KR20100111973A - System for skip shift control of automatic transmission vehicle and method thereof - Google Patents

System for skip shift control of automatic transmission vehicle and method thereof Download PDF

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Publication number
KR20100111973A
KR20100111973A KR1020090030477A KR20090030477A KR20100111973A KR 20100111973 A KR20100111973 A KR 20100111973A KR 1020090030477 A KR1020090030477 A KR 1020090030477A KR 20090030477 A KR20090030477 A KR 20090030477A KR 20100111973 A KR20100111973 A KR 20100111973A
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KR
South Korea
Prior art keywords
control
shift
shift stage
coupling element
automatic transmission
Prior art date
Application number
KR1020090030477A
Other languages
Korean (ko)
Inventor
김진일
Original Assignee
현대자동차주식회사
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Application filed by 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020090030477A priority Critical patent/KR20100111973A/en
Publication of KR20100111973A publication Critical patent/KR20100111973A/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
    • 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
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • 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
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • 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
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • 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
    • F16H2061/0015—Transmission control for optimising fuel consumptions

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The present invention is to provide a fuel economy improvement and NVH (Noise Vibration Harshness) improvement by performing a neutral control when a vehicle equipped with an automatic transmission is satisfied during the deceleration driving.

The present invention is a process of determining whether the information detected during the deceleration driving satisfies the neutral control condition, and if the neutral control condition is satisfied, the first coupling element commonly operated at the shift stage of the set shift stage or less is released, and the second stage for each shift stage. Performing normal control by operating the coupling element normally, and performing normal control if the release condition of the neutral control is satisfied.

Description

Transmission control system and method of automatic transmission {SYSTEM FOR SKIP SHIFT CONTROL OF AUTOMATIC TRANSMISSION VEHICLE AND METHOD THEREOF}

The present invention relates to an automatic transmission. More particularly, the present invention relates to a shift control apparatus and a method of an automatic transmission that provides fuel efficiency improvement and NVH (Noise Vibration Harshness) improvement by performing neutral control when a set condition is satisfied during deceleration driving. .

In general, automatic transmissions applied to automobiles are automatically shifted to a target shift stage by controlling the hydraulic pressure by operating a plurality of actuators (TCU) according to the traveling speed, the opening amount of the throttle valve, and various conditions of the vehicle. To lose.

That is, when the driver selects the desired range with the shift lever, the manual valve port conversion is performed, and the shift control means operates the actuator under duty control, and the hydraulic pressure is supplied by the oil pump supplied from the oil pump. The gearshift mechanism is activated selectively to ensure automatic shifting.

The automatic transmission operated according to this principle has a friction element that is deactivated in the operating state and a friction element that is converted from the deactivated state when the shift is performed to the target shift stage. It is executed by the hydraulic pressure supplied and the performance of the automatic transmission is determined by the timing of deactivation and start of operation. Therefore, research is being actively conducted to improve the transmission performance.

As shown in FIG. 5, the present six-speed automatic transmission is set on the condition of the opening ratio of the throttle valve and the vehicle speed when the speed is reduced by the inertia force in the driving state where the accelerator pedal displacement is not detected (APS = 0%). According to the shifting pattern, downshift in the form of 6 speed → 5 speed → 4 speed → 3 speed → 1 speed before stopping.

In this case, fuel is continuously consumed in the non-driven area where the driver is not willing to accelerate, and energy loss due to slip between the turbine and the impeller inside the torque converter is generated, which leads to deterioration of fuel efficiency. Fuel consumption is increased.

Therefore, in the conventional automobile, fuel damping control is performed by directly connecting the damper clutch in order to improve fuel efficiency under the above conditions, but the area for directly connecting the damper clutch during deceleration has a very limited disadvantage.

In addition, in case of heavy brake during deceleration driving, the shift before stop is sequentially delayed, and after the stop, the turbine rotation speed is formed to be lower than the engine speed at the speed of 3 speed → 1 speed before stop, causing serious shock. .

The present invention has been invented to solve the above problems, and its object is to perform fuel economy by performing neutral control when certain conditions set during deceleration driving of power-off (APS = 0%) in which accelerator pedal effort is not detected are satisfied. It is to improve the NVH characteristics by providing an improvement and providing a no-load running.

A shift control apparatus for an automatic transmission according to a feature of the present invention for realizing the above object includes a vehicle information detection unit for detecting general information according to the driving of a vehicle; A controller configured to analyze the information of the vehicle information detector and to decelerate driving, and to execute neutral control when the set condition is satisfied; It includes an actuator that is operated according to the control current applied from the controller to perform the neutral control.

In addition, a shift control method of an automatic transmission according to a feature of the present invention, the process of determining whether the information detected during the deceleration driving satisfies the neutral control condition; If the neutral control condition is satisfied, releasing the first coupling element which is commonly operated at the shift stages below the set shift stage, and normally operating the second coupling element for each shift stage to perform neutral control; If the neutral control release condition is satisfied, normal control is included.

According to the above configuration, the vehicle equipped with the automatic transmission according to the present invention is expected to provide improved fuel economy by performing neutral control under a set condition during decelerating driving, and to improve driving NVH characteristics by providing no-load driving at downshift.

DETAILED DESCRIPTION Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present invention.

As those skilled in the art would realize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present invention.

In the drawings, parts irrelevant to the description are omitted in order to clearly describe the present invention.

1 is a view schematically showing a shift control apparatus of an automatic transmission according to an embodiment of the present invention.

The present invention includes a vehicle information detection unit 100, the control unit 200 and the actuator 300.

The vehicle information detector 100 detects general state information according to the driving of the vehicle and provides the information to the controller 200.

The vehicle information detection unit 100 may include an inhibitor switch 101 for detecting information of a shift range selected by a shift lever, an accelerator pedal detection unit 102 for detecting displacement information of an accelerator pedal, and a pedal force of a brake pedal. The brake detection unit 103, the shift stage detection unit 104 for detecting the shift stage currently synchronized with the vehicle speed and the throttle opening degree, the vehicle speed detection unit 105 for detecting the running vehicle speed from the output shaft rotation speed of the transmission, and the coolant circulating in the engine Water temperature detection unit 106 for detecting the temperature of the oil, oil temperature detection unit 107 for detecting the temperature of the oil to operate the various operating elements provided in the transmission.

The controller 200 analyzes the general information of the vehicle information detector 100 to decelerate driving in a state where the displacement of the accelerator pedal is not detected. If the set condition is satisfied, the controller 200 performs neutral control to perform unnecessary power loss and stepwise. By preventing downshifts, fuel economy, NVH performance and downshifts are avoided.

 The controller 200 executes neutral control only when all of the following conditions are satisfied, and releases neutral control and executes normal control when any one of the following conditions is not satisfied.

1. The shift stage range detected through the inhibitor switch 101 is the "D" range.

2. As the displacement of the accelerator pedal detected through the accelerator pedal detection unit 102 is 0%, the driver does not operate the accelerator pedal.

3. The braking control is executed in a state in which the pedal effort of the brake pedal detected by the brake detection unit 103 is equal to or larger than the set reference value.

4. The downshift is generated when the current shift stage according to the vehicle speed detected by the shift stage detecting unit 104 and the throttle opening degree is less than or equal to the set shift stage.

5. Damper clutch direct control and fuel shutoff control are not executed.

6. The deceleration of the vehicle detected by the vehicle speed detection unit 105 is equal to or less than the set negative value.

7. It is a condition of the level of a plain that is included between the lower limit gradient and the upper limit gradient which is set.

8. The temperature of the cooling water detected through the water temperature detection unit 106 is equal to or higher than the set reference temperature.

9. The temperature of the transmission oil detected through the oil temperature detection unit 107 is above the lower limit set temperature and below the upper limit set temperature.

The control unit 200 releases the first coupling element from the two coupling elements for each shift stage, and maintains the other coupling element in the engaged state, thereby moving to a no-load state similar to the "N" range to execute the neutral control.

The control unit 200 maintains the power transmission threshold by maintaining the slip amount of the engine speed and the turbine speed with a constant hydraulic pressure through the feedback control for the first coupling element released, the first coupling according to the release of the neutral control When the elements are recombined, discomfort due to rapid tightening is not generated and rapid shift response is provided.

The actuator 300 is a plurality of solenoid valves for operating the coupling element and the release element, and is operated according to the control current applied from the control unit 200 to execute neutral control and neutral release.

The operation of the present invention including the function as described above is executed as follows.

When the vehicle equipped with the automatic transmission according to the present invention is operated (S101), the vehicle information detection unit 100 includes general vehicle status information and driving information according to the driving, for example, a shift stage range selected by a shift lever, and an accelerator pedal. Information such as the current shift stage, the vehicle speed, the temperature of the coolant, and the temperature of the transmission oil synchronized with the displacement, the pedal pedal effort, the vehicle speed and the throttle opening degree are detected and applied to the control unit 200 (S102).

In this case, the controller 200 analyzes the general driving information and the vehicle information detected to determine whether the set neutral control condition is satisfied (S103).

The neutral control condition is a state in which all of the following conditions are satisfied, and if any one is not satisfied, normal control is executed.

1. The gearshift range is in the "D" range.

2. The driver does not operate the accelerator pedal with the displacement of the accelerator pedal at 0%.

3. Braking control is executed when the pedal effort of the brake pedal exceeds the set reference value.

4. The current synchronized shift stage is less than or equal to the set shift stage. For example, a six-speed automatic transmission is below four speeds.

5. Damper clutch direct control and fuel shutoff control are not executed.

6. The deceleration of the vehicle is below the set negative value.

7. The grade is included between the lower and upper grades of the gradient, which is the level level.

8. The coolant temperature is above the set reference value.

9. The transmission oil temperature is above the lower limit and below the upper limit.

If it is determined that the above conditions are satisfied, the neutral control is performed by releasing the first coupling element and maintaining the coupling of the second coupling element (S104).

The neutral control will be described in detail as follows.

In the automatic transmission, the gear stage is in an in-gear state in which power can be transmitted by the operation of two coupling elements composed of a brake or a clutch, and below the set gear stage, the gear includes the same coupling element for each stage.

As shown in FIG. 4, in the case of a six-speed automatic transmission, a coupling element B1 (under brake) is commonly used at four speeds or less.

Therefore, when the neutral control condition is satisfied, the control unit 200 releases the first coupling element B1 (under brake) through the actuator 300, and combines only the second coupling element, which is the other one, as if it were the "N" range. Transfer to a similar no-load state.

At this time, the released first coupling element performs feedback control according to the slip amount of the engine speed and the turbine speed so that a constant hydraulic pressure is maintained, so that the first coupling element is kept at the power transmission threshold.

Therefore, when re-acceleration occurs during the neutral control, a sense of discomfort due to the sudden coupling of the first coupling element is prevented from occurring, and responsiveness according to the re-acceleration is secured.

In the power transmission threshold, as shown in FIG. 3, if the set slip speed is equal to or greater than the set vehicle speed, since the reverse slip is generated, the target slip amount ΔS1 is controlled negatively, and since the forward slip is generated below the set vehicle speed, the target slip amount Δ is positive S2) is controlled.

According to the shift pattern according to the opening ratio of the vehicle speed and the throttle valve, the second coupling element is configured to perform shift control for each shift stage according to downshift.

For example, the neutral control will be described with reference to FIGS. 3 and 4 as follows.

As shown in FIG. 4, since C1 and B2 are operated as coupling elements at 6th speed, and C1 and C2 are operated as coupling elements at 5th speed, C1 is commonly used at 6th and 5th speeds. According to the conditions of the vehicle speed and the throttle opening degree, C2 or B2 is selectively coupled to the second coupling element to determine a shift stage.

Then, at speed 4, B1 and C1 are operated as coupling elements, at speed 3, B1 and C2 are operated as coupling elements, at speed 2, B1 and B2 are operated as coupling elements, and at speed 1, B1 and C1 are coupled elements. B1 becomes the first coupling element commonly used in the 4th to 1st speed, and C1 or C2 or B2 or F1 is selectively coupled to the second coupling element according to the conditions of the vehicle speed and the throttle opening. Is determined.

Therefore, as shown in FIG. 3, when a deceleration drive for stop occurs in the 5-speed drive in which C1 is coupled to the first coupling element and C2 is coupled to the second coupling element, the control pressure of C2 is released and at the same time the fourth speed is applied. The control pressure of one coupling element B1 is activated and combined.

If the neutral control condition is satisfied in the above deceleration driving state, the control pressure of the first coupling element B1 is released to maintain slip at the power transmission threshold, and the control pressure of the second coupling element C1 is normally maintained to maintain neutral control. Run

The opening speed of the vehicle speed and the throttle valve in the state of the neutral control which releases a part of the control pressure of B1 which is jointly used at the shift stage below the shift stage set as mentioned above and maintains slip at a power transmission threshold point. If the condition of the downshift stage determined according to the above is satisfied, the control pressure of the second coupling element of the third speed C2 is normally controlled.

At this time, as shown, the control pressure of the first coupling element B maintains the slip at the target slip amount DELTA S1 or DELTA S2 at the power transmission threshold.

As described above, by adjusting the control pressure of the first coupling element during deceleration, it is determined whether the neutral release condition is satisfied while the first coupling element is slipped at the power transmission threshold to perform neutral control (S105). Return to control (S106).

The above-mentioned neutral control is an extended application control logic of the normal neutral control which is carried out at the full stop at the vehicle speed of "0KPH" in the "D" range of the shift lever, and is a neutral control that is executed during deceleration other than the vehicle speed of "0KPH", It is characterized by hydraulic control per shift stage determined by the conditions of vehicle speed and throttle opening.

Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concepts of the present invention defined in the following claims are also provided. It is included in the scope of rights.

1 is a view schematically showing a shift control apparatus of an automatic transmission according to an embodiment of the present invention.

2 is a flowchart illustrating a shift control procedure of an automatic transmission according to an embodiment of the present invention.

3 is a timing diagram illustrating a shift control procedure of an automatic transmission according to an exemplary embodiment of the present invention.

FIG. 4 is a view illustrating operating elements for each shift stage of a six-speed automatic transmission according to an exemplary embodiment of the present invention.

5 is a diagram illustrating down shift control during deceleration of a conventional six-speed automatic transmission. <Explanation of symbols for the main parts of the drawings>

100: vehicle information detection unit 200: control unit

300: Actuator

Claims (12)

A vehicle information detector detecting general information according to the driving of the vehicle; A controller configured to analyze the information of the vehicle information detector and to decelerate driving, and to execute neutral control when the set condition is satisfied; An actuator operated according to a control current applied from the controller to execute neutral control; Shift control device of the automatic transmission comprising a. The method of claim 1, The vehicle information detection unit, An inhibitor switch for detecting information of a shift range selected by a shift lever; An accelerator pedal detector detecting displacement information of the accelerator pedal; A brake detector for detecting a pedal force of the brake pedal; A shift stage detecting unit detecting a shift stage synchronized with the vehicle speed and the throttle opening degree; A vehicle speed detector detecting a vehicle speed; A water temperature detector detecting a temperature of the cooling water; Oil temperature detection unit for detecting the temperature of the automatic transmission oil; Shift control device of the automatic transmission. The method of claim 1, The control unit includes: ① shift stage range is "D" range, ② accelerator pedal displacement is 0%, ③ brake pedal effort is set above the reference value set, ④ the shift stage is set below the shift stage according to the vehicle speed and throttle opening degree, ⑤ damper clutch Direct connection control and fuel shutoff control are not executed, ⑥ Deceleration of vehicle is lower than the set negative value, ⑦ Flat value included between the lower and upper grade of the gradient, ⑧ The gradient is set. Over temperature, (9) A transmission control device for an automatic transmission that executes neutral control only when the transmission oil temperature satisfies all conditions above the lower limit set temperature and below the upper limit set temperature. The method of claim 3, And the control unit releases the neutral control and executes the normal control if any one of the conditions of claim 3 is not satisfied. The method of claim 1, And the control unit performs neutral control by releasing the first coupling element from the two coupling elements for each shift stage and maintaining a normal coupling with respect to the other second coupling element. The method of claim 1, And the control unit executes slip control at a power transmission threshold for the first coupling element in a neutral control state. The method of claim 6, The control unit is a shift control device of the automatic transmission to maintain the target slip amount at the power transmission threshold through the feedback control of the engine speed and the turbine speed. The method of claim 5, And the first coupling element is designated as a coupling element that is commonly operated at each shift stage below the set shift stage. Determining whether the information detected during the deceleration driving satisfies the neutral control condition; If the neutral control condition is satisfied, releasing the first coupling element which is commonly operated at the shift stages below the set shift stage, and normally operating the second coupling element for each shift stage to perform neutral control; Executing normal control when the release condition of the neutral control is satisfied; Shift control method of an automatic transmission comprising a. 10. The method of claim 9, The neutral control condition includes a shift stage "D" range, an accelerator pedal displacement of 0%, a brake pedal effort above a reference value, a synchronized shift stage below a shift stage set, damper clutch direct control and fuel cut control not performed. The shift control of the automatic transmission is set to a condition that satisfies all conditions where the deceleration of the vehicle is lower than or equal to the set negative value, the flat driving and the coolant temperature are higher than the reference temperature and the transmission oil temperature is higher than the lower limit temperature and lower than the upper limit temperature. Way. 10. The method of claim 9, A shift control method of an automatic transmission for maintaining a slip at a target slip amount at a power transmission threshold through feedback of engine speed and turbine speed with respect to the first coupling element. 10. The method of claim 9, In the neutral control, the second coupling element is a shift control method of the automatic transmission is normally coupled for each shift stage in accordance with the shift pattern determined by the vehicle speed and the throttle opening degree.
KR1020090030477A 2009-04-08 2009-04-08 System for skip shift control of automatic transmission vehicle and method thereof KR20100111973A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180078831A (en) * 2016-12-30 2018-07-10 주식회사 현대케피코 Apparatus And Method For Controlling Damper Clutch
KR102017032B1 (en) * 2018-09-20 2019-09-02 현대 파워텍 주식회사 Method for controlling driving of vehicle and apparatus thereof

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20180078831A (en) * 2016-12-30 2018-07-10 주식회사 현대케피코 Apparatus And Method For Controlling Damper Clutch
KR102017032B1 (en) * 2018-09-20 2019-09-02 현대 파워텍 주식회사 Method for controlling driving of vehicle and apparatus thereof

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