KR20150071490A

KR20150071490A - Control system for automatic transmission and method thereof

Info

Publication number: KR20150071490A
Application number: KR1020130158587A
Authority: KR
Inventors: 오완수; 황재웅
Original assignee: 현대자동차주식회사
Priority date: 2013-12-18
Filing date: 2013-12-18
Publication date: 2015-06-26

Abstract

The present invention discloses a control method of an automatic transmission that improves a shock which is a tip of an accelerator pedal in a low speed direct engagement region to provide acceleration linearity.
The present invention relates to a method of controlling a damper clutch, Determining whether a tip-out of the accelerator pedal is detected if the damper clutch is in the low-speed region directly connected to the damper clutch; When the tip-out of the accelerator pedal is detected, disengaging the friction element that implements the current speed-change stage to block transmission of the torque of the driven gear to the engine side; And when the tip of the accelerator pedal is detected, coupling the released friction elements to prevent backlash from occurring.

Description

TECHNICAL FIELD [0001] The present invention relates to an automatic transmission control system,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a control apparatus and method for an automatic transmission, and more particularly, to a control apparatus and method for an automatic transmission that improves a tip in shock of an accelerator pedal in a low- And methods.

The automatic transmission sets the target speed change stage through the shift map set according to the running speed and the opening amount of the throttle valve, and operates the hydraulic pressure to provide the shift to the target speed change stage.

The automatic transmission has a friction element that is released from the operating state when the shifting is executed and a friction element that is switched from the disengagement state to the operating state, and the operation of these friction elements is performed by the supplied hydraulic pressure.

Automatic transmissions tend to expand the direct connection area of the damper clutch to the maximum possible speed to provide fuel economy improvement and acceleration.

For example, in the case of a conventional automobile, if the direct coupling region of the damper clutch is set to 40 KPH or more, the direct coupling region is expanded to 20 KPH or more to provide fuel economy improvement and acceleration feeling.

However, when the accelerator pedal is tipped out in a low speed region in which the damper clutch is directly connected, a backlash of the driven gear is provided because torque is transmitted from the wheel to the driven gear to the transmission to the turbine to the engine. And noise is introduced into the room.

6 is a timing chart showing tip shock generation in a conventional automatic transmission.

Referring to FIG. 6, if the tip of the accelerator pedal is tipped out again in the low speed region where the damper clutch is directly connected (A1), the output torque C1 of the engine rises and instantaneously the direction of power transmission changes, There is a problem that a shock is generated in the driven gear D1 and a shock S as a tip is generated.

As described above, the shock which is the tip in the low-speed direct-coupling region lowers the sense of acceleration and can provide an unstable driving feeling.

SUMMARY OF THE INVENTION The present invention has been developed in order to solve such a problem, and an object of the present invention is to provide a torque control device for a vehicle, The output torque of the engine is smoothly transmitted to the follower gear to prevent backlash shock, thereby providing acceleration linearity and an optimal driving feeling.

According to an embodiment of the present invention, there is provided a vehicular drive system including: a vehicle speed detector for detecting a running vehicle speed; An accelerator pedal detecting unit for detecting a tip / tip-out of the accelerator pedal; A speed change stage detecting unit for detecting a currently synchronously engaged speed change stage; A control section that determines a target speed change stage in accordance with the vehicle speed and the displacement of the accelerator pedal (opening ratio of the throttle valve), and controls engagement of the target speed change stage by actuating one or more release side friction elements and engagement side friction elements via the actuator When the tip of the accelerator pedal is detected in a state in which the operation information of the vehicle satisfies the shock prevention condition of the tip, the controller releases any one of the friction elements that engage the current speed change stage, There is provided a control apparatus for an automatic transmission that engages a friction element released at the beginning of the rise of torque.

When the tip-out of the accelerator pedal is detected, the controller releases one of the friction elements that are currently engaged with the speed change stage, thereby blocking the torque of the driven gear transmitted to the engine.

The control unit may provide an acceleration feeling by preventing a slip from occurring when engaging the released friction elements according to the tip of the accelerator pedal.

The control section can set the low speed direct engagement region of the damper clutch included in the set vehicle speed range in which the speed change stage is determined to be the low speed and in which the vehicle speed is determined to be low as the tip shock protection condition.

The control section may variably set the low speed direct engagement region of the damper clutch according to the setting of the automatic transmission structure and the direct link map.

According to another embodiment of the present invention, there is provided a driving method of a vehicle, comprising: detecting driving information of a vehicle and determining whether the damper clutch is in a low speed region; Determining whether a tip-out of the accelerator pedal is detected if the damper clutch is in a low-speed region directly connected to the damper clutch; When the tip of the accelerator pedal is detected, disengaging the friction element that implements the current speed change stage to block transmission of the torque of the driven gear to the engine side; When the tip of the accelerator pedal is detected, coupling the released friction elements to prevent backlash from occurring.

The low speed region in which the damper clutch is directly connected can be set to a condition that the speed range is included in the range of the speed change stage where the speed change speed is set and the vehicle speed is included in the set range.

The low speed region in which the damper clutch is directly connected can be set to a condition that the third or fourth gear position is engaged with the speed change position based on the 8th speed automatic transmission and the vehicle speed is within the range of 20 KPH to 50 KPH.

The engagement of the release frictional element according to the tip of the accelerator pedal can be performed at the beginning of the rise of the engine torque to prevent torque transfer shock from occurring.

According to another embodiment of the present invention, there is provided a method for controlling an automatic transmission comprising the steps of: determining whether a 8-speed automatic transmission is engaged with a 3-speed or 4-speed automatic transmission and is in a state in which a damper clutch is directly connected to a vehicle in a range of 20 KPH to 50 KPH; Detecting a tip-out of the accelerator pedal when the direct connection of the damper clutch is determined; Detecting a tip-out of the accelerator pedal, releasing any one or more of the friction elements that implement the third or fourth speed to block the torque of the driven gear transmitted to the engine; And coupling the released friction element at an elevation of the engine torque when the tip of the accelerator pedal is detected.

As described above, according to the present invention, the tip shock is not generated in the low speed direct engagement region of the automatic transmission, thereby improving fuel economy and driving feeling.

1 is a view schematically showing a control apparatus for an automatic transmission according to an embodiment of the present invention.
2 is a flowchart schematically showing a control procedure of an automatic transmission according to an embodiment of the present invention.
3 is a view showing a structure of an 8-speed automatic transmission according to an embodiment of the present invention.
4 is a diagram showing a friction element operation table of the 8-speed automatic transmission according to the embodiment of the present invention.
5 is a graph showing a control result of an automatic transmission according to an embodiment of the present invention.
6 is a graph showing the occurrence of a tip-type shock in a conventional automatic transmission.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention.

The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are given the same reference numerals throughout the specification.

In addition, since the components shown in the drawings are arbitrarily shown for convenience of explanation, the present invention is not necessarily limited to those shown in the drawings.

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

1, the present invention includes a vehicle speed detecting portion 101, an accelerator pedal detecting portion 102, a speed change end detecting portion 103, a control portion 104, and an actuator 105. [

The vehicle speed detecting section 101 detects the running vehicle speed from the output shaft revolution speed of the automatic transmission and provides information on the running vehicle speed to the control section 104 as an electrical signal.

The accelerator pedal detecting section 102 detects tip tip information, which is the tip of the accelerator pedal operated by the driver, and provides information on the tip tip to the control section 104 as an electrical signal.

The speed change stage detecting section 103 detects the current speed change stage (gear stage) determined by applying the shift map set according to the vehicle speed and the displacement of the accelerator pedal (the opening ratio of the throttle valve) to provide.

The control unit 104 determines a target speed change stage by applying a shift map set to the vehicle speed and the displacement of the accelerator pedal (the opening ratio of the throttle valve), and controls at least one release side friction element and one or more engagement side And controls the engagement of the target speed change stage by operating the friction element.

The control unit 104 detects the driving state of the vehicle and determines whether it meets the tip-shock prevention condition. If the tip-out of the accelerator pedal is detected in the state satisfying the tip-shock prevention condition, Thereby releasing the frictional element.

Accordingly, the torque of the driven gear transmitted to the engine side is blocked by the driving force of the tip of the accelerator pedal, so that the load resistance of the driving force of the driving force exerts only on the driving wheel, and the backlash stays on the driving side.

When the tip of the accelerator pedal is detected in a state in which the friction force of the driven gear transmitted to the engine side is blocked by releasing one of the friction elements that engage the current speed change stage in accordance with the tip out, The friction elements are engaged so that the output torque of the engine can be transmitted to the drive wheel through the driven gear.

The control unit 104 performs coupling of the released friction element at the beginning of the rise of the engine torque when the tip of the accelerator pedal is detected, so that the backlash impact of the driven gear due to the torque switching is not generated.

The control unit 104 prevents a slip from occurring when coupling the released friction elements according to detection of the tip of the accelerator pedal, thereby providing a stable acceleration feeling.

The actuator 106 actuates the hydraulic pressure in accordance with the control signal applied from the control unit 104 to operate the release side friction element and the engagement side friction element.

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

In a state in which the vehicle equipped with the automatic transmission according to the present invention is operated, the control unit 104 detects the driving information of the general vehicle including the running vehicle speed, the tip of the accelerator pedal, the tip out, (S101), it is determined whether or not the tip shock-preventing condition is satisfied (S102).

The shock-preventing condition of the tip is included in the range of the predetermined speed change stage in which the speed change stage is determined to be low, for example, in the range of the third to fourth stages in the case of the 8-speed automatic transmission, and the range of the set vehicle speed, Means a low-speed direct coupling region of a damper clutch included in a range of 20 KPH to 50 KPH, for example.

The low speed direct engagement region of the damper clutch may be varied according to the setting of the automatic transmission structure and the direct link map.

If the shock prevention condition is satisfied, the control unit 104 proceeds to S104 to monitor the operation of the accelerator pedal to determine whether a tip-out is detected (S104).

If the tip of the accelerator pedal is detected in S104, the controller 104 disengages any one of the friction elements coupling the current speed change stage through the actuator 105 (S105).

As a result of disengagement of one of the friction elements that engage the current speed change stage, the torque of the driven gear transmitted to the engine side is blocked due to the driving of the driven wheels due to the tip-out of the accelerator pedal, , The backlash will stay at the Driving Side.

Therefore, the backlash noise and vibration due to the tip-out of the accelerator pedal are not generated, thereby improving the driving feeling.

The control unit 104 monitors the operation of the accelerator pedal in a state in which one of the friction elements that couple the current speed change stage is disengaged according to the tip out and the torque of the driven gear transmitted to the engine side is blocked It is determined whether the tip of the accelerator pedal is detected (S107).

The control unit 104 couples the friction element released in S105 through the actuator 105 when the tip of the accelerator pedal is detected in S107, so that the output torque of the engine can be transmitted to the driving wheel through the driven gear (S108).

When the tip of the accelerator pedal is detected in S108, the controller 104 engages the friction elements released at the beginning of the increase of the engine torque to prevent the backlash impact of the driven gear caused by the torque change.

FIG. 3 is a view showing a structure of an 8-speed automatic transmission according to an embodiment of the present invention, and FIG. 4 is a diagram showing a friction element operation table of an 8-speed automatic transmission according to an embodiment of the present invention.

3, an 8-speed automatic transmission according to an embodiment of the present invention includes a first planetary gear set PG1 formed of a single pinion planetary gear set, a second planetary gear set PG2 formed of a double pinion planetary gear set And a third planetary gear set PG3 that is a combination of a single pinion planetary gear set and a double pinion planetary gear set, and a rabble planetary gear set sharing a ring gear and a planetary carrier.

The first planetary carrier PC1 is directly connected to the second sun gear S2 and the second planetary carrier PC2 is connected to the third sun gear S2 via the first sun gear S2, The first ring gear R1 is directly connected to the input shaft IS and always operates as an input element while the third ring gear R34 is directly connected to the output shaft OS, And the first sun gear S1 is directly connected to the transmission housing H and always operates as a fixed element.

In addition, six friction members C1, C2, C3, C4, B1, B2 and one one-way clutch F1 are applied for variable connection of the rotary elements or variable connection with the transmission housing .

The first clutch C1 selectively connects the first planetary carrier PC1 and the fourth sun gear S4 and the second clutch C2 selectively connects the first planetary carrier PC1 and the second ring gear PC1, And the third clutch C3 selectively connects the input shaft IS and the third planetary carrier PC34 while the fourth clutch C4 selectively connects the second planetary carrier PC2 and the second planetary carrier PC2, And selectively connects the third sun gear S3 with the third ring gear R3.

The first brake B1 selectively connects the second ring gear R2 to the transmission housing H and the second brake B2 selectively connects the second planetary carrier PC2 and the third sun gear S3 to the transmission housing H. [ And is selectively connected to the housing H, and the one-way clutch F1 is arranged to prevent reverse rotation of the second ring gear R2.

As shown in FIG. 4, the transmission configured as described above can realize the gear positions of the forward 8-speed and the reverse 1-speed while the two friction members are controlled in operation at each gear position.

The forward first speed gear stage is implemented by the simultaneous operation of the first clutch C1 and the one-way clutch F1 and the forward second speed gear stage is implemented by the simultaneous operation of the first clutch C1 and the second brake B2 And the forward fourth speed change stage is implemented by the simultaneous operation of the first clutch Cl and the third clutch C3 And the forward fifth-speed gear stage is implemented by the simultaneous operation of the third clutch C3 and the fourth clutch C4, and the forward sixth-speed gear stage is implemented by the simultaneous operation of the second clutch C2, 3 is implemented by the simultaneous operation of the third clutch C3 and the forward seventh speed gear stage is implemented by the simultaneous operation of the third clutch C3 and the second brake B2 and the forward eighth speed gear stage is implemented by the third clutch C3 and the first brake B1 and the reverse shift stage can be realized by the simultaneous operation of the fourth clutch C4 and the first brake B1.

For example, when the tip of the accelerator pedal is detected in a state where the vehicle speed is maintained in the range of 20 KPH to 50 KPH and the damper clutch is directly connected at the forward fourth speed change stage, which is the direct coupling region of the extended damper clutch, By releasing any one of the first clutch Cl and the third clutch C3 to shut off the torque of the driven gear transmitted to the engine side, the load resistance of the running of the driving force exerts only on the driving wheel and the backlash generated in the driven gear I will stay at driving side.

When the tip of the accelerator pedal is detected in a state in which any one of the first clutch Cl and the third clutch C3 is disengaged and the torque of the driven gear transmitted to the engine side is blocked as described above, Thereby releasing the first clutch C1 or the third clutch C3.

As another example, when the tip of the accelerator pedal is detected in a state where the vehicle speed is maintained in the range of 20 KPH to 50 KPH at the forward third speed change stage, which is the direct coupling region of the extended damper clutch and the damper clutch is directly connected, By releasing any one of the first clutch C1 and the fourth clutch C4 to shut off the torque of the driven gear transmitted to the engine side, the load resistance of the driving force exerts only on the driving wheel, and the backlash generated in the driven gear, Stay on the side.

When the tip of the accelerator pedal is detected in a state in which any one of the first clutch C1 and the third clutch C4 is released and the torque of the driven gear transmitted to the engine side is blocked as described above, Thereby releasing the first clutch C1 or the third clutch C4.

5, when the tip of the accelerator pedal is tipped out again in the low speed region in which the damper clutch is directly connected (A), the output torque C of the engine rises and the direction of transmission of the power is switched And absorbs the output torque C of the engine of the driven gear D as it is, so that no tip shock is generated.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. It will be understood that various modifications and changes may be made without departing from the scope of the appended claims.

101: vehicle speed detector 102: accelerator pedal detector
103: speed change stage detecting unit 104:

Claims

A vehicle speed detector for detecting a running vehicle speed;
An accelerator pedal detecting section for detecting a tip / tip-out of the accelerator pedal
A speed change stage detecting unit for detecting a currently synchronously engaged speed change stage;
A control section for determining a target speed change stage in accordance with the vehicle speed and the displacement of the accelerator pedal (opening ratio of the throttle valve), activating at least one release side friction element and engagement side friction element via the actuator to control engagement of the target speed change stage;
/ RTI >
When the tip of the accelerator pedal is detected in a state in which the operation information of the vehicle satisfies the shock prevention condition of the tip, the controller releases any one of the friction elements that engage the current speed change stage, And a frictional element released at the initial stage of lifting.

The method according to claim 1,
Wherein the control unit releases any one of the friction elements that are currently engaged with the speed change stage to shut off the torque of the driven gear transmitted to the engine when the tip of the accelerator pedal is detected.

The method according to claim 1,
Wherein the controller provides an acceleration feeling by preventing a slip from occurring when coupling the released friction elements according to the tip of the accelerator pedal.

The method according to claim 1,
Wherein the control section sets the low speed direct engagement region of the damper clutch included in the range of the predetermined speed change stage at which the speed change stage is determined as the low speed and is included in the set vehicle speed range in which the vehicle speed is determined to be low, .

5. The method of claim 4,
Wherein the controller is configured to variably set the low speed direct engagement region of the damper clutch in accordance with the setting of the automatic transmission structure and the direct link map.

Detecting driving information of the vehicle and determining whether the damper clutch is in a low-speed region directly connected to the damper clutch;
Determining whether a tip-out of the accelerator pedal is detected if the damper clutch is in a low-speed region directly connected to the damper clutch;
When the tip of the accelerator pedal is detected, disengaging the friction element that implements the current speed change stage to block transmission of the torque of the driven gear to the engine side;
When the tip of the accelerator pedal is detected, coupling the released friction elements to prevent backlash from occurring;
And a control unit for controlling the automatic transmission.

The method according to claim 6,
Wherein the low speed region in which the damper clutch is directly engaged is included in the range of the speed change stage in which the speed change stage is set, and the vehicle speed is set to a condition included in the set range.

8. The method according to any one of claims 6 to 7,
Wherein the low speed region in which the damper clutch is directly connected is set to a condition that the third or fourth gear position is engaged with the speed change position based on the 8th speed automatic transmission and the vehicle speed is in the range of 20 KPH to 50 KPH.

The method according to claim 6,
Wherein engagement of release frictional elements in accordance with the tip of the accelerator pedal is performed at the beginning of the rise of the engine torque to prevent torque transfer shock from occurring.

Determining whether the 8-speed automatic transmission is engaged with the 3rd or 4th speed and is in a state in which the damper clutch is directly coupled to the vehicle in the range of 20KPH to 50KPH;
Detecting a tip-out of the accelerator pedal when the direct connection of the damper clutch is determined;
Detecting a tip-out of the accelerator pedal, releasing any one or more of the friction elements that implement the third or fourth speed to block the torque of the driven gear transmitted to the engine;
When the tip of the accelerator pedal is detected, engaging the released frictional element at an elevation of the engine torque;
And a control unit for controlling the automatic transmission.

A vehicle speed detector for detecting a vehicle speed;
An accelerator pedal detecting section for detecting a tip / tip-out of the accelerator pedal
A speed change stage detecting unit for detecting a synchronously coupled speed change stage;
A control unit for controlling engagement of the speed change stage by operating the release side friction element and the engagement side friction element through the actuator in accordance with the vehicle speed and the displacement of the accelerator pedal;
/ RTI >
Wherein the controller is operated in accordance with the set program to prevent tip shock from occurring in the low speed direct engagement region of the damper clutch by the method according to any one of claims 6 to 9.