KR20030027410A - METHOD FOR SHIFT CONTROLLING OF 5Th AUTOMATIC TRANSMISSION IN VEHICLE - Google Patents

Abstract

PURPOSE: A speed changing control method of a five-speed automatic transmission is provided to avoid resonance by differentiating vibration range of a clutch and a vehicle body and to change speed not by a clutch to clutch but by a clutch to one-way clutch for a slow kick-down. CONSTITUTION: In a vehicle of a five-speed automatic transmission, a forward one-speed gear level controls a first clutch as a connecting element. A forward two-speed gear lever controls the first clutch and a third clutch as the connecting element. A forward three-speed gear level controls the first clutch, a second brake and the third clutch as the connecting element. A forward four-speed gear level controls the second brake as a release element and controls the first clutch, the second clutch and the third clutch as the connecting element. A forward five-speed gear level controls the first clutch as the release element and controls the second clutch, the second brake and the third clutch as the connecting element. Thereby, resonance is avoided by differentiating vibration ranges of the clutch and a vehicle body. Therein, abnormal vibration and changing speed shock are prevented.

Description

Shift control method for 5-speed automatic transmission for vehicles {METHOD FOR SHIFT CONTROLLING OF 5Th AUTOMATIC TRANSMISSION IN VEHICLE}

The present invention relates to a five-speed automatic transmission for a vehicle, and more particularly, a shift control method of a five-speed automatic transmission for a vehicle to improve abnormal vibration and low-speed kick-down 3 → 2 shift shock at the time of a 4 → 5/5 → 4 shift. It is about.

In general, an automatic transmission for a vehicle is provided with a transmission control unit for automatically controlling a transmission ratio in accordance with a change in a traveling speed and a load of the vehicle.

The transmission control unit controls a plurality of friction elements installed in the power train in an active or non-operating state so that any one of the three elements (sun gear, ring gear, planet carrier) of the planetary gear set is an input element, and the other element is Select the reaction element to adjust the output speed.

When the vehicle automatic transmission does not fully utilize the performance of the engine in a high power engine, the fuel economy, power performance and driving performance is poor.

Accordingly, in recent years, an automatic transmission having a five-speed reverse one-speed transmission stage capable of making the transmission ratio more multi-stage as a means for fully utilizing engine performance in a high-power engine has been proposed.

In the automatic transmission having the forward 5-speed reverse 1-speed transmission stage, the peripheral speed is controlled from 1 to 4 speeds, and the sub-speed transmission controls 4 to 5 speeds.

That is, in the conventional automatic transmission having the forward 5-speed reverse 1-speed shift stage, the 1-speed shift stage is operated by the first clutch C1, the first brake B1, and the third brake B3 as a coupling element and is one-way. The clutch OWC is activated, the second speed shift stage is the first brake (B1) is released, the first clutch (C1), the second brake (B2) and the third brake (B3) is operated as a coupling element One-way clutch (OWC) is activated, the third speed shift stage is the second brake (B2) is released, the first clutch (C1), the second clutch (C2) and the third brake (B3) coupling element And one-way clutch (OWC). In addition, in the fourth speed shift stage, the third brake B3 is released, and the first clutch C1, the second clutch C2, and the third clutch C3 are operated as the coupling elements, The first clutch C1 is released, and the second clutch C2, the third clutch, and the second brake B2 operate as coupling elements to drive the vehicle forward.

However, the conventional method described above is a hydraulic deviation at the time of shifting the shift stage 4 → 5/5 → 4 over the predetermined vehicle speed (about 60 ~ 90 Kph) and the shift and low speed kickdown 3 → 2 shift Engine deviation occurs and shift shock occurs.

Accordingly, an object of the present invention is to solve the above problems, by shifting the operation of the sub transmission portion that causes abnormal vibration during shifting to a low vehicle speed (about 20 ~ 50Kph) to different clutch vibration and body vibration region This is to provide a shift control method of a five-speed automatic transmission for a vehicle that can prevent abnormal vibrations during shifting by avoiding resonance.

In addition, another object of the present invention is to solve the above problems, by shifting from the clutch to one-way clutch state to the clutch to one-way clutch state at the time of low speed kickdown 3 → 2 shift The present invention provides a shift control method of a 5-speed automatic transmission for a vehicle that can prevent shift shock generated during shifting.

The present invention for achieving the above object,

A five-speed automatic transmission vehicle, comprising: controlling a first clutch as a coupling element;

The second forward speed stage includes controlling the first clutch and the third clutch as engagement elements;

The forward three-speed shift stage may include: controlling the first clutch, the second brake, and the third clutch as coupling elements;

The forward four-speed shift stage may include: controlling the second brake as the release element, and controlling the first clutch, the second clutch, and the third clutch as the engagement element;

The forward five-speed shift stage may include controlling the first clutch to the release element and controlling the second clutch, the second brake, and the third clutch to the engagement element.

1 is a block diagram of a shift control apparatus of a 5-speed automatic transmission for a vehicle according to the present invention;

2A and 2B are flowcharts illustrating a method of controlling a shift of a 5-speed automatic transmission for a vehicle applied to the present invention.

3 is a clutch and brake coupling and release arrangement in shift control of a 5-speed automatic transmission for a vehicle according to the present invention;

4 is a lever diagram diagram of a five-speed automatic transmission for a vehicle according to the present invention.

<Description of Symbols for Main Parts of Drawings>

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

120: turbine rotation speed detection unit 130: output shaft rotation speed detection unit

140: engine speed detection unit 150: oil temperature detection unit

160: shift lever position detection unit 200: shift control device

300: drive device

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

1 is a block diagram illustrating a shift control apparatus of a 5-speed automatic transmission for a vehicle according to the present invention. The vehicle driving state detecting apparatus 100 detects a vehicle driving state that is variably output according to a driving state of a vehicle, The vehicle 200 outputs a predetermined control signal to the vehicle driving state detecting device 100 to receive the signal detected by the vehicle driving state detecting device 100, and is synchronously outputted according to the control signal. Opening speed, turbine speed, output shaft speed, engine speed, oil temperature and shift lever position, etc., the first forward speed stage according to the driving state is controlled by the set program to control the first clutch C1 as a coupling element, The second forward speed stage controls the first clutch C1 and the third clutch C3 as coupling elements, and the third forward speed stage includes the first clutch C1, the second brake B2, and the third clutch ( Control C3) as a coupling element. The fourth forward gear stage controls the second brake B2 as a release element, controls the first clutch C1 and the second clutch C2 and the third clutch C3 as engagement elements, and the fifth forward speed The shift stage controls the first clutch C1 as a release element, and outputs a predetermined control signal for controlling the second clutch C2 and the second brake B2 and the third clutch C3 as engagement elements. The driving device 300 completes shifting the shift stage to the target shift stage in synchronization with the shift control signal output from the shift control apparatus 200.

The apparatus 100 for detecting a vehicle operation state includes: a throttle valve opening amount detection unit 110 which is applied when a shift stage is determined by detecting an opening amount of a throttle valve that interlocks according to an accelerator pedal operation state of a driver; A turbine rotation speed detection unit (120) which is applied at the time of determining the shift stage by detecting the turbine rotation speed of the automatic transmission vehicle in operation; An output shaft rotation speed detection unit (130) which is applied to determine a speed change stage by detecting the rotation speed of the output shaft of the automatic transmission as a signal corresponding to the vehicle speed of the vehicle being driven; An engine speed detection unit 140 which is applied when the speed of the engine is determined by determining the speed of the engine of the running vehicle; An oil temperature detector 150 for detecting a change in oil temperature that varies according to an operation state of the vehicle; The shift lever position detector 160 detects a position of the shift lever whose position is changed according to the shift lever operating state of the driver.

With reference to Figures 2, 3 and 4 attached to the shift control method of the vehicle 5-speed automatic transmission having the above configuration will be described in detail.

As shown in FIG. 3, the main transmission includes a first clutch C1, a second clutch C2, a first brake B1, a second brake B2, a third brake B3, and a first one-way. It is comprised by the clutch F1, and a sub transmission is comprised by the 3rd clutch C3, the 4th brake B4, and the 2nd one-way clutch F2.

In the 5-speed automatic transmission having the above-described configuration, as shown in FIG. 4, the first speed is the first one-way clutch of the peripheral speed while the first clutch C1 of the peripheral speed of the planetary gear set acts as an input element. (F1) and the second one-way clutch F2 of the sub transmission stage act as a reaction force element and output.

In the second speed, the first clutch C1 of the peripheral gear set acts as an input element, and the first one-way clutch F1 of the peripheral gear set and the third clutch C3 of the sub gear stage act as a reaction element. do.

In the third speed, the first clutch C1 at the peripheral speed of the planetary gear set acts as an input element, and the second brake B2 and the third clutch C3 at the sub gear stage act as a reaction force element.

In the fourth speed, the first clutch C1 and the second clutch C2 of the planetary gear set peripheral speed act as input elements, and the third clutch C3 of the sub transmission speed acts as a reaction force element to output the fourth speed. In this case, the transmission ratio is close to 1: 1 when the engine output is transmitted to the wheels as it is through the transmission.

In the fifth speed, the second clutch C2 at the peripheral speed of the planetary gear set acts as an input element, and the second brake B2 and the third clutch C3 at the subshift stage act as a reaction force element.

In a five-speed automatic transmission vehicle that is driven at each vehicle speed coupled and output as described above, when the driver positions the select lever (not shown) in the forward D range to drive the vehicle, the shift control apparatus 200 is stored in a memory. The predetermined program outputs a predetermined control signal for controlling the speed change stage by one speed.

When the shift speed 1 speed control signal is output as described above, as shown in FIG. 4, the first clutch C1 acts as an input element and simultaneously with the first one-way clutch F1 at the peripheral speed of the planetary gear set. The second one-way clutch F2 of the sub-shift stage acts as a reaction force element, outputs 1-speed to start shifting the 1-speed shift stage (S100).

That is, the one-way clutch and the clutch are coupled to output one speed.

When the vehicle speed increases in the one-speed control state, the shift control apparatus 200 determines whether the shift stage 1 → 2 upshift shift control condition is satisfied (S110).

When it is determined in the above that the driving state of the vehicle satisfies the shift stage 1 → 2 upshift shift control condition, the shift control apparatus 200 controls the first clutch C1 of the peripheral speed stage. The transmission stage is controlled at two speeds by outputting a predetermined control signal for controlling the third clutch C3 as a reaction force element (S120).

At this time, the second one-way clutch F2 of the sub-shift stage does not work, and in the second speed, the one-way clutch and the clutch are coupled as in the first speed to output the second speed.

When the vehicle speed of the vehicle increases in the vehicle traveling in the shift stage 2 speed state, the shift control apparatus 200 determines whether the driving state of the vehicle satisfies a 2 → 3 upshift condition (S130).

When it is determined that the driving state of the vehicle satisfies the 2 → 3 upshift condition, the shift control apparatus 200 releases the third clutch C3 while the first and third clutches C1 and C3 are engaged. In operation S140, the vehicle is driven at a third speed by outputting a predetermined control signal for jointly controlling the second brake B2.

At this time, the first one-way clutch F1 and the second one-way clutch F2 do not work.

In addition, when the vehicle speed of the vehicle increases in the three-speed vehicle, the shift control apparatus 200 determines whether the driving state of the vehicle satisfies the 3 → 4 upshift control condition (S150).

When it is determined in the above that the driving state of the vehicle satisfies the 3 → 4 upshift control condition, the shift control apparatus 200 releases and controls the second brake B2 in the third speed state, and the second clutch C2 and the first clutch are controlled. 3, the vehicle is driven at four speeds by outputting a predetermined control signal for engaging and controlling the clutch C3 (S160).

When the vehicle speed is further increased in the vehicle driving at the fourth speed, the shift control apparatus 200 outputs a control signal for controlling the five speed shift stage, and while the second clutch C2 of the peripheral speed stage acts, The first clutch C1 is released and the second brake B2 is engaged (170).

Thereafter, when the vehicle speed of the vehicle is decelerated in the vehicle traveling at the fifth speed, the shift control apparatus 200 determines whether the driving state of the vehicle is 5 → 4 downshift control condition (S181).

When it is determined that the driving state of the vehicle is 5 → 4 downshift control condition, the shift control apparatus 200 releases the second brake B2 and outputs a control signal for engaging the first clutch C1. (S182).

However, when it is determined that the driving state of the vehicle is 5 → 4 downshift control condition before stopping in the vehicle driving at the fifth speed, the shift control apparatus 200 releases the second brake B2 and the first clutch C1. ) And outputs a control signal for combined control (S183).

In the above, the peripheral speed first clutch C1 is coupled to the input element, and the second clutch C2 and the sub transmission speed third clutch C3 are coupled to the reaction force element so that the vehicle travels at the speed four speed.

However, if the driving state of the vehicle in the five-speed driving vehicle is 5 → 3 skip down shift control condition, the shift control apparatus 200 releases the second clutch C2, engages the first clutch, and then shifts. After controlling the speed to the third speed, the process returns to the step (S150) of performing the third speed (S191).

However, after the shift stage first clutch C1 and the third clutch C3 are coupled, the first one-way clutch F1 acts so that the driving condition of the vehicle according to the driver's deceleration will be changed in the second speed driving vehicle. When it is determined that 2? 1 downshift control condition, the shift control apparatus 200 outputs the third clutch C3 release control signal (S200).

At this time, the second one-way clutch F2 of the sub transmission stage acts so that the first clutch C1 of the peripheral speed stage serves as an input element, and the first one-way clutch F1 and the second one-way clutch of the sub transmission stage. (F2) acts as a reaction force element and the vehicle performs the shift stage 1 speed (S210).

However, when it is determined that the driving condition of the vehicle according to the driver's deceleration will be a 2 → 1 downshift control condition before stopping in the vehicle traveling in the second speed, the shift control apparatus 200 releases the third clutch C3. S210 is performed (S220).

Thereafter, the first and third clutches C1 and C3 and the second brake B2 are coupled and controlled so that the driving state of the vehicle according to the driver's deceleration will satisfy the 3 → 2 downshift shift control condition in the vehicle driving at 3 speed. It is determined whether to (S300).

When the first and third clutches C1 and C3 and the second brake B2 are coupled and controlled, and it is determined that the driving state satisfies the 3 → 2 downshift shift control condition in the vehicle driving at the third speed, the shift control apparatus ( 200 outputs a control signal for releasing the second brake B2 (S310).

Therefore, in the state where the first clutch C1 is coupled to the input element at the peripheral speed, the third clutch C3 acts as a reaction force element to the first one-way clutch F1 and the sub-shift stage, thereby reducing the conventional low speed kickdown. 3 → 2 The shift control has a short shift time and a large input torque to stabilize the unstable shift state by clutch-to-clutch control.

In addition, when the state of the traveling vehicle in the three-speed driving vehicle is 3 → 2 downshift condition before stopping, the shift control apparatus 200 outputs a control signal for releasing the second brake B2 (S310). Perform (S320).

In addition, when the state of the traveling vehicle is a 3 → 1 skip down shift shifting condition before stopping in the three speed driving vehicle, the shift control apparatus 200 may release the second brake B2 and the third clutch C3. It outputs a control signal for (S330, S340).

Accordingly, the first and third clutches C1 and C3 and the second brake B2 are coupled to each other so that the second brake B2 and the third clutch C3 are released in the vehicle traveling at three speeds. As the clutch C1 is an input element, the first one-way clutch F1 and the second one-way clutch F2 of the sub transmission stage act as a reaction force element, so that the shift stage first speed control is performed.

In addition, when the driving state of the vehicle is the kickdown 3 → 1 skip shift shift condition in the vehicle driving at the third speed, the shift control apparatus 200 releases the second brake B2 and the third clutch C3. S340 is performed (S350).

Subsequently, the gear shift control apparatus 200 in the vehicle in which the peripheral speed first clutch C1 and the second clutch C2 are coupled as the input element and the third speed change third clutch C3 as the reaction force element are driven. Determines whether the driving state of the vehicle satisfies the 4 → 3 downshift control condition (S400).

When it is determined that the driving state of the vehicle satisfies the 4 → 3 downshift control condition, the shift control apparatus 200 releases the second clutch C2 and performs predetermined control for jointly controlling the second brake B2. The signal is output (S410).

In the above, when the driving state of the vehicle satisfies the 4? 3 downshift control condition before stopping, the shift control apparatus 200 releases the second clutch C2 and performs a predetermined control for jointly controlling the second brake B2. Outputting the control signal of (S410) is performed (S420).

Accordingly, clutch-to-clutch control is performed by engaging the first clutch C1 in the shift stage three-speed state as an input element and the third clutch C3 and the second brake B2 as reaction force elements.

However, when the driving state of the vehicle is a kick-down 4 → 2 skip shift control condition, the shift control apparatus 200 releases the second clutch C2, whereby the third clutch (C1) is input to the first clutch C1 input element. C3) is coupled to the reaction force element, and the first one-way clutch F1 acts as the reaction force element, thereby performing shift stage second speed travel with clutch to one-way clutch control.

In addition, when the driving state of the vehicle is a 4 → 2 skip shift control condition before stopping, the shift control apparatus 200 releases the second clutch C2, whereby the third clutch (C1) is input to the first clutch C1 input element. C3) is coupled to the reaction force element, and the first one-way clutch F1 acts as the reaction force element, thereby performing shift stage second speed travel with clutch to one-way clutch control.

This can prevent abnormal vibration and kick-down 3 → 2 shift shock that occur during high-speed driving.

As described above, the shift control method of the 5-speed automatic transmission for a vehicle according to the present invention shifts the operation of the sub transmission part that causes abnormal vibration during shifting to a region where the vehicle speed is low (about 20 to 50 Kph), thereby causing clutch vibration and body vibration. By varying the area to avoid resonance, it is possible to prevent abnormal vibration during shifting, and to shift from clutch to clutch one-way clutch to clutch-to-one-way clutch at low speed kickdown 3 → 2. By performing the shift, the shift shock generated during the shift can be prevented.

Claims (3)

A five-speed automatic transmission vehicle, comprising: controlling a first clutch as a coupling element; The second forward speed stage includes controlling the first clutch and the third clutch as engagement elements; The forward three-speed shift stage may include: controlling the first clutch, the second brake, and the third clutch as coupling elements; The forward four-speed shift stage may include: controlling the second brake as the release element, and controlling the first clutch, the second clutch, and the third clutch as the engagement element; The forward five-speed shift stage is a step of controlling the first clutch to the release element, and controlling the second clutch, the second brake and the third clutch as a coupling element, the shift control method for a five-speed automatic transmission for a vehicle. The shift control method for a five-speed automatic transmission for a vehicle according to claim 1, wherein the peripheral speed gear one-way clutch and the auxiliary transmission one-way clutch operate at one forward speed. The shift control method for a five-speed automatic transmission for a vehicle according to claim 2, wherein the peripheral speed one-way clutch operates at the second forward speed.