KR101806645B1 - Method for controlling the up shift of vehicle - Google Patents

Method for controlling the up shift of vehicle Download PDF

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Publication number
KR101806645B1
KR101806645B1 KR1020150184725A KR20150184725A KR101806645B1 KR 101806645 B1 KR101806645 B1 KR 101806645B1 KR 1020150184725 A KR1020150184725 A KR 1020150184725A KR 20150184725 A KR20150184725 A KR 20150184725A KR 101806645 B1 KR101806645 B1 KR 101806645B1
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KR
South Korea
Prior art keywords
control
upshift
shift
slip
target time
Prior art date
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KR1020150184725A
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Korean (ko)
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KR20170075279A (en
Inventor
김태준
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현대 파워텍 주식회사
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Priority to KR1020150184725A priority Critical patent/KR101806645B1/en
Publication of KR20170075279A publication Critical patent/KR20170075279A/en
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Publication of KR101806645B1 publication Critical patent/KR101806645B1/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
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H59/10—Range selector apparatus comprising levers
    • 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
    • F16H59/34—Inputs being a function of torque or torque demand dependent on fuel feed
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • 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
    • F16H59/56—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the main clutch
    • 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
    • F16H2061/0462—Smoothing ratio shift by controlling slip rate during gear shift transition

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The upshift control method of the present invention is characterized in that when the target time upshift control step for performing the upshift control of the automatic transmission within the target time is completed, the upshift control continues to the slip control of the clutch to continue from the next gearshift to the final gearshift The fuel economy is improved by performing the fuel economy optimum operating point control step, and in particular, the multi-speed transmission is characterized by being able to operate the optimum driving point which is an advantage of the continuously variable transmission.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an upshift control of a vehicle, and more particularly, to an upshift control method of a vehicle in which fuel economy is improved by maintaining the fuel economy optimum operating point (or operating point) of the engine.

Generally, when upshift of the vehicle is performed, the engine rpm is repeatedly raised and lowered by the gear stage and the gear ratio of the transmission.

For example, the upshift of the multi-stage transmission is controlled so that the upshift is completed within a predetermined target time by the speed change line defining the speed change stage. In this case, the driving force and the drivability can be considered by detecting the vehicle condition and the load condition and changing the upshift point by a TCU (Transmission Control Unit) (or an engine ECU (Electronic Control Unit)). In addition, some transmissions use fuel economy improvement transmission lines to improve fuel economy, such as ECO

Korean Patent Laid-Open Publication No. 10-2003-0001620 (January 08, 2003)

However, upshift control is accompanied by the following side effects.

First, as shown in the engine operation diagram (1) of FIG. 4 and FIG. 5, the engine rpm is gradually increased and decreased in width with the increase in the engine rpm due to the shift, thereby increasing the engine operating point. Secondly, after the engine rpm shifts (gear step up), the feeling of reduction in the gear ratio and the decrease in the acceleration feeling due to the engine rpm fall occurs, and in particular, the acceleration feeling is lowered due to the gear ratio decrease due to the shift and the engine rpm decrease. Third, in order to improve the feeling of acceleration feeling reduction as described above, the fuel consumption is increased by increasing the engine torque at the high-stage low rpm region (after the shift) to solve the acceleration feeling reduction.

In view of the above, the present invention is based on the premise that the upshift shift control is performed during a predetermined shift time in a low vehicle speed and low torque section (in an urban mode) The present invention provides a method of controlling an upshift of a vehicle, which is capable of improving the fuel economy by maintaining control, and more particularly, to a multi-speed transmission capable of operating a driving optimum point, which is an advantage of a continuously variable transmission.

In order to accomplish the above object, the present invention provides an upshift control system for a vehicle equipped with an automatic transmission in which a shift control is performed by a controller, wherein a target time upshift control step of performing the upshift control within a target time is completed The fuel economy optimum operating point control step in which the upshift control continues to the slip control of the clutch and continues from the next gear stage to the final gear stage is performed.

As a preferred embodiment, the target time upshift control step includes the steps of: (A-1) checking the low-speed and low-torque regions at the time of the upshift and determining a suitable region by the controller; (A-2) checking the requirement of changing the upshift shift point and applying the fuel economy improving transmission line when the vehicle is in the preferable area; (A-3) when the target time upshift control is performed in the absence of the requirement; (A-4) The target time upshift control is performed after changing the upshift shift point in response to the request for changing the upshift gearshift point, or the target time upshift control is performed in accordance with the fuel efficiency improvement shiftshift application request And performing the target time upshift control after applying the fuel economy improvement shift line.

In a preferred embodiment, the fuel economy optimum operating point control step includes: (B-1) an upshift control for the next gear stage is maintained by the controller; (B-2) the upshift shifting control is performed by applying the fuel consumption optimum point position of the engine; (B-3) the slip control is performed within a limit slip; (B-4) ending the shift control after the next gear stage continues to the final gear stage; Lt; / RTI >

In a preferred embodiment, (B-2-1) the fuel consumption optimum point position is continuously maintained in the upshift control; (B-3-1) Upon reaching the limit slip, the controller switches to a slip minimization control, and the limit slip is set to a limit value at which the clutch is resistant to wear resistance.

This invention can realize the following advantages and effects by controlling the slip without ending the transmission upshift control as in the conventional case in the upshift control.

First, the operating range of the engine compared to the conventional shift control can be reduced to maintain a more optimized operating point. Second, it facilitates driving the fuel economy optimum point under each condition while communicating the fuel consumption target driving point in real time to the engine. Third, fuel efficiency can be improved in the low-torque, low-torque region by maintaining the engine at the optimum fuel-economy operating point. Fourth, by applying the advantages of the conventional continuously variable transmission to the multi-speed transmission, it is possible to operate the optimum point of operation.

2 and 3 show an example of an engine operation diagram for an upshift control according to the present invention, and Figs. 4 and 5 show an upshift This is an example of the engine operation chart when the shift control is performed.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

1 shows a sequence of an upshift control method according to the present invention.

As shown in the figure, the upshift control method continues the slip control without ending the transmission upshift control between the upshift shift (S10) and the completion of the shiftshift control (S200), and as a result, The control of all the shift control until the engine fuel consumption optimum point is maintained at all times to improve the fuel efficiency is achieved.

Hereinafter, the upshift control method according to the present embodiment will be described. The speed change subject is an automatic transmission, and the control subject is a TCU (Transmission Control Unit) (or an engine ECU (Electronic Control Unit)) and is referred to as a controller.

The check of the upshift of S10 and the check of the low-speed / low-torque region of S20 is performed by the controller. That is, if the controller recognizes the upshift, it is determined whether or not the current vehicle is in the low-speed / low-torque region to continue the slip control after the upshift control.

If it is not the low-speed / low-torque region in S20, the controller performs the upshift control according to the high-speed / high-torque region and completes the control by switching to S300. In this case, the upshift control of the upshift / high torque region means a normal shift control in which the slip control is not applied after the completion of the upshift control.

On the other hand, in S20, in the case of the low-speed / low-torque region, the controller switches to the shift control performing step in which the slip control is applied after completion of the upshift control. In this case, the controller does not immediately enter the step of executing the upshift control within the target time of S50, but first determines whether or not the upshift shift point of S30 is changed and whether the fuel economy improvement transmission line is applied to S40.

The upshift shift point change of S30 is to consider the driving force and the drivability by detecting the vehicle condition and the load condition and changing the upshift shift point. Therefore, when the upshift shift point change is necessary, the upshift shift point is changed and then the upshift control performing step is performed within the target time of S50. However, if it is not necessary to change the upshift gearshift point, the system shifts to the step S40 to apply the fuel economy improvement shiftshift.

S40 fuel economy improvement The transmission line application is to perform the ECO function to improve fuel efficiency. Therefore, when the application of the fuel-efficiency shift line is required, the fuel-economy-improving shift line is applied and then the shift-up control step is performed within the target time of S50. However, since the ECO function is applied to the control of some automatic transmissions, if the ECO function is not applied, the controller immediately enters the step of performing the upshift control within the target time of S50 after omitting the fuel efficiency improvement transmission line application determination step .

S50 is the step of performing the upshift control within the target time. In this case, the controller completes the upshift control within a predetermined target time by the speed change line defining the speed change speed.

S60 is a step for switching to slip control after the completion of the upshift control. In this case, even if the upshift control is performed within the target time by applying the slip control, the controller does not terminate the transmission upshift control and performs connection control of all the shiftshifting until the top end is reached.

The slip control is classified into a high-speed (next stage) shift control maintaining step of S70, a fuel consumption optimum point position application step of S80, and a minimum slip reaching step of S90. In the high-speed (next-stage) shift control maintaining step of S70, the controller performs an upshift control for the gear stage that follows the completed upshift. In the step S80, the controller performs the step of finding and locating the optimum point as in S80-1. In step S90, the controller performs the step of changing to the slip minimization control as in step S90-1. In this case, the limit slip is applied by setting the limit in advance so that the clutch can withstand abrasion.

S100 is the highest level arrival confirmation step. Therefore, the controller applies the slip control to the final gear stage. For example, when the 6-speed automatic transmission is upshifted from the first speed to the second speed, the upshift is performed with the slip control applied to the slip control at 2-> 3, 3-> 4, 4-> 5, 5-> 6 .

S200 is a shift control completion step. Thereby, the controller completes the upshift control in which the slip control is applied.

On the other hand, Figs. 2 and 3 illustrate the result of the upshift control in which the slip control is applied. As shown in the figure, the engine operation line 1 is formed in a state in which the engine rpm rise and fall widths are extremely small due to the shift, -> 6, the engine operating point is narrowed. This can be more clearly understood when compared with Figs. 4 and 5 showing the conventional engine operation chart (1).

As a result, in the present invention, it is possible to perform the engine optimum operation, and there is little or no feeling of reduction of the gear ratio due to the gear shift due to the shift in the high gear and the decrease of the engine rpm. In order to solve the acceleration feeling reduction, The fuel consumption is not increased.

As described above, in the upshift control method according to the present embodiment, when the target time upshift control step for performing the upshift control of the automatic transmission within the target time is completed, the upshift control is performed to the slip control of the clutch, The fuel efficiency is improved by performing the fuel economy optimum operating point control step that continues from the engine to the final gear. In particular, the multi-stage transmission can be operated at the optimum driving point, which is an advantage of the continuously variable transmission.

1: Leading engine operation

Claims (10)

In an upshift control of a vehicle equipped with an automatic transmission in which shift control is performed by a controller,
When the target time upshift control step for performing the upshift control within the target time is completed, the fuel economy optimum operating point control step in which the upshift control continues to the slip control of the clutch and continues from the next gear stage to the final gear stage is performed ,
Wherein the fuel economy optimum operating point control step includes the steps of: (B-1) maintaining upshift control for the next gear stage by the controller; (B-2) (B-3) a step in which the slip control is performed within a limit slip, (B-4) a step in which a shift control end is performed after the next gear stage is continued to the final gear stage Wherein the upshift control method comprises:
The method as claimed in claim 1, wherein the target time upshift control and the fuel economy optimum operating point control are applied when the vehicle is in a low-speed and low-torque region.
The method according to claim 1, wherein the clutch is slip-controlled within a limit slip.
2. The method of claim 1, wherein the target time upshift control step further comprises: (A-1) checking the low and high torque regions at the time of the upshift and determining a suitable region by the controller; (A-2) checking the requirement of changing the upshift shift point and applying the fuel economy improving transmission line when the vehicle is in the preferable area; (A-3) when the target time upshift control is performed in the absence of the requirement; And the step of controlling the upshift of the vehicle.
(A-4) the target shift-up shift control is performed after changing the upshift shift point in response to the upshift shift point change request, or the target shift-up shift control is performed in the absence of the upshift shift- And performing the target time upshift control after applying the fuel-economy improvement transmission line according to the application request.
delete 2. The method according to claim 1, wherein (B-2-1) the fuel consumption optimum point position is continuously maintained in the upshift control.
The method according to claim 1, wherein (B-3-1) when the limit slip is reached, the controller is switched to slip minimization control.
The method according to claim 8, wherein the limit slip is set to a limit value at which the clutch is resistant to abrasion.
The method according to claim 1, wherein the controller is a TCU (Transmission Control Unit) or an engine ECU (Electronic Control Unit).
KR1020150184725A 2015-12-23 2015-12-23 Method for controlling the up shift of vehicle KR101806645B1 (en)

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KR101806645B1 true KR101806645B1 (en) 2017-12-07

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003090422A (en) * 2001-09-18 2003-03-28 Toyota Motor Corp Speed change control system for vehicle
KR100644376B1 (en) 2005-08-24 2006-11-10 현대자동차주식회사 Transmission control method for auto transmission car
JP2008049738A (en) 2006-08-22 2008-03-06 Isuzu Motors Ltd Vehicle running control apparatus
JP2013241994A (en) 2012-05-21 2013-12-05 Mitsubishi Fuso Truck & Bus Corp Automatic-transmission control device
WO2014141368A1 (en) * 2013-03-11 2014-09-18 トヨタ自動車株式会社 Control device for automatic transmission
JP2015218891A (en) 2014-05-21 2015-12-07 マツダ株式会社 Automatic transmission control method and automatic transmission control unit

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003090422A (en) * 2001-09-18 2003-03-28 Toyota Motor Corp Speed change control system for vehicle
KR100644376B1 (en) 2005-08-24 2006-11-10 현대자동차주식회사 Transmission control method for auto transmission car
JP2008049738A (en) 2006-08-22 2008-03-06 Isuzu Motors Ltd Vehicle running control apparatus
JP2013241994A (en) 2012-05-21 2013-12-05 Mitsubishi Fuso Truck & Bus Corp Automatic-transmission control device
WO2014141368A1 (en) * 2013-03-11 2014-09-18 トヨタ自動車株式会社 Control device for automatic transmission
JP2015218891A (en) 2014-05-21 2015-12-07 マツダ株式会社 Automatic transmission control method and automatic transmission control unit

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