temperature and the temperature of the automatic transmission oil are less than a predetermined reference value, or the output shaft. The neutral control method of the vehicular automatic transmission further comprising a condition that the speed of rotation is equal to or less than a predetermined set reference value and the shift stage neutral state is released even if only one of the conditions of the brake switch state "off" is satisfied. The shift stage neutral release method according to claim 1, wherein the shift stage neutral control method controls the duty of the first pressure control solenoid valve to the final value at the shift stage neutral state until the shift first speed synchronization completion determination time is satisfied, when the shift stage release condition is satisfied. And controlling the duty of the second pressure control solenoid valve to be the ND initial duty; If it is determined in the step 1 speed synchronization completion, the vehicle automatic transmission further comprising the step of controlling the duty of the first pressure control solenoid valve to 100%, and the duty of the second pressure control solenoid valve to 1 speed duty. Neutral control method.