KR101887986B1 - Method and apparatus for Controlling Automatic Transmission of Vehicle Having Idle Stop and Go Function - Google Patents

Abstract

Disclosed is a shift control apparatus and method for a vehicle equipped with an ISG (Idle Stop and Go) function. According to an aspect of the present invention, there is provided a control method for a vehicle, which is capable of obtaining a part or all of information on an automatic stop condition of an engine, an automatic restart condition of an engine and a battery voltage of a vehicle from an electronic control unit A vehicle state detection unit; Whether or not the ISG function for automatically stopping the engine is entered, whether or not the ISG function for automatically restarting the engine is released, and whether or not the battery voltage is lower than a predetermined determination reference value part; And a control unit that generates a signal so that the gear of the specific stage is engaged when it is determined by the determination unit that the battery voltage is lower than a predetermined determination reference value when the engine is automatically restarted after the engine is automatically stopped, And a control unit for controlling the valve so as to perform gear engagement at a specific stage.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a shift control apparatus for a vehicle equipped with an ISG function,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a shift control apparatus and method for a vehicle, and more particularly, to a shift control apparatus and method for a vehicle equipped with an ISG function for automatically starting a vehicle when the vehicle is stopped.

Recently, vehicles are equipped with an idle stop and go (ISG) device to increase fuel efficiency and stabilize exhaust gas. The ISG device automatically stops the engine if it stops idling for a certain period of time or stops idling after entering the specified condition and then restarts depending on the driver's intention or the vehicle's own conditions. (Go) to make it possible to operate.

There is a problem that when the battery of the vehicle is in a low voltage state, the abnormal stage is engaged when the engine is automatically restarted after the engine is automatically stopped by the ISG function in the vehicle equipped with the ISG function. When the battery of the vehicle is at a low voltage, the hydraulic control solenoid valve does not normally operate, and the hydraulic pressure supply to the friction element for controlling the gear engagement is not normally performed.

For example, C1 (first clutch) and B1 (first brake) must be operated because the first stage must be engaged when the start is automatically turned off at the time of stopping and the start is automatically turned on at the time of restarting. However, The flow path switching valve does not normally operate and an abnormal flow path is formed, so that C3 (third clutch) is engaged instead of B1 (first brake) (refer to Fig. 1).

That is, since C1 (first clutch) and C3 (third clutch) are engaged, there is a problem that the high-speed gear stage is engaged in a state in which the first stage is engaged. In this case, the result is that the torque of the vehicle is reduced. When the vehicle starts after stopping on the uphill road, the acceleration force is decreased, or the vehicle is suddenly downshifted to the second speed after a certain speed. there is a problem.

Korean Registered Patent No. 10-1003218 (registered on Dec. 15, 2010)

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle with an ISG function, which, when the vehicle is started automatically by turning off the ISG function after the ignition is turned off, And to provide a shift control device and method for preventing engagement.

According to an aspect of the present invention,

A shift control device for a vehicle equipped with an ISG (Idle Stop and Go) function,

A vehicle state detector that obtains, from an electronic control unit (ECU) in a vehicle or sensors, some or all of information relating to an automatic stop condition of the engine, an automatic restart condition of the engine, and a battery voltage of the vehicle;

And a control unit that receives information from the vehicle state detecting unit and determines whether or not the ISG function is activated to automatically stop the engine, whether or not the ISG function is automatically restarted, and whether the battery voltage is lower than a predetermined determination reference value. A judging unit for judging; And

When the determination unit determines that the battery voltage is lower than the preset reference value in the case where the engine is automatically restarted after the engine is automatically stopped, a signal for gear engagement at a specific stage is generated, and a hydraulic control solenoid valve And controlling the gear to be engaged at a specific stage by controlling the gears of the gears.

Here, the vehicle state detection unit may include a part or all of information regarding displacement of the accelerator pedal or displacement of the brake pedal, engine speed, speed change stage, battery voltage of the vehicle, and whether or not the ISG function is operated.

In addition, the gear engagement of the specific end is a second-stage gear engagement, and the control unit can send a generated signal to the hydraulic control solenoid valve involved in the second-stage gear engagement to control the second-stage gear engagement.

At this time, the hydraulic control solenoid valve may switch the flow path so that the oil pressure is applied to the clutch or the brake for interrupting the second-stage gear engagement of the plurality of clutches or brakes, thereby realizing the second-stage gear engagement.

In determining whether the ISG function entry or the ISG function is released by the determination unit, whether the ISG function is entered or the ISG function is released from the engine speed information, the accelerator pedal displacement or the brake pedal displacement information among the information received from the vehicle state detection unit Can be determined.

Preferably, when the engine speed is equal to or lower than the preset reference speed, the accelerator pedal signal is OFF, and the brake pedal signal is ON, it is determined that the mode has entered the ISG function execution mode. When the signal is ON or the brake pedal signal is OFF, it can be judged that the ISG function is released.

When the battery voltage is maintained lower than a preset reference value for a preset time, the determination unit determines the battery voltage to be in a low voltage state and provides the control unit with the determination information, and the control unit determines the low- Information can be received and a signal for securing the second gear can be generated.

According to another aspect of the present invention as a solution to the problem,

A shift control method for a vehicle equipped with an ISG (Idle Stop and Go) function,

An information receiving process for receiving, from an electronic control unit (ECU) in a vehicle or sensors, some or all of information relating to an automatic stop condition of the engine, an automatic restart condition of the engine, and a battery voltage of the vehicle;

Determining whether the ISG function is activated to automatically stop the engine from the received information, whether or not the ISG function for automatically restarting the engine is released, and whether the battery voltage is lower than a predetermined determination reference value; And

When it is determined that the battery voltage is lower than a predetermined determination reference value when the engine is automatically restarted after the engine is automatically stopped, a signal is generated so that the gear of the specific stage is engaged, and the hydraulic control solenoid valve is controlled by the generated signal And a shift control process of controlling gears to be engaged at specific stages.

According to the shift control device and method of a vehicle equipped with an ISG function according to an embodiment of the present invention, when the ignition is automatically turned off in a vehicle equipped with the ISG function and then the ignition is automatically turned on, It is possible to prevent the high speed gear from being abnormally fastened through the second gear shift control, and thus the problem of the vehicle shift shock in the process of reducing the torque or returning the abnormal gear to the normal gear may be solved.

1 is a schematic view of a hydraulic control system for an automatic transmission;
2 is a block diagram schematically showing a drive control system of a vehicle including an ISG function including a shift control device of an ISG vehicle according to an embodiment of the present invention.
3 is a block diagram schematically showing a configuration of a vehicle condition detecting unit applied to an embodiment of the present invention.
4 is a block diagram relating to a shift control performed by the shift control device according to an embodiment of the present invention;
5 is a flow chart applied for automatic shift control according to whether an ISG function is executed according to another aspect of the present invention.

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

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The singular expressions include plural expressions unless the context clearly dictates otherwise. It is to be understood that the terms "comprises", "having", and the like in the specification are intended to specify the presence of stated features, integers, steps, operations, elements, components, or combinations thereof, But do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, parts, or combinations thereof.

Also, the terms first, second, etc. may be used to describe various components, but the components should not be limited by the terms. The terms are used only for the purpose of distinguishing one component from another.

In addition, the terms " part, "" unit," " module, "and the like, which are described in the specification, refer to a unit for processing at least one function or operation, which may be implemented by hardware or software or a combination of hardware and software .

In the following description with reference to the accompanying drawings, the same reference numerals are given to the same constituent elements, and a duplicate description thereof will be omitted. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, a shift control of a six-speed automatic transmission will be described as an example of a known multi-stage automatic transmission for explaining a shift control apparatus and method according to an embodiment of the present invention.

1 is a schematic view of a hydraulic control system for an automatic transmission. Hereinafter, a hydraulic control system applied to the shift control of the automatic transmission will be schematically described first.

Referring to Fig. 1, the hydraulic system for an automatic transmission includes six friction engagement elements 110a to 110f, four hydraulic control solenoid valves 120a to 120d for providing hydraulic pressure to friction engagement elements, first and second Flow switching valves 130a and 130b, and first and second control valves 140a and 140d. For example, the friction engagement element may include a clutch shown as C1, C2 and C3 and a brake as shown as B1, B2 and B3.

C1 (first clutch) and C2 (second clutch) in the first forward speed and C1 (first clutch) and B2 (first brake) in the forward second speed, C1 (first clutch) C2 (second clutch) and C3 (third clutch) in forward 5, C3 (third clutch) and B2 (second brake) in forward gear 4, C1 (first clutch) ) Is activated to realize forward speed shift of 6 speeds.

In reverse, C2 (second clutch) and B1 (first brake) are operated to implement the reverse 1st speed range.

The figure illustrates a configuration in which a plurality of frictional coupling elements, preferably three clutches and three brakes, are arranged in a specific order in order to realize the gear stages of the sixth forward speed and the reverse reverse speed as one kind of automatic transmission, Accordingly, the plurality of frictional coupling elements for fastening the first to sixth forward speeds and the reverse reverse speeds may be arranged or configured differently, so that the present invention is not limited thereto.

The hydraulic pressure control solenoid valves 120a to 120d control hydraulic pressure to switch the flow path of the flow path switching valves 130a and 130b. The shift control device selectively controls the flow path of the hydraulic fluid supplied to the friction engagement elements by controlling the hydraulic control solenoid valves (120a to 120d) for adjusting the hydraulic pressure of the hydraulic oil generated by the oil pump, Implement gear tightening.

For example, the first and third hydraulic control solenoid valves 120a and 120c of the first to fourth hydraulic control solenoid valves 120a to 120d are respectively connected to the first and second hydraulic control solenoid valves 120a and 120b through the first and second flow switching valves 130a and 130b, The oil passage is switched so that the hydraulic pressure can be selectively provided to the two friction engagement elements (B1 or C3, C2 or B3) out of the six friction engagement elements.

The first flow-switching valve 130a is preferably connected to the first hydraulic control solenoid valve 120a and connected to B1 110a and C3 110f at the same time. Accordingly, the first flow-switching valve 130a selectively supplies the hydraulic pressure supplied from the first hydraulic control solenoid valve 120a to B1 110a and C3 110f. That is, the B1 110a and the C3 110f are not supplied with the hydraulic pressure at the time of shifting.

The second flow path switching valve 130b is preferably connected to the third hydraulic control solenoid valve 120c and is also connected to the C2 110c and the B3 110e. Accordingly, the second flow path switching valve 130b selectively provides the hydraulic pressure supplied from the third hydraulic control solenoid valve 120c to the C2 110c and the B3 110e. That is, the C2 110c and the B3 110e are not simultaneously supplied with the hydraulic pressure during operation.

On the other hand, the second hydraulic control solenoid valve 120b is connected to the C1 (110b) to provide the hydraulic pressure, and the fourth hydraulic control solenoid valve 120d is connected to the B2 (110d) to provide the hydraulic pressure. The first control valve 140a and the second control valve 140b are connected to an oil pump (not shown) to receive a hydraulic pressure from the oil pump and receive the first and second flow control valves 130a and 130b, Respectively.

The hydraulic control solenoid valve can be classified into a normally open type solenoid valve and a normally closed type solenoid valve. The former is a solenoid valve with high output pressure and low power output and low output pressure. The latter is a solenoid valve operated in reverse.

In the following embodiments, a normally closed type solenoid valve will be described as an example. However, it is not limited to a normally closed type solenoid valve.

2 is a block diagram schematically showing a drive control system of a vehicle including an ISG function including a shift control device of an ISG vehicle according to an embodiment of the present invention

2, the drive control system of the ISG vehicle includes a bus 200, a transmission control unit (TCU) 240, and an engine control unit (ECU) 260. Although not specifically shown in the drawings, the ISG vehicle may further include actuators 250 and 270 and driving devices controlled by these control devices.

For example, the transmission includes a transmission capable of selectively transmitting at least one of a plurality of friction engagement elements using hydraulic pressure to shift the power from the engine to transmit the power to the drive wheels of the vehicle, And the like. The constituent elements, the coupling relations, etc. of these elements are at least known in the art, and therefore a detailed description thereof will be omitted.

The shift control device 240 according to an embodiment of the present invention includes an electronic control unit (ECU) installed in a vehicle, a vehicle state detector (ECU) for obtaining information on a current vehicle state from various sensors A determination unit 220 for determining whether or not to execute the shift control based on the detection information provided by the vehicle state detection unit 210, and a control unit 230 involved in the shift control.

The vehicle state detection unit 210 obtains vehicle state information from the electronic control device or sensors. The vehicle state information includes information on the engine speed, the gear position selected by the shift lever, the battery voltage of the vehicle, whether or not the ISG function is operated, and the displacement of the accelerator pedal for determining the automatic stop condition or the automatic restart condition of the engine Or information on the displacement of the brake pedal and the like.

In the case where the automatic stop condition (the condition for executing the ISG function) and the automatic restart condition (the condition for releasing the ISG function) are differently changed, the vehicle condition detecting unit 210 may acquire only a part of the listed information, Other information may be obtained in addition to the information. The vehicle state information obtained by the vehicle state detecting unit 210 is transmitted to the determining unit 220.

The determination unit 220 analyzes the information received from the vehicle state detection unit 210 and performs a predetermined determination. Preferably, whether or not the ISG function for automatically stopping the engine is entered from the reception information, whether the ISG function for automatically restarting the engine is released, and whether the battery voltage is lower than a predetermined determination reference value when the ISG function is entered or released .

The condition for judging the ISG function entry includes a condition for judging that the vehicle is stationary. For example, when the speed change stage is N or P, the accelerator pedal signal is OFF (when the foot of the accelerator pedal is off) and the engine speed is lower than the predetermined reference speed. When the speed change stage is D, the accelerator pedal signal is OFF The brake pedal signal may be ON (when the foot brake pedal is depressed).

The ISG disable determination condition for the automatic restart of the engine includes, for example, a condition that the ignition is automatically turned off by the ISG function, and the accelerator pedal is ON (kick pedal depressed) or the brake pedal OFF The ISG function can be determined to be released. Of course, the conditions for judging the entry and exit of the ISG function are not limited to the illustrated conditions.

The control unit 230 controls a control signal for controlling each hydraulic control solenoid valve, specifically, a voltage to be supplied according to a result determined by the determination unit 220. The hydraulic control solenoid valve to which the voltage is applied selectively controls the hydraulic pressure of the hydraulic oil supplied to the plurality of friction engagement elements, preferably the clutches or brakes, thereby tightening the gear of the target speed change stage.

Controls the pressure reduction of the hydraulic pressure supplied to the plurality of friction engagement elements when the engine is automatically stopped or controls the pressure of the hydraulic pressure supplied to the plurality of friction engagement elements when the automatic restart condition of the engine is satisfied.

On the other hand, the engine control unit 260 controls the engine-related actuator 270 for automatic stop or automatic restart according to the determination result of the determination unit 220. For example, if automatic restart is required in the automatic stop state of the engine, engine cranking is performed, the fuel injection device is controlled to inject fuel into each cylinder, ignition is controlled to execute automatic restart of the engine .

Each component of the drive control system of the ISG vehicle may be connected to each other via a bus 200, but is not limited thereto. The bus 200 is a communication path for connecting an ECU (Electronic Control Unit), a node, a module, and the like in the device. The bus 200 is an address bus, a data bus, a control bus, Field Bus), and may be implemented in a network structure such as a star type, a mesh type, a ring type, a mesh type, and a tree type.

In addition, some or all of these buses 200 may be implemented in a variety of buses, such as CAN (Controller Area Network), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), Ethernet, RS485 bus, VME Multi-bus), next-generation bus system to be implemented in the future, and various network structures of wired and wireless.

FIG. 3 is a block diagram schematically showing a configuration of a vehicle state detecting unit applied to an embodiment of the present invention.

3, the vehicle state detection unit 210 includes an engine speed detection unit 211, a gear range detection unit 213 that detects a gear range selected by the shift lever, a battery voltage detection unit And an ISG function operation detecting unit 217 for detecting whether or not the ISG function is currently operating. The ISG function operation detecting unit 217 detects whether the brake pedal or the accelerator pedal is ON or OFF, A detection unit (not shown), and the like.

4 is a block diagram relating to a shift control performed by the shift control device according to the embodiment of the present invention.

Referring to FIG. 4, the determination unit 220 determines whether the battery voltage of the vehicle is lower than a predetermined determination reference value at a time point when the ISG function is released from the vehicle equipped with the ISG function, that is, do. That is, whether the voltage state of the battery is in the low voltage state. This is because when the start-up is turned on again, the battery voltage drop of the vehicle usually occurs and abnormal shifting may be performed.

As a result of the determination by the determination unit 220, when the battery voltage of the vehicle is in a low voltage state that is lower than a predetermined determination reference value, the controller 230 generates a signal for gear engagement at a specific stage, To control the gear engagement of the specific stage. More specifically, a signal for controlling the hydraulic control solenoid valves (120b and 120d in Fig. 1) involved in the second-stage gear engagement is generated and controlled so that the second-stage gear is engaged through the signals.

1) is implemented by the operation of C1 (110b) and B1 (110a) as described above, and the hydraulic control solenoids 120a and 120b involved in the C1 and B1 operations as well as the first The flow control valve 130a must be controlled. Therefore, when the battery voltage is low, the flow path switching is abnormally performed, so that a gear engagement at an undesired speed change stage, for example, a fourth gear engagement by C1 or C3 engagement, may occur.

On the other hand, the second-stage gear engagement can be performed only by controlling the two friction engagement elements involved in the second-stage gear engagement, that is, only the two hydraulic control solenoid valves 120b and 120d involved in the operation of C1 and B2 The ISG function makes it possible to realize a shift without fail even when the battery is turned off and the voltage of the battery drops, that is, in a low voltage state.

That is, when the battery voltage is lower than the normal reference value, the control unit 230, which is applied to the embodiment of the present invention, releases the ISG function and is restarted based on the battery voltage information provided by the determination unit in a state where the starter is turned off by the execution of the ISG function The control for the first stage start is excluded and the control for the second stage start is executed to prevent the fourth stage gear from being abnormally engaged.

Of course, when the battery voltage exceeds the reference value at the time when the automatic restart is performed due to satisfaction of the ISG function cancellation condition after the start of the ISG function is turned off, the control for the second-stage start is unnecessary. Controls the hydraulic control solenoid valves 120a and 120b and the flow path switching valve 130a so that the start can be performed.

The predetermined reference value of the battery is, for example, a voltage drop of 7.7 V at startup when the battery of the vehicle is at 12 V rated voltage, but a voltage drop of 6.4 V occurs at the low voltage battery. That is, the battery voltage of the vehicle when the voltage drop at the time of starting becomes less than 7.7 V can be set as a reference value. Of course, the reference value may vary depending on the characteristics of the battery, so the reference value is not limited thereto.

In the embodiment of the present invention, four unsteady stages are connected by the formation of an abnormal flow path according to one type of automatic transmission. However, the present invention is not limited to the above embodiments, It should be noted that since the plurality of frictional coupling elements may be different, the abnormal stage is not limited to four stages.

5 is a flow chart for automatic shift control according to whether an ISG function is executed according to another aspect of the present invention.

Referring to FIG. 5 with reference to FIG. 2 attached hereto, the vehicle state detection unit 210 receives vehicle state information necessary for automatic transmission control (S510). As described above, the vehicle status information may include information on the speed change stage for determining the current speed change stage, the battery voltage, the displacement of the accelerator pedal necessary for determining whether to enter or release the ISG function, and the displacement of the brake pedal.

The determination unit 220 determines whether the ISG function is entered from the vehicle state reception information (S520). That is, whether the engine automatic stop condition is satisfied or not. For example, when the speed change stage is N (neutral) or P (parking), it is determined that the engine automatic stop condition is satisfied and the ISG function is executed if the accelerator pedal signal is OFF and the engine speed is lower than the reference speed .

Further, when the gear position is located at the D (Drive) end, it is determined that the engine automatic stop condition is satisfied when the accelerator pedal signal is OFF and the brake pedal signal is ON, and the ISG function for stopping the engine .

If it is determined that the vehicle state does not match the ISG function entry condition, it is determined that the ISG function is not executed and the process is terminated in that state. If the vehicle state satisfies the ISG function entry condition If it is determined that the ISG function is being executed, the determination unit 220 receives the vehicle status information necessary for determining whether to release the ISG function (S530).

Then, it is determined whether the ISG function is released from the vehicle state information received from the vehicle state detection unit 210 (S540). Whether or not the ISG function is released, that is, whether the engine is automatically restarted, can be determined from whether the vehicle state information received from the vehicle state detection unit satisfies the engine automatic restart condition in a state where the engine is stopped (OFF) by executing the ISG function.

For example, if the accelerator pedal is ON (the accelerator pedal is pressed by the foot) or the brake pedal is OFF (the foot is released from the brake pedal) while the engine is stopped by the execution of the ISG function, It is determined that the automatic restart condition is satisfied. In this case, it is determined that the engine automatic restart function, that is, the ISG function is released.

The determination unit 220 then checks the state of the battery voltage of the vehicle at the time point when the ISG function is released (S550). If the battery is in a low-voltage state, as described above, the hydraulic control solenoid valve and the flow path switching valve can not be normally controlled, thereby causing a situation in which the flow path is abnormally formed and the high- There is a concern.

The control unit 2300 generates a signal for engaging the second gear at the point of time when the battery low voltage information is transmitted, The hydraulic control solenoid valve is controlled by the generated signal to perform the shift control so that the gear engagement of the two stages is performed, thereby preventing the abnormally fast gear from being engaged (S560).

That is, if the battery voltage is lower than the normal reference value based on the battery voltage information provided by the determination unit in the state where the starter is turned off by the execution of the ISG function, the control of the hydraulic control solenoid valve for the first stage start And the control for the second-stage start is executed to prevent the abnormally high-speed gear from being engaged.

Of course, if the battery voltage is normal at the time when the automatic restart is performed due to satisfaction of the ISG function cancellation condition after the start of the ISG function is turned off, the control for the second-stage start is unnecessary. The hydraulic control solenoid valves 120a and 120b (see FIG. 1) and the oil line switching valve 130a (see FIG. 1) are controlled to perform a normal first-stage start (S570).

Although it is described that the processes S510 to S570 are sequentially executed in FIG. 5, it is only an exemplary description of the technical idea of the embodiment of the present invention. It will be understood by those of ordinary skill in the art, It is possible to change or execute the procedure described in FIG. 5 within a range that does not deviate from the essential characteristics, or to execute one or more of the processes S510 to S570 in parallel. That is, the time-sequential order of FIG.

In the foregoing detailed description of the present invention, only specific embodiments thereof have been described. It is to be understood, however, that the invention is not to be limited to the specific forms thereof, which are to be considered as being limited to the specific embodiments, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the appended claims. .

110a to 110f: clutch or brake
120a to 120d: first to fourth hydraulic control solenoid valves
130a, 130b: first and second flow path switching valves
140a, 140b: first and second control valves
200: bus 210: vehicle condition detector
211: Engine speed detecting unit 213:
215: battery voltage detection unit 217: ISG function operation detection unit
220: determination unit 230:
240: Shift control device 250: Hydraulic related actuator
260: engine control device 270: engine-related actuator

Claims (14)

A shift control device for a vehicle equipped with an ISG (Idle Stop and Go) function,
A vehicle state detector that obtains, from an electronic control unit (ECU) in a vehicle or sensors, some or all of information relating to an automatic stop condition of the engine, an automatic restart condition of the engine, and a battery voltage of the vehicle;
Whether or not the ISG function for automatically stopping the engine is entered, whether or not the ISG function for automatically restarting the engine is released, and whether the battery voltage is lower than a predetermined determination reference value. A judging unit for judging all of them; And
When the determination unit determines that the battery voltage is lower than the preset reference value in the case where the engine is automatically restarted after the engine is automatically stopped, a signal for gear engagement at a specific stage is generated, and a hydraulic control solenoid valve And controlling the gears to be engaged at specific stages,
Wherein the determination unit determines that the battery voltage is in a low voltage state when the battery voltage is maintained to be lower than a preset reference value for a preset time, and provides the determination unit with the determination information,
Wherein the control unit receives the low voltage state determination information from the determination unit and generates a signal for the second stage gear engagement.
The method according to claim 1,
Wherein the vehicle state detection unit
Wherein the control unit obtains a part or all of the information on the displacement of the accelerator pedal or the displacement of the brake pedal, the engine speed, the speed change stage, the battery voltage of the vehicle, and whether or not the ISG function is operated. Control device.
The method according to claim 1,
The gear engagement of the specific end is a second gear engagement,
Wherein the control unit sends a generated signal to a hydraulic pressure control solenoid valve engaged in the second stage gear engagement to control the second stage gear engagement to be performed.
The method of claim 3,
The hydraulic control solenoid valve includes:
And the hydraulic pressure is supplied to the clutch or the brake for interrupting the second-stage gear engagement of the plurality of clutches or brakes.
The method according to claim 1,
Wherein,
The controller determines whether to enter the ISG function or to release the ISG function based on the engine speed information, the accelerator pedal displacement, or the brake pedal displacement information among the information received from the vehicle condition detector. Wherein the vehicle is equipped with an ISG function.
6. The method of claim 5,
When the engine speed is equal to or lower than the preset reference speed, the accelerator pedal signal is OFF, and the brake pedal signal is ON, it is determined that the mode has entered the ISG function execution mode,
When the accelerator pedal signal is ON or the brake pedal signal is OFF when the ISG function is being executed, it is determined that the ISG function is released.
delete A shift control method for a vehicle equipped with an ISG (Idle Stop and Go) function,
An information receiving process for receiving, from an electronic control unit (ECU) in a vehicle or sensors, some or all of information relating to an automatic stop condition of the engine, an automatic restart condition of the engine, and a battery voltage of the vehicle;
Determining whether or not the ISG function for automatically stopping the engine is entered from the received information, whether or not the ISG function for automatically restarting the engine is released, and whether the battery voltage is lower than a predetermined determination reference value process; And
When it is determined that the battery voltage is lower than a predetermined determination reference value when the engine is automatically restarted after the engine is automatically stopped, a signal is generated so that the gear of the specific stage is engaged, and the hydraulic control solenoid valve is controlled by the generated signal And a gear shift control process for controlling the gear engagement of the specific stage to be performed,
In the information determination process, when the battery voltage is maintained to be lower than a predetermined reference value for a preset time at the time of automatically restarting the engine,
Wherein the signal for the second gear engagement is generated from the low-voltage state determination information through the information determination process in the shift control process.
9. The method of claim 8,
The information-
Wherein the control unit obtains a part or all of the information on the displacement of the accelerator pedal or the displacement of the brake pedal, the engine speed, the gear position, and the battery voltage of the vehicle.
9. The method of claim 8,
The gear engagement of the specific stage performed in the shift control process is a two-stage gear engagement,
And a signal generated in the hydraulic control solenoid valve associated with the second-stage gear engagement is transmitted to control the second-stage gear engagement to be performed.
11. The method of claim 10,
The hydraulic control solenoid valve includes:
Wherein the oil passage is switched so that the oil pressure is supplied to the clutch or brake for interrupting the second gear engagement of the plurality of clutches or brakes.
9. The method of claim 8,
In the information determination process,
Determining whether the ISG function entry or the ISG function is released from the engine speed information, the accelerator pedal displacement, or the brake pedal displacement information among the received information in the information reception process.
13. The method of claim 12,
In the information determination process,
When the engine speed is equal to or lower than the preset reference speed, the accelerator pedal signal is OFF, and the brake pedal signal is ON, it is determined that the mode has entered the ISG function execution mode,
When the accelerator pedal signal is ON or the brake pedal signal is OFF when the ISG function is being executed, it is determined that the ISG function is released.
delete

Images