KR19980036594A - Line pressure control method of automatic transmission - Google Patents

Abstract

The present invention relates to a line pressure control method of an automatic transmission, and when shifting occurs during driving, a target shift stage is set to cope with occurrence of performance degradation due to manufacturing deviation or operating time of a solenoid valve shifting the shift stage to the target shift stage. If the shift stage is shifting, it detects the schedule for determining the target gear ratio, changes the on / off solenoid valve if there is a shift request, increases the timer, and performs a subroutine for line pressure control. And outputs the duty control signal determined as described above, increases the synchronization completion time if the shift stage is synchronized within the synchronization time, and then terminates the line pressure control if the synchronization is completed. Perform the routine to update the correction duty value ΔD of the line pressure control to the learning control and then As it is utilized immediately, the line pressure of the target value can be adjusted regardless of the manufacturing deviation and performance deterioration of the line pressure solenoid valve to prevent the reduction of the operating life of the friction element due to the manufacturing deviation and deterioration of the friction element. This has the effect of improving shifting performance.

Description

Line pressure control method of automatic transmission

The present invention relates to a line pressure control method of an automatic transmission, and more particularly, in order to cope with a manufacturing deviation of a line pressure control solenoid valve and a friction element of an automatic transmission, a performance deterioration according to a driving time, and to reduce a shift shock when shifting. It relates to a line pressure control method of an automatic transmission which always controls the line pressure to an optimum value.

In general, a vehicle equipped with an automatic transmission controls the hydraulic pressure within a shift range set according to the traveling speed of the vehicle so that the shift gear of the target shift stage may be automatically operated.

Therefore, the torque converter is operated according to the output power of the engine to control the rotational force of the fluid, and according to the control signal applied from the shift control device so that the shift gear according to the operating state of the vehicle can be operated. Hydraulic pressure acts on the valve to allow shifting.

Therefore, a vehicle equipped with an automatic transmission in which the operating state is controlled according to the hydraulic pressure does not require the operation of a clutch pedal to cut off power from the engine in order to change the operating state of the corresponding shift gear. Fatigue can be reduced, and an engine stall is not generated due to a malfunction of the driver or an immature driving during driving, so that even a beginner can easily operate a driving operation.

Therefore, the automatic transmission is converted to a port according to the position selected by the driver's shift lever, and the fluid pressure is supplied from the oil pump, and the operating state of the hydraulic valve is changed by the fluid pressure so that any one of the gear stages of the transmission gear mechanism is shifted. Controls the operating state of the hydraulically actuated friction element for selecting stages.

The selective action of the friction element, which consists of a clutch or a brake, shifts the operation of the planetary gear arrangement so that an appropriate transmission ratio is made and then transmitted to the drive gear.

When the shifted power is transmitted to the drive gear, the shifted power is transmitted to the driven gear geared to the gear reduction gear by the driven gear coupled to the drive gear to control the rotational power of the wheel.

As described above, when the gear shift stage is determined according to the driving state of the vehicle, and when the control operation to the determined target gear shift stage is executed, a friction element corresponding to each target gear stage is selected from the friction elements consisting of a clutch or a brake. It is determined by operating, and the shift of two gear ratios is performed by changing the friction element or the actuating element.

However, if the line pressure applied to the above is excessively high, the transient clamping capacity of the friction element is too high to generate a large impact, if too low, it generates a slip, resulting in a shortening of the operating life of the friction element.

Therefore, in order to solve the above problem, the duty control was conventionally performed using the solenoid valve for line pressure control.

However, the above-mentioned conventional technology cannot avoid the occurrence of intrinsic shift shock and shortening of the service life of the friction element due to the manufacturing deviation and the characteristic deterioration of the friction element of the solenoid valve for the line pressure control. There is this.

Therefore, in order to solve the above-mentioned conventional problems, when shifting occurs during driving, the shift is set in order to cope with a performance deviation caused by manufacturing deviation or operating time of the solenoid valve shifting the shift stage to the target shift stage by setting the target shift stage. Detect the schedule to determine the target gear ratio when the gear is shifted, change the on / off solenoid valve if there is a shift request, increase the timer, perform a subroutine for line pressure control to determine the duty, If the shift stage completes synchronization within the synchronizing time by outputting the duty control signal determined above, the synchronizing completion time is increased. When the synchronizing completion is completed, the line pressure control is terminated. If there is no shift requirement, the learning control subroutine is performed. To update the correction duty value ΔD of the line pressure control to learning control to be used at the next shift By adjusting the line pressure of the target value regardless of the manufacturing deviation and performance deterioration of the line pressure solenoid valve, it is possible to prevent the reduction of the operating life of the friction element due to the manufacturing deviation of the friction element and the deterioration of performance. It is to provide a line pressure control method of an automatic transmission having an effect that can improve the.

The present invention for achieving the above object comprises the steps of determining whether the flag, which is an optional setting variable that determines that the shift stage is shifting to the target shift stage as the traveling vehicle starts shifting; If the flag, which is a predetermined setting variable, is 1, determining that the shift stage is shifting to the target shift stage, increasing the timer T1 by 1, and executing a line pressure control subroutine; Determining whether shift synchronization is completed within a time period in which the shift stage is shift-synchronized to the target shift stage as the duty control signal for line pressure control is output from the line pressure control subroutine; When the shift synchronization is performed within the shift synchronization time, increasing the set synchronization completion time T2 and determining whether the shift synchronization completion is completed; When the shift synchronization is completed, it is characterized in that it comprises the step of setting the flag, which is any variable set during the shift to 0, the learning control request flag to 1 and return to the initial stage.

1 is a duty pattern diagram for line pressure control of an automatic transmission according to an embodiment of the present invention,

2 is a block diagram of a line pressure control device of an automatic transmission according to an embodiment of the present invention;

Figure 3 (a) is a flow chart of the line pressure solenoid valve correction control method operation of the automatic transmission according to an embodiment of the present invention,

Figure 3 (b) is a subroutine of the line pressure control method of the automatic transmission according to the embodiment of the present invention,

3 (c) is a learning control subroutine of the line pressure control method of the automatic transmission according to the embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention, which can be achieved and realized in detail by the above objects, will be described in detail with reference to the accompanying drawings.

As shown in FIG. 2, the configuration of the line pressure control device of the automatic transmission according to the embodiment of the present invention is configured to receive a corresponding electric signal by receiving a signal output by varying the state of the vehicle according to the driving state of the vehicle. A vehicle driving state sensing means 10 for outputting; A control means (20) for receiving a signal output from the vehicle driving state sensing means (10) and reading and outputting the signal; It consists of a driving means 30 for synchronizing the shift stage to the target shift stage by receiving the signal output from the control means 20.

In the above, the vehicle driving state detection means 10, the throttle valve opening degree detection unit 11 for detecting the degree of opening of the throttle valve whose opening and closing state is variable in conjunction with the operation state of the accelerator pedal and outputs a corresponding signal; A vehicle speed detector 12 which detects a driving speed of the vehicle and outputs a corresponding signal; A shift stage sensing unit 13 configured to detect a variable state of the shift stage and output a corresponding signal when the shift stage is changed according to the throttle valve opening amount and the vehicle speed; An engine rotation speed detection unit 14 for detecting a rotation speed of the crankshaft which is varied according to an operating state of the engine and outputting a corresponding signal; Turbine shaft rotation speed detection unit 15 for detecting the rotational speed of the turbine shaft of the torque converter connected to the input shaft of the transmission and outputs a corresponding signal, the control means 20 is shifted when the vehicle starts running It is determined whether a flag, which is an optional setting variable that determines that the stage is shifting to the target shift stage, is 1 (S100).

When the flag, which is a predetermined setting variable, is 1, the control means 20 determines that the shift stage is shifting to the target shift stage, and increases the timer T1 by 1 and is shown in FIG. The line pressure control subroutine is executed as is (S140).

The control means 20 determines whether the flag, which is an optional setting variable for determining whether the shift stage is shifting to the target shift stage, is 1 (S200).

When the flag, which is a predetermined setting variable, is 1, the control means 20 determines that the shift stage is shifting to the target shift stage and initializes the duty initial value, the duty gradient, the duty output time, and the like stored in the memory map. The duty value D is set to output a corresponding duty control signal to the drive means 30 in accordance with the duty pattern for line pressure control of the automatic transmission as shown in FIG. 1.

In addition, the control means 20 calculates the correction duty value DELTA D according to the opening amount of the throttle valve (S220).

Therefore, the control means 20 calculates the line pressure control duty value Da by calculating the correction duty value ΔD calculated according to the opening degree of the throttle valve to the initial duty value D set above. The duty control signal is output to the driving means 30 to control the solenoid valve for line pressure control and return to the main routine (S230).

However, when the flag, which is a predetermined setting variable, is not 1, the control means 20 determines that the shift to the target shift stage is not synchronized, and thus the initial duty value and the duty gradient stored in the memory map are stored. To set the initial duty value (D) corresponding to the duty output time and the like output to the drive means 20 with the corresponding duty control signal to control the solenoid valve for line pressure control and return to the main routine (S201, S202).

As the duty control signal is output and the line pressure control solenoid valve is controlled, the control means 20 determines whether the transmission is completed within the time when the shift stage is shifted to the target shift stage (S160).

When the shift synchronization is performed within the shift synchronization time, the control means 20 increases the set synchronization completion time T2 and determines whether the shift synchronization completion is completed (S170, S180).

When the shift synchronization is completed in the above, the control means 20 sets the flag which is any variable set during the shift to 0, installs the learning control request flag as 1 and returns to the initial stage (S190).

However, when the shift synchronization is not completed within the shift synchronization completion time, the control means 20 performs the step of determining whether the shift synchronization completion is completed without increasing the synchronization completion time T2.

In addition, when the shift synchronization is not completed in step S180, the control means 20 returns to step S150 of performing the line pressure control subroutine.

However, when the shift request signal is not output in step S120, the control unit 20 determines whether the learning control request flag is set to 1 (S121).

When the learning control request Flag is set to 1, the control means 20 performs a subroutine for updating the correction duty value? D of the line pressure control to the learning control (S122).

Therefore, as shown in (c) of FIG. 3, the control means 20 determines the value of T1, which is increased by one by the timer in S140, in order to determine the time when the clutch fills up at the beginning of the shift. It is determined whether the value is greater than or equal to the set value T1p (S300).

When the value of T1 increased by one by the timer is greater than or equal to the preset T1p value, the control means 20 increases the duty value by 1% to the current correction duty value ΔD and then adds a new correction duty. The value ΔD is calculated, stored in memory and returned to the main routine.

The correction duty value ΔD calculated and learned and stored above is used for the line pressure control for the next shift generation.

However, when the value of T1 increased by one by the timer in step S300 is smaller than the preset value T1p, the control means 20 determines the value of T1 increased in step S170 to determine whether the shift synchronization is completed. It is determined whether it is equal to the value of the preset T2p (S301).

When the value of T2 is equal to the preset value of T2p, the control means 20 determines that the transmission is completed and returns to the main routine without performing learning control.

However, if the value of T2 is not equal to the preset value of T2p, it is determined that the shift synchronization is not completed, and the control means 20 determines whether the value of T2 is greater than the value of the preset T2p in order to determine whether the shift is completed. It is determined (S302).

When the value of T2 is larger than the preset value of T2p, the control means 20 determines that the shift is completed, and increases the current correction duty value ΔD by 0.1% so as to increase the new correction duty value ΔD. It calculates and stores the learning in the memory and returns to the main routine (S303).

However, when the value of T2 is less than or equal to the value of the preset T2p, the control means 20 determines that the shift synchronism time is exceeded, and decreases the current correction duty value D by 0.1% to learn in the memory. Save and return to the main routine (S304).

Accordingly, as the subroutine for learning control is completed, the control means 20 sets the learning control request flag, the timer T1, and the synchronization completion time T2 to 0, and returns to the initial stage.

The above embodiments are described as the most preferred embodiments, and the present invention is not limited thereto, and the embodiments can be easily described from the above embodiments.

As described above, when shifting occurs during driving in the embodiment of the present invention, a shift stage is set to cope with a performance deviation caused by manufacturing deviation or operating time of a solenoid valve shifting the shift stage to the target shift stage by setting the target shift stage. When the shift is in progress, a schedule for determining a target gear ratio is detected. When a shift request is made, the on / off solenoid valve is changed, the timer is increased, a subroutine for line pressure control is performed, and the duty is determined. If the shift stage is synchronized within the synchronization time and the shift stage is completed within the synchronization time, the synchronization completion time is increased, and when the synchronization is completed, the line pressure control is terminated. If there is no shift requirement, the learning control subroutine is performed. The correction duty value ΔD of the line pressure control is updated to the learning control to be used for the next shift. By adjusting the line pressure of the target value regardless of the manufacturing deviation and deterioration of the D-line pressure solenoid valve, it is possible to prevent the reduction of the operating life of the friction element due to the manufacturing deviation of the friction element and the deterioration of performance. An automatic transmission with an effect that can be improved provides a line pressure control method.

Claims (10)

Determining whether a flag, which is an optional setting variable that determines that the shift stage is being shifted to the target shift stage as the traveling vehicle starts shifting, is 1; If the flag, which is a predetermined setting variable, is 1, determining that the shift stage is shifting to the target shift stage, increasing the timer T1 by 1, and executing a line pressure control subroutine; Determining whether shift synchronization is completed within a time period in which the shift stage is shift-synchronized to the target shift stage as the duty control signal for line pressure control is output from the line pressure control subroutine; When the shift synchronization is performed within the shift synchronization time, increasing the set synchronization completion time T2 and determining whether the shift synchronization completion is completed; When the shift synchronization is completed, the line pressure of the automatic transmission comprising the step of setting a flag, which is any variable set during shifting, to 0, and setting the learning control request flag to 1 and returning to the initial stage. Control method. The method of claim 1, wherein the line pressure control subroutine comprises the steps of: determining whether the flag, which is an optional setting variable for determining whether the shift stage is shifting to the target shift stage, is 1; When the flag, which is an arbitrary setting variable, is 1, it is determined that the shift stage is shifted to the target shift stage, and the initial duty value D is determined using the duty initial value, the duty gradient, and the duty output time stored in the memory map. Setting up; Calculating a correction duty value? D according to the opening amount of the throttle valve; The line duty control duty value Da is calculated by calculating the initial duty value D set above and the correction duty value ΔD calculated according to the opening amount of the throttle valve according to the set arithmetic formula, and the above calculation A line pressure control method for an automatic transmission comprising the step of outputting a duty control signal to the main routine to control a line pressure control solenoid valve according to a pressure control duty value Da. The method according to claim 2, if any of the set variable Flag is not 1, the shift stage determines that the shift to the target shift stage is not synchronized, the initial duty value and the duty gradient, the duty output time, etc. stored in the memory map And setting a corresponding initial duty value (D) to output a corresponding duty control signal for controlling the line pressure control solenoid valve and returning it to the main routine. The method of claim 1, further comprising determining whether the shift synchronization completion is completed without increasing the synchronization completion time T2 when the shift synchronization is not completed within the shift synchronization completion time. . The method of claim 1, further comprising: performing a line pressure control subroutine when the shift synchronization completion is not finished. The method of claim 1, further comprising: determining whether the learning control request Flag is set to 1 when the shift request signal is not output; If the learning control request Flag is set to 1, performing a subroutine for updating the correction duty value? D of the line pressure control to the learning control; And setting the learning control request flag, the timer T1, and the synchronization completion time T2 to 0 as the subroutine for the learning control is completed, and returning to an initial stage. The method of claim 6, wherein the subroutine for learning control comprises: determining whether a value of T1 increased by one by a timer is greater than or equal to a preset value T1p in order to determine the time when the clutch is peeled off at the beginning of the shift; If the value of T1 increased by one by the timer is greater than or equal to the preset T1p value, the duty value is increased by 1% to the current correction duty value ΔD and then a new correction duty value ΔD is added. A method of controlling the line pressure of an automatic transmission, comprising calculating and storing the result in a memory and returning the result to the main routine. The method of claim 7, wherein when the value of T1 increased by one by the timer is smaller than the preset value T1p, whether the value of the increased synchronization completion time T2 is equal to the value of the preset T2p is determined to determine whether the shift synchronization is completed. Judging; If the value of T2 is equal to the value of the predetermined T2p, it is determined that the transmission is completed, and does not perform the learning control, the line pressure control method of the automatic transmission comprising a return to the main routine. The method of claim 8, wherein when the value of T2 is not equal to the value of the preset T2p, determining whether the shift is completed by determining that the shift synchronization is not completed, and determining whether the value of T2 is greater than the value of the preset T2p. Wow; When the value of T2 is larger than the value of the preset T2p, it is determined that the shift is completed and the current correction duty value ΔD is increased by 0.1% to calculate a new correction duty value ΔD to learn in the memory. A method for controlling line pressure in an automatic transmission, including storing and returning to a main routine. 10. The method of claim 9, wherein if the value of T2 is less than or equal to the preset value of T2p, it is determined that the shift synchronizing time has been exceeded, and the current correction duty value DELTA D is decreased by 0.1% for learning storage in the memory and the main routine. Method for controlling the line pressure of an automatic transmission, comprising returning to the.