KR100598802B1 - Method of controlling shift under manual shift for automatic transmission in vehicle - Google Patents

Abstract

To minimize shifting time during manual shifting to prevent shifting shock due to the operation of the accelerator pedal during shifting;

In the duty control of the friction member acting as a reaction force element in the forward 1 speed and the N, R, P range in the automatic transmission vehicle,

In the N and P ranges, the hydraulic pressure is controlled to be maintained at the minimum pressure, and in the D range, the hydraulic pressure is controlled to be maintained at the minimum pressure according to the capacity of the one-way clutch assisting the friction member. The initial duty output is made immediately after shifting without changing the control duty of the friction member to 0% for a certain period of time.In the case of D → R manual shifting, the initial duty output is maintained after maintaining the minimum duty for the time remaining in the N range. The present invention provides a shift control method during manual shifting of an automatic transmission vehicle in which shift control is performed.

Shift time. Initial Duty

Description

TECHNICAL FIELD OF CONTROLLING SHIFT UNDER MANUAL SHIFT FOR AUTOMATIC TRANSMISSION IN VEHICLE}

1 is an example of an automatic transmission hydraulic control system to which the present invention is applied.

Fig. 2 is a pattern diagram during manual shifting from the N range to the R range.

3 is a pattern diagram at the time of manual shifting from the D range to the R range.

4 is a block diagram of a shift pattern control system for operating the present invention.

5 is an operation flowchart of a control method according to the present invention.

The present invention relates to a shift control method for manual shifting of an automatic transmission vehicle to minimize shifting shock during manual shifting such as N → R, D → R, etc. in a vehicle equipped with an automatic 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 hydraulic pressure according to a driving speed of a vehicle, an opening ratio of a throttle valve, and various detection conditions. To make the shift.

In other words, when the driver switches the select lever to the desired shift 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 and a friction element that is converted from the deactivated state to the operating state when the shift to each target shift stage is executed. Since the shifting performance of the automatic transmission is determined according to the timing of deactivation and starting of the friction elements, recent studies on shift control methods for better shifting performance have been actively conducted.

In such an automatic transmission, the present invention relates to a shift control method for manual shifting from a neutral (N) range to a reverse (R) range or from a driving (D) range to a reverse (R) range. Looking at an example of the automatic transmission hydraulic control system that is present, as shown in Figure 1, the torque converter 200 receives the power from the engine and converts the torque to the transmission side, and the oil and lubrication required for the torque converter and the shift stage control An oil pump 202 for generating the required oil pressure is included, and the oil pressure generated from the oil pump 202 is branched and supplied to the pressure regulating and damper clutch control means, the decompression means, and the shift control means.

The pressure regulating and damper clutch control means includes a pressure regulating valve 204 for adjusting a hydraulic pressure fed from the oil pump 202 to a constant pressure, and a hydraulic pressure supplied from the pressure regulating valve 204 for torque converter and lubrication. A constant torque converter control valve 206 and a damper clutch control valve 208 for controlling the damper clutch to increase the power transmission efficiency of the torque converter.

The decompression means is composed of a reducing valve 210 to maintain a pressure lower than the line pressure at all times, a portion of the hydraulic pressure reduced through the reducing valve 210 is controlled by the damper clutch control valve 208 It is supplied with pressure.

The first and second pressure control valves 212, 214 and 216 may form a hydraulic pressure that may be used as a shift stage control pressure, and the first, second and third solenoid valves controlling them may be used. S1) S2 is supplied to the hydraulic control means which consists of S3.

The shift control means is composed of a manual valve 218 for switching the flow while operating in conjunction with the position of the selector lever in the driver's seat, the hydraulic pressure supplied to the manual valve 218 is the hydraulic control in accordance with each range selection The low control valve 220 and the NR control valve 222 of the hydraulic distribution means controlled or directly downstream by means, and the switch valve 224 and the first and second fail-safe valves 226 and 228. It is configured to supply hydraulic pressure to the friction element that selectively operates at each shift stage.

That is, hydraulic pressure is supplied to the first clutch C1, which is an underdrive clutch, and the first brake B1, which is a low / reverse clutch, at a first forward speed, and a reaction force element operates the first brake B1 at the first speed at second speed. When the second brake B2 is released while the second brake B2 is released in the second speed at the third speed, the second clutch C2, which is an overdrive clutch, is operated, and the third speed is at the third speed. In the operation of the first clutch (C1) is released while the shift is made by the operation of the second brake (B2).

In the reverse shift stage, the shift is performed while the third clutch C3 and the first brake B1 which are reverse clutches are operated.

In the automatic transmission having the hydraulic control system as described above, the shift is usually made from the N range to the D or R range during manual shifting, where the first brake B1, which is a low / reverse brake, is In the D range, the first clutch C1 and the one-way clutch and the first brake B1 are operated at the D range, and the third clutch C3 and the first brake are the reverse clutch at the R range. It works.

Accordingly, when shifting to the D range while the control duty of the first brake is maintained at 100% in the N range, the hydraulic pressure supplied to the first clutch C1 is controlled and supplied to the first brake. Does not control.

In the case of the shift from the N range to the R range, the hydraulic pressure is supplied to the third clutch C3 without controlling the hydraulic pressure. In the case of the first brake, the control pressure is maintained at 0% for a predetermined time and then the control pressure To be supplied.

However, in the case of controlling the manual shift as described above, there is no problem in manual shifting from N to D. However, 100% duty control is performed in FIG. 2 for the first brake control during shifting of the N → R range. 1 The duty of brake should be maintained at 0% for a certain time (T1), so the shift time becomes longer.

In addition, as shown in FIG. 2, the duty of the first brake, which was 100% duty-controlled, is maintained at 0% for a first time even during the shift of the D → R range, and thus the shift time is long. Lose.

Accordingly, when the accelerator pedal is pressed for the rapid start before the shift is completed after the N → R, D → R manual shift, there is a problem in that the shift shock is greatly generated.

Accordingly, the present inventors have studied the conventional problems as described above. As a result, the first brake is operated together with the one-way clutch in the N range or the D range, recognizing that the operating pressure does not need to be high. Proposed.

That is, the present invention reduces the shift time by minimizing the time for the operation control of the first brake, thereby controlling the shift during manual shift of the automatic transmission vehicle to prevent the shift shock caused by the operation of the accelerator pedal during shift. The purpose is to provide.

In order to realize this, the present invention, in the automatic transmission transmission vehicle, in the duty control of the friction member acting in common at the 1st forward speed and the N, R range,
In the N and P ranges, the hydraulic pressure of the friction member is controlled to be maintained at the minimum pressure (the maximum hydraulic pressure at which the friction element is not operated), and in the D range, the friction according to the capacity of the one-way clutch assisting the friction member. The hydraulic pressure acting on the member is controlled to be maintained at the minimum pressure,
When the N → R manual shift, the shift duty is performed while the initial duty output is made immediately after shifting without setting the control duty of the friction member to 0% for a predetermined time (time for hydraulically filling the inside of the friction member).
D → R manual shift provides a shift control method for manual shift of an automatic transmission vehicle characterized in that the initial duty output is made after the minimum duty is maintained during the time staying in the N range.

delete

delete

delete

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.

FIG. 2 is a control pattern diagram of N → R, D → R manual shift. In the present invention, the control duty of the first brake B1 in the N state is approximately 0.5 BAR at 100% (the friction member is not operated). Maximum hydraulic pressure) so that the shift time is eliminated by eliminating the time to control the initial first brake control pressure control duty to 0% when N → R shifting (time for hydraulically filling the inside of the piston). To shorten it.

In the D-range state, since the first brake B1 is assisted by the one-way clutch, the control pressure does not need to be supplied, but the first brake B1 is operated for durability of the one-way clutch. Since there is a torque difference of about 1/4 of the R range requiring the operation of (B1), it is controlled by about 1/2 to 1/3 from the present in consideration of this, and as shown in FIG. This is to reduce the 0% holding time for controlling the brake B1.

4 is a block diagram of a system for operating the present invention, wherein the vehicle state detecting means 2 includes an inhibitor switch 4 for detecting a shift range, and an overdrive O / for switching a driving state to an overdrive state. D) the switch 6, a P / E switching switch 8 for selecting the driving mode as power or economy, an accelerator pedal switch 10 for detecting whether the accelerator pedal is operated, and an oil temperature sensor for detecting oil temperature 12, a pulse generator B (PG-B) 14 for detecting vehicle speed, a throttle opening angle sensor 16 for detecting the opening angle of the throttle valve, and an air conditioner relay for detecting the operation of the air conditioner ( 18) and an engine RPM sensor 20 for detecting the engine speed.

When the corresponding signal is input from the vehicle state detecting means 2, the transmission control unit (TCU) analyzes these signals with the previously input data and controls the driving means 22 of the hydraulic control system of the automatic transmission to change the speed. It will be done.

The vehicle state detecting means 4 is not limited to the above sensors or switches, and may detect information of other sensors as necessary, and the hydraulic control driving means 22 is applied to the hydraulic control system. It refers to a plurality of solenoid valves.

Looking at the operation flow using the control system as described above, as shown in Figure 5, the transmission control unit determines whether the shift lever is in the N or P range state of the vehicle (S100).

When the shift lever is determined to be in the N or P range state in step S100, the shift control is performed while controlling the solenoid valve that controls the oil pressure of the first brake B1 to approximately 0.5 bar oil pressure (S110). It is determined whether the lever is switched to the R range (S120).

If it is determined in step S120 that the shift lever is switched to the R range, the initial duty Dr of the first brake B1 is output, and then normal control is performed (S130).

In addition, if it is determined in step S100 that the shift lever is not in the N or P range state, it is again determined whether the shift lever is in the D range state (S200).

If it is determined in step S200 that the shift lever is in the D range state, while setting and outputting the duty of the first brake set for each torque (about 1/2 to 1/3 of the current; this may vary depending on the vehicle), (S210), it is determined whether the shift lever is switched to the R range (S220).

In operation S220, a predetermined time Tdr is maintained as the initial first brake duty, the initial control duty Dr is output, and normal control is performed (S230).

If it is determined in step S200 that the shift lever is not in the D state, it is again determined whether the shift lever is in the R state (S300), and if it is determined that the shift lever is in the R state, the first brake is normally controlled according to the engine load and then terminated. (S310).

In step S230, Tdr depends on the time to stay in the N range state.

In the above, the friction member is referred to as the first brake B1, but this is based on FIG. 1, and in the case of another hydraulic control system, the friction element commonly operated in the D range 1 speed, the N range, and the reverse range is used. In the case of holding the friction member of course.

As described above, according to the present invention, the first brake pressure can be controlled in the R range state, the first brake pressure is controlled to the minimum pressure in the N range, and the first brake pressure is adjusted in accordance with the capacity of the one-way clutch in the D range state. 1 By controlling the brake pressure, it is possible to reduce the shift time during the shift of N → R, D → R, thereby fundamentally solving the shift shock generated by the operation of the accelerator pedal during the shift.

Claims (2)

In the duty control of the friction member acting in common at the 1st forward speed and the N, R range in the vehicle with automatic transmission, In the N and P ranges, the hydraulic pressure of the friction member is controlled to be maintained at the minimum pressure (the maximum hydraulic pressure at which the friction element is not operated), and in the D range, the friction according to the capacity of the one-way clutch assisting the friction member. The hydraulic pressure acting on the member is controlled to be maintained at the minimum pressure, When the N → R manual shift, the shift duty is performed while the initial duty output is made immediately after shifting without setting the control duty of the friction member to 0% for a predetermined time (time for hydraulically filling the inside of the friction member). D → R Manual shift control method for manual shifting of an automatic transmission vehicle, characterized in that the shift control is performed while the initial duty output is made after maintaining the minimum duty during the time staying in the N range. In the duty control of the friction member acting in common at the 1st forward speed and the N, R range in the vehicle with automatic transmission, A first shift state determination step of determining whether the shift lever is in an N or P range state while the vehicle is in operation; When the condition is satisfied in the first shift state determining step, when it is determined that the shift lever is converted to the R range while controlling the hydraulic pressure of the friction member to the minimum pressure, the shift control is performed while the initial control duty of the friction member is output. An R shift step; A second shift state determination step of determining whether the shift lever is applied by the shift lever when the condition is not satisfied in the first shift state determination step; If the condition is satisfied in the second shift state determination step, when it is determined that the shift lever is converted to the R range while outputting the control duty set for each torque, the initial duty output is performed after maintaining the minimum duty for the time remaining in the N range. A D → R shifting step in which shift control is performed while the engine is shifted; And if the condition is not satisfied in the second shift state determining step, determining whether the shift lever is the R range, and if the condition is satisfied, maintaining the R range to output a control duty according to the engine load. Shift control method during manual shift of vehicle.

Images