KR20020095950A - Shift Control Method in Automatic Transmission - Google Patents

Shift Control Method in Automatic Transmission Download PDF

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Publication number
KR20020095950A
KR20020095950A KR1020010034329A KR20010034329A KR20020095950A KR 20020095950 A KR20020095950 A KR 20020095950A KR 1020010034329 A KR1020010034329 A KR 1020010034329A KR 20010034329 A KR20010034329 A KR 20010034329A KR 20020095950 A KR20020095950 A KR 20020095950A
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KR
South Korea
Prior art keywords
vehicle
automatic transmission
shift
speed
operated
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KR1020010034329A
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Korean (ko)
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박노준
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기아자동차주식회사
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Priority to KR1020010034329A priority Critical patent/KR20020095950A/en
Publication of KR20020095950A publication Critical patent/KR20020095950A/en

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0496—Smoothing ratio shift for low engine torque, e.g. during coasting, sailing or engine braking

Abstract

PURPOSE: A speed change control method of an automatic transmission for a vehicle is provided to keep soft traveling state and improve marketability of a vehicle by keeping second stage gear level when traveling at low speed in a downtown area having heavy traffic congestion. CONSTITUTION: In a speed change control method of an automatic transmission for a vehicle, low speed-decision vehicle speed, the operated degree and operated time of an accelerator pedal, and the operated time of a brake pedal, according to the traveling state in a downtown area having heavy traffic congestion, are set. Second stage gear level is maintained prior to the speed change diagram preset at the automatic transmission if the vehicle is traveling on a level road on the assumption that warm-up of the engine is finished and a drive mode state is given, and if the operated degree and the operated time of the accelerator pedal is below the preset operated degree and operated time of the accelerator pedal under the decision vehicle speed and the operated time of the brake pedal is over the preset operated time of the brake pedal.

Description

차량 자동변속기의 변속제어방법{Shift Control Method in Automatic Transmission}Shift Control Method in Automatic Transmission

본 발명은 차량 자동변속기의 변속제어방법에 관한 것으로서, 더욱 상세하게는 정체와 지체가 심한 도심주행상태에서 2단변속을 유지하여 부드러운 주행상태가 유지되도록 하는 차량 자동변속기의 변속제어방법에 관한 것이다.The present invention relates to a shift control method of an automatic transmission of a vehicle, and more particularly, to a shift control method of an automatic transmission of a vehicle so that a smooth driving state is maintained by maintaining two-speed shift in a city driving state with heavy traffic and delay. .

일반적으로 자동변속기는 유성기어의 조합에서 출력되는 변속비의 조합에 의해 변속이 수행되는데, 이러한 유성기어의 어느 하나를 구동시키고, 다른 기어를 고정 또는 출력시키는 것은 자동변속기에 내장된 클러치와 브레이크가 수행하고 있다.In general, the automatic transmission is shifted by a combination of transmission ratios output from a combination of planetary gears, and driving one of these planetary gears and fixing or outputting another gear is performed by a clutch and a brake built in the automatic transmission. Doing.

이러한 클러치와 브레이크는 유압에 의해 그 작동이 제어되는데, 이러한 작동유압을 제어하기 위하여 복잡한 유로조합체가 마련되고 여기에 제어밸브가 장착되어 있다.These clutches and brakes are controlled by hydraulic pressure. In order to control the hydraulic pressure, a complicated flow path assembly is provided and a control valve is mounted thereon.

제어밸브는 매뉴얼밸브, 시프트밸브, 록업밸드 등으로 구분되며, 시프트밸브가 변속선도에 따라 조합된 유성기어 관계의 클러치 및 브레이크를 제어하는 밸브이다.The control valve is divided into a manual valve, a shift valve and a lockup valve. The control valve is a valve that controls a clutch and a brake of a planetary gear relationship in which a shift valve is combined according to a shift diagram.

여기서, 변속선도는 예시도면 도 1a 와 같이 엔진의 스로틀 개도와 차속에 의해 2차원적으로 정해진다.Here, the shift diagram is determined two-dimensionally by the throttle opening degree and the vehicle speed of the engine as shown in Fig. 1A.

기계식이나 전자식이나 상기 변속선도에 따른 변속을 기본으로 하고 있으나, 특히, 전자식에서는 예시도면 도 1b와 같이 시프트밸브(1)가 컨트롤유니트(10)의 출력부로서 솔레노이드 엑튜에이터(2)의 통전제어로 유로의 제어가 이루짐으로써, 상기 변속선도를 기본으로 주행상황 등 여러가지 조건에 따른 복잡한 변속패턴의제어가 가능하다.It is based on the shift according to the above-described shift diagram, mechanically or electronically. Particularly, in the electromagnetic type, as shown in FIG. 1B, the shift valve 1 serves as the output of the control unit 10 and controls the energization of the solenoid actuator 2. By controlling the low flow path, it is possible to control complex shift patterns according to various conditions such as driving conditions based on the shift diagram.

즉, 컨트롤유니트(10)의 입력부로서 변속선도에서 변속점을 결정하기 위한 스로틀포지션센서(12)와 차속센서(14) 및 매뉴얼밸브를 작동시키기위한 주행모드감지스위치(16)를 위시하여 냉각수온센서(18)와 제동스위치(20) 등이 연결되고 경사주행상태를 감시하기 위한 경사주행감지부(22)가 설정되어 있어, 차량의 주행상태에 따른 복잡한 변속패턴에 따라 시프트밸브(1)의 제어가 수행되는 것이다.That is, as the input of the control unit 10, the coolant temperature, including the throttle position sensor 12 for determining the shift point in the shift diagram, the vehicle speed sensor 14, and the driving mode detection switch 16 for operating the manual valve. The sensor 18 and the brake switch 20 and the like are connected to each other, and the inclination traveling detection unit 22 for monitoring the inclined driving state is set, and the shift valve 1 is controlled according to a complicated shift pattern according to the driving state of the vehicle. Will be performed.

그러나, 지금까지 개발된 자동변속차량은 전자제어에 의해 정밀한 변속패턴의 제어가 가능함에도 불구하고 정차와 지체구간이 잦은 우리나라의 도심주행상태에 마추어 변속제어가 수행되고 있지 않다는 문제점이 있었다.However, the automatic transmission vehicle developed up to now has a problem that the shift control is not performed in spite of the city driving state of the city which is frequently stopped and delayed, despite the precise control of the shift pattern by electronic control.

이를 좀더 상세히 설명하면, 우리나라의 도심주행은 저속구간에서 가속과 감속 및 정차를 반복하는 속도변화가 잦은 주행패턴을 보이고 있으며, 이러한 경우에서의 변속선도는 1단과 2단을 업시프트와 다운시프트가 반복(빗금친 구역)됨을 알 수 있다.To explain this in more detail, the urban driving in Korea shows a driving pattern with frequent speed changes that repeat acceleration, deceleration, and stopping at low speed sections. In this case, the shift diagrams include upshift and downshift. It can be seen that it is repeated (hatched area).

따라서, 저속구간에서 속도변화가 잦은 경우 1단과 2단 사이의 변속반복에 의한 변속쇼크반복으로 사용자에게 주행불쾌감을 유발시킬 우려가 있었던 것이다.Therefore, in the case of frequent speed changes in the low speed section, there is a concern that the driving shock may be caused to the user by shifting the shock by repeating the shift between the first and second gears.

변속쇼크는 다양한 형태로 차실내로 전달되며, 예를 들어 토오크변화에 따른 관성에 의한 충격이나 소음이나 진동 등으로 전달되는데 저속구간에서의 속도변화에 따른 변속쇼크는 미약한 것일지라도 반복에 의해 차량 사용자에게 불쾌감을 유발시키고 차량의 상품성이 저하될 우려가 있었던 것이다.The shift shock is transmitted to the inside of the vehicle in various forms.For example, the shock is transmitted due to inertia caused by torque change, noise or vibration. There was a risk of causing discomfort to the user and deterioration of the merchandise of the vehicle.

이에 본 발명은 상기 문제점을 개선하기 위하여 안출된 것으로, 정체와 지체가 심한 도심주행상태에서 2단변속을 유지하여 부드러운 주행상태가 유지되도록 하는 차량 자동변속기의 변속제어방법을 제공함에 그 목적이 있는 것이다.Accordingly, the present invention has been made to solve the above problems, and to provide a shift control method of the automatic vehicle transmission to maintain a two-speed shift in a state of heavy traffic and heavy traffic to maintain a smooth driving state. will be.

이를 위한 본 발명은 엔진의 웜업이 완료되고 평지주행상태에서 정차와 지체가 심한 도심주행상태에 따른 저속의 판단속도와 가속페달의 조작량 및 조작시간과 제동페달의 조작시간을 감시하여 정차와 지체가 심한 도심주행상태가 판단되면, 1-2단 시프트밸브를 제어하여 2속을 유지케 한 것이다.To this end, the present invention monitors the low speed judging speed, the operation amount of the accelerator pedal, the operation time and the operation time of the braking pedal by stopping the engine in the flat driving state and stopping and delaying in the flat driving state. If severe driving condition is judged, it controlled 1-2 shift valve to maintain 2 speed.

도 1a 는 종래 문제점을 설명하기 위한 자동변속기의 변속선도,1A is a shift diagram of an automatic transmission for explaining a conventional problem,

도 1b 는 일반적인 자동변속기 제어시스템을 나타낸 개략도,Figure 1b is a schematic diagram showing a general automatic transmission control system,

도 2 는 본 발명에 따른 변속제어방법을 나타낸 흐름도이다.2 is a flowchart illustrating a shift control method according to the present invention.

도 3a 는 본 발명에 따른 변속제어방법에서 가속페달의 조건상태를 나타낸 설명도,3A is an explanatory view showing the condition of the accelerator pedal in the shift control method according to the present invention;

도 3b 는 본 발명에 따른 변속제어방법에서 제동페달의 조건상태를 나타낸 설명도이다.3B is an explanatory view showing the condition of the braking pedal in the shift control method according to the present invention.

- 도면의 주요부분에 대한 부호의 설명 --Explanation of symbols for the main parts of the drawings-

1 - 시프트밸브,2 - 솔레노이드 엑튜에이터,1-shift valve, 2-solenoid actuator,

10 - 컨트롤유니트,12 - 스로틀포지션센서,10-control unit, 12-throttle position sensor,

14 - 차속센서,16 - 주행모드스위치,14-vehicle speed sensor, 16-drive mode switch,

18 - 냉각수온센서,20 - 제동스위치,18-Cooling water temperature sensor, 20-Braking switch,

22 - 경사주행감지부,22-slope running detection,

이하 첨부된 예시도면과 함께 본 발명을 설명하면 다음과 같다.Hereinafter, the present invention will be described with reference to the accompanying drawings.

예시도면 도 2 는 본 발명에 따른 변속제어방법을 나타낸 흐름도로서, 본 발명은 정차와 지체가 심한 도심주행상태에 따른 저속의 판단차속과 가속페달의 조작량 및 조작시간과 제동페달의 조작시간을 설정하여 엔진의 웜업완료와 주행모드상태를 전제조건으로 평지주행상태이고 상기 판단차속이하에서 상기 가속페달의 조작량과 조작시간이 설정된 조작량과 조작시간 미만이고, 제동페달의 조작시간이 상기 설정된 조작시간을 초과하면 자동변속기의 설정된 변속선도에 우선하여 2단을 유지시키는 자동변속기의 변속제어방법이다.2 is a flowchart illustrating a shift control method according to the present invention. The present invention sets a low speed determination vehicle speed, an operation amount of an accelerator pedal, an operation time, and an operation time of a brake pedal according to a stop and a heavy city driving condition. The driving condition of the engine is a flat driving condition under the premise of the warm-up completion of the engine and the driving mode, and the operation amount and the operation time of the accelerator pedal are less than the set operation amount and the operation time under the determination vehicle speed, and the operation time of the brake pedal is set to the operation time. If it exceeds, it is shift control method of automatic transmission which maintains two steps in preference to the set shift diagram of automatic transmission.

이러한 제어의 수행은 자동변속기의 전자제어시스템이 수행하며, 컨트롤유니트가 입력부인 각 센서로부터 상기의 조건상태를 감시하고 출력부인 1-2단 시프트밸브의 솔레노이드 엑튜에이터를 제어하게 된다.The control is performed by the electronic control system of the automatic transmission, and the control unit monitors the condition of the condition from each sensor of the input unit and controls the solenoid actuator of the 1-2 stage shift valve of the output unit.

이를 좀더 상세히 설명하면, 입력부로서 조건과 이를 감시하기 위한 센서는기존의 것이 이용되며, 먼저 주행모드스위치(16)는 차량의 주행상태를 감시하여, 변속모드가 주행모드(D,1,2)에 위치되어 있는 가를 판단한다.In more detail, the condition and the sensor for monitoring the condition as an input unit is used in the existing, first, the driving mode switch 16 monitors the driving state of the vehicle, the shift mode is the driving mode (D, 1, 2) Determine if it is located at.

변속모드가 주행모드(D,1,2)에 위치되어 있다함은 운전자의 주행의지를 나타내게 된다.The shift mode is located in the driving modes D, 1 and 2, indicating the driver's willingness to drive.

즉, 정차시간이 길어지는 경우 통상의 운전자는 변속모드를 중립모드(N)로 변경시키는 경우가 대부분이므로, 비록 차량이 정차상태에 있다하더라도 변속모드가 주행모드(D,1,2)인 경우 이것이 짧은 정차구간이어서 운전자가 출발대기중이라는 것을 나타내는 조건에 포함되어지는 것이다.That is, when the stop time is long, the driver usually changes the shift mode to the neutral mode (N). Therefore, even when the vehicle is in the stopped state, the shift mode is the driving mode (D, 1, 2). This is a short stop and is included in the condition indicating that the driver is waiting for departure.

주행모드스위치(16)는 변속레버의 조작에 따른 매뉴얼밸브의 작동및 이것의 상태를 감시하여 계기판에 표시해주는 역할을 한다.The driving mode switch 16 monitors the operation of the manual valve according to the operation of the shift lever and the state thereof, and serves to display it on the instrument panel.

다음으로 냉각수온센서(18)는 엔진의 웜업완료를 판단하며, 웜업이 완료되기 전까지는 배기가스의 배출량이 증가되므로, 엔진의 신속한 웜업을 도모하기 위하여는 1단을 유지하여 빠른 엔진회전수를 유지시키는 것이 바람직하기 때문이다.Next, the coolant temperature sensor 18 determines the completion of the warm-up of the engine, and the exhaust gas is increased until the warm-up is completed. Therefore, the coolant temperature sensor 18 maintains the first stage to facilitate rapid warm-up of the engine. It is because it is preferable to hold | maintain.

경사주행감지부(22)는 컨트롤유니트(10)에 설정된 제어로직으로 노면으로 부터의 저항에 따른 엔진의 출력상태를 감지하여 노면의 경사상태를 감지하며, 경사로에서의 지체인 경우 출발이나 가속시에는 출력토오크를 유지하기 위해 변속선도에 따를 필요가 있기 때문이다.The slope running detection unit 22 detects the output state of the engine according to the resistance from the road surface by the control logic set in the control unit 10, and detects the inclination state of the road surface. This is because it is necessary to follow the shift diagram to maintain the torque.

본 발명에 따른 평지주행 조건은 평지가 완전평지일 필요는 없고 어느정도의 허용범위로 정하여질 것이다.The flat driving conditions according to the present invention do not need to be flat, and the flat will be defined to some extent.

예를 들어, 수평에서 수직까지의 퍼센트 구간에서 어느정도의 평지가 유지되는 3%정도의 구역은 본 발명을 수행하기 위한 조건으로서의 평지로 적당한 것이다.For example, an area of about 3% in which a certain level of flatness is maintained in a percentage section from horizontal to vertical is suitable as flat as a condition for carrying out the present invention.

차속센서(14)는 차량의 속도를 감시하며 컨트롤유니트(10)에는 도심지체구간주행에 따른 판단차속이 설정되어 있어 이 판단차속미만으로 주행이 이루어지는 가를 감시하게 된다.The vehicle speed sensor 14 monitors the speed of the vehicle, and the control unit 10 is configured to determine whether or not the vehicle speed is less than the determination vehicle speed because the determination vehicle speed is set according to the urban delay zone.

상기 판단차속은 우리나라의 도심지체구간주행에 따라 실험적으로 설정되어질 것이다.The judgment speed will be set experimentally according to the urban retardation section of Korea.

스로틀포지션센서(12)는 가속페달의 조작량을 감시하고, 컨트롤유니트(10)에 설정된 판단시간에 따라 설정된 작동시간과의 비교를 위해 가속페달의 조작시간을 감시하게 된다.The throttle position sensor 12 monitors the operation amount of the accelerator pedal, and monitors the operation time of the accelerator pedal for comparison with the operation time set according to the determination time set in the control unit 10.

즉, 지체구간에서 가속페달의 조작은 조작량과 조작시간으로 판단된다.That is, the operation of the accelerator pedal in the delay section is determined by the operation amount and the operation time.

이것이 도심주행상태에 포함되는 가를 판단하기 위하여는 최소의 판단시간이 필요하며, 이 판단시간내에서 가속페달의 조작상태를 감시하여야 한다.In order to judge whether this is included in the urban driving condition, a minimum judgment time is required, and the operation state of the accelerator pedal should be monitored within this judgment time.

상기 판단시간과 조작시간은 도심지체구간의 주행에 따라 실험적으로 설정되어질 것이며, 예를들어 도 3a 와 같이 판단시간이 300초로 설정되어 있고, 가속페달의 조작시간이 100초 미만인 경우 저속에 따른 가속페달의 기본조건이 된다.The determination time and the operation time will be set experimentally according to the driving of the urban retardation section. For example, when the determination time is set to 300 seconds and the operation time of the accelerator pedal is less than 100 seconds as shown in FIG. This is the basic condition of the pedal.

여기에, 가속페달의 조작량, 즉 스로틀밸브의 개도량이 40% 미만인 경우 급가속이 이루어지지 않고 완만한 가속이 수행됨을 알 수 있다.Here, it can be seen that when the operation amount of the accelerator pedal, that is, the opening amount of the throttle valve is less than 40%, rapid acceleration is not performed and gentle acceleration is performed.

즉, 가속페달의 조작량이 적음과 더불어 가속페달의 조작시간이 짧은 경우 도심지체구간에서의 주행이라 판단될 수 있다.That is, when the amount of operation of the accelerator pedal is small and the operation time of the accelerator pedal is short, it may be determined that the vehicle is driven in the urban area.

한편, 스로틀포지션센서(12)는 가솔린 차량의 경우이고 디젤차량인 스로틀포지션센서로 대체되어지는 것도 가능하다.On the other hand, the throttle position sensor 12 is a case of a gasoline vehicle and may be replaced by a throttle position sensor which is a diesel vehicle.

가솔린차량에서 가속페달의 작동은 스로틀밸브의 개도로 나타나며, 스로틀밸브에는 스로틀포지션센서(12)가 장착되어 있어 이것으로부터 가속페달의 조작량 감시가 가능한 것이다.The operation of the accelerator pedal in the gasoline vehicle is shown by the opening of the throttle valve, and the throttle valve is equipped with a throttle position sensor 12, from which the operation amount of the accelerator pedal can be monitored.

그리고, 마지막으로 제동스위치(20)는 제동페달의 조작상태를 감시하며, 컨트롤유니트(10)에는 상기된 판단시간내에 제동페달의 조작시간을 판단한다.Finally, the braking switch 20 monitors the operation state of the braking pedal, and the control unit 10 determines the operation time of the braking pedal within the above-described determination time.

상기 제동페달의 조작시간의 설정범위도 도심지체구간에서 제동페달의 조작에 따라 실험적으로 결정될 것이며, 예를 들어 도 3b 와 같이 상기 판단시간이 300초로 설정되어 있고 이 판단시간내에 제동페달의 조작이 200초 이상이면 도심지체구간에서의 제동페달의 조작이라 판단되어지는 것이다.The setting range of the operation time of the braking pedal will also be determined experimentally according to the operation of the braking pedal in the urban retardation section. For example, as shown in FIG. 3B, the determination time is set to 300 seconds and the operation of the braking pedal is performed within this determination time. If it is more than 200 seconds, it is judged that it is the operation of the braking pedal in the urban delay zone.

즉, 정차시간이 장시간인 경우 변속모드의 중립상태에서 파킹브레이크를 이용하는 것이 통상적이어서, 제동페달의 조작은 지체구간에서의 감속을 위한 조작과 더불어 짧은 정차구간에서 주행대기를 위한 운전자의 의지를 나타낸다.That is, when the stopping time is long, it is common to use the parking brake in the neutral state of the shift mode, and the operation of the braking pedal indicates the driver's intention to wait for the driving in the short stop section together with the operation for deceleration in the delay section. .

따라서, 제동페달의 조작시간이 판단시간과의 비교대상이며, 조작시간이 설정시간보다 길다함은 감속 또는 정지를 위한 제동페달의 조작이 잦다는 것과 정차중에서 다시 신속한 출발대기을 위한 브레이크의 조작, 즉 정차시간이 짧은 경우를 의미하게 되는 것이다.Therefore, the operation time of the brake pedal is the target of comparison with the determination time, and the longer operation time means that the operation of the brake pedal for deceleration or stop is more frequent and that the operation of the brake for a quick start waiting again during the stop is performed. This means a short stop time.

상기 조건들은 컨트롤유니트(10)에서 엔드(AND)로직으로 수행되며, 어느 하나의 조건이 만족치 않으면, 도심지체구간의 주행에 따른 변속제어가 수행되지 않는다.The above conditions are performed by the end logic AND in the control unit 10. If any one of the conditions is not satisfied, the shift control according to the running of the city delay section is not performed.

상기 변속제어는 2단의 유지이며, 이것은 컨트롤유니트(10)에서 기존의 변속선도에 우선되는 신호로 1-2단 솔레노이드 엑튜에이터(2)를 제어함으로써 2단의 유지가 수행된다.The shift control is two stages of maintenance, which is performed by controlling the 1-2 stage solenoid actuator 2 as a signal which is prioritized in the existing shift diagram in the control unit 10.

이러한 2단변속의 유지는 마치 눈길이나 미끄러운 노면에서 부드러운 출발을 위한 토오크를 제공하기 위한 홀드모드와 유사하지만, 본 발명은 컨트롤유니트의 판단에 의해 작동되어져 홀드모드 스위치에 의해 사용자의 임의로 작동시키는 종래의 것과는 다르게 되며, 저속의 구간에서 속도의 변화가 잦은 경우에도 1-2단 사이의 변속이 없게되어 부드러운 주행상태가 유지되는 것이다.This two-speed maintenance is similar to the hold mode for providing a torque for a smooth start on snowy roads or slippery roads, but the present invention is operated at the control unit's discretion and operated by the hold mode switch. It is different from that, even if the speed changes frequently in the low speed section, there is no shift between 1-2 steps, so the smooth running state is maintained.

상술된 바와 같이 정체와 지체구간이 심한 도심주행에서 저속주행시 2단변속상태를 유지함으로써, 부드러운 차량의 주행상태가 유지되어 차량의 상품성이 향상되는 효과가 있다.As described above, by maintaining a two-speed shift state at low speed in a city driving with heavy traffic and heavy traffic sections, the driving state of a smooth vehicle is maintained, thereby improving the merchandise of the vehicle.

Claims (1)

정차와 지체가 심한 도심주행상태에 따른 저속의 판단차속과 가속페달의 조작량 및 조작시간과 제동페달의 조작시간을 설정하여 엔진의 웜업완료와 주행모드상태를 전제조건으로 평지주행상태이고 상기 판단차속이하에서 상기 가속페달의 조작량과 조작시간이 설정된 조작량과 조작시간 미만이고, 제동페달의 조작시간이 상기 설정된 조작시간을 초과하면 자동변속기에 설정된 변속선도에 우선하여 2단을 유지시키는 자동변속기의 변속제어방법.Determination of low speed judgment vehicle speed, acceleration pedal operation amount, operation time and braking pedal operation time according to the stop and heavy city driving conditions. Hereinafter, when the operation amount and the operation time of the accelerator pedal are less than the set operation amount and the operation time, and the operation time of the brake pedal exceeds the set operation time, the speed of the automatic transmission that maintains the second stage in preference to the transmission diagram set in the automatic transmission. Control method.
KR1020010034329A 2001-06-18 2001-06-18 Shift Control Method in Automatic Transmission KR20020095950A (en)

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