KR100507479B1 - Method for controlling the down shift of the automatic transmission - Google Patents
Method for controlling the down shift of the automatic transmission Download PDFInfo
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- KR100507479B1 KR100507479B1 KR10-2003-0030200A KR20030030200A KR100507479B1 KR 100507479 B1 KR100507479 B1 KR 100507479B1 KR 20030030200 A KR20030030200 A KR 20030030200A KR 100507479 B1 KR100507479 B1 KR 100507479B1
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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
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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
- F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
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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
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H2059/405—Rate of change of output shaft speed or vehicle speed
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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
- F16H2061/0075—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 a particular control method
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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
- F16H2061/0075—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 a particular control method
- F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
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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
- F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
자동변속기의 정지전 변속 제어방법이 개시된다. 그러한 변속 제어방법은 (n+1)속 상태인지를 감지하는 단계와, 상기 단계에서 (n+1)속 상태인 경우 Ne-Nt > Ns-(dNo/dt*To)/Gear Ratio 여부를 판단하는 단계와, 상기 단계의 조건을 만족하는 경우 No_upper>No>No_lower 여부를 판단하는 단계와, 상기 단계의 조건을 만족하는 경우 Th<Th1 여부를 판단하는 단계와, 상기 단계의 조건을 만족하는 경우 No〈No_lower 여부를 판단하여, No〉No_lower인 경우는 변속점 이동제어로 변속 제어를 실시하며, No〈No_lower인 경우는 No_lower에서 변속점 제어를 실시함으로서 변속전후 파워 온상태에서 변속 제어를 실시하는 단계와, 상기 단계에서 No〉No_lower인 경우 해방측 해방시간의 학습제어를 실시하는 단계와, 그리고 상기 단계 후 결합측 클러치 결합 듀티의 학습제어를 실시하는 단계를 포함한다.Disclosed is a shift control method before stopping of an automatic transmission. Such a shift control method may include detecting whether the speed is in the (n + 1) speed state and determining whether Ne-Nt> Ns- (dNo / dt * To) / Gear Ratio is in the case of the (n + 1) speed state. Determining whether No_upper> No> No_lower if the condition of the step is satisfied; determining whether Th <Th1 is satisfied if the condition of the step is satisfied; and if the condition of the step is satisfied In the case of No < No_lower, the shift control is performed by shift point movement control, and in the case of No < And learning control of the release side release time in the case of No> No_lower in the above step, and performing learning control of the engagement side clutch engagement duty after the step.
Description
본 발명은 자동 변속기의 정지전 다운 시프트 제어방법에 관한 것으로, 더욱 상세하게는 변속 제어과정을 개선하여 파워온상태에서 변속을 실시함으로써 자동변속기의 정지전 다운 시프트시 변속전후 파워 스테이트(power state) 변경에 따른 기어(gear)간의 타격 쇼크(shock) 및 노이즈(noise)를 해소시키는 자동변속기의 정지전 다운 시프트 제어방법에 관한 것이다.The present invention relates to a control method of downshift before stop of an automatic transmission, and more particularly, to improve the shift control process to perform a shift in a power-on state. The present invention relates to a method for controlling down-shift before stopping of an automatic transmission that eliminates shock and noise between gears according to a change.
일반적으로 자동변속기의 정지전 다운 시프트는 엔진이 아이들 상태로 파워 트레인의 파워상태가 자동 변속기의 입력축의 터빈회전수에 따라 변화하게 된다.In general, the downshift before stop of the automatic transmission is the engine idle state, the power state of the power train changes according to the turbine speed of the input shaft of the automatic transmission.
따라서, 변속 전후 파워상태가 일정해야 하는 조건을 유지하기 어렵다. 이러한 현상을 방지하기 위하여 정지전 다운 시프트 제어시점을 높은 차속에서(파워 Off유지) 실시하거나 낮은 차속에서(파워On 유지) 실시하는 변속점 이동제어를 채용한다.Therefore, it is difficult to maintain the condition that the power state before and after the shifting must be constant. In order to prevent such a phenomenon, shift point movement control is adopted in which the downshift control point before stopping is performed at a high vehicle speed (power off) or at a low vehicle speed (power on).
이러한 변속점 제어는 높은 차속에서의 변속은 변속 전후가 파워오프로 유지토록 하여 변속 제어 및 학습제어의 안정성을 도모하나 이는 다음과 같은 문제점이 있다.In the shift point control, shifting at a high vehicle speed is maintained at power-off before and after shifting, thereby achieving stability of shifting control and learning control.
첫째, 변속기 높은 차속에 따른 엔진 브레이크감을 느낌으로써 승차감이 좋지 않다.First, the ride comfort is not good by feeling the engine brake feeling according to the high vehicle speed of the transmission.
둘째, 높은 차속에서 저단 사용으로 연비가 불리하다.Second, fuel economy is disadvantageous due to low speed at high vehicle speed.
셋째, 정지전 변속 제어가 파워오프중심으로 학습이나 듀티패턴이 구성되어 파워온 제어와 운전조건 상이로 클러치 체결시 제어유압 강약조절 실패로 충격이 발생하여 변속의 불안을 초래한다.Third, the shift control before stop is composed of learning or duty pattern as the center of power-off, and when the clutch is fastened due to the difference between the power-on control and the operating conditions, the shock occurs due to the failure of the control hydraulic strength and weakness, resulting in anxiety of the shift.
따라서, 본 발명은 상기한 문제점을 극복하기 위하여 창출된 것으로서, 본 발명의 목적은 변속점이 항상 파워 온 상태가 되게 설정한 후 브레이크 감속도 및 엔진 아이들 회전수 제어 상태에도 영향이 없이 일정 입력 토크하에서 변속을 제어할 수 있는 자동변속기의 정지전 다운시프트 제어방법을 제공하는데 있다. Accordingly, the present invention was created to overcome the above problems, and an object of the present invention is to set the shift point to be always in a power-on state, and then under constant input torque without affecting brake deceleration and engine idle speed control state. The present invention provides a method of controlling downshift before stop of an automatic transmission that can control shifting.
상기와 같은 목적을 달성하기 위하여 본 발명은 자동변속기를 (n+1)속에서 n속으로 변속시키는 정지전 변속 제어방법에 있어서, (n+1)속 상태인지를 감지하는 단계와; 상기 단계에서 (n+1)속 상태인 경우 Ne-Nt > Ns-(dNo/dt*To)/Gear Ratio 여부를 판단하는 단계와; 상기 단계의 조건을 만족하는 경우 No_upper>No>No_lower 여부를 판단하는 단계와; 상기 단계의 조건을 만족하는 경우 Th<Th1 여부를 판단하는 단계와; 상기 단계의 조건을 만족하는 경우 No〈No_lower 여부를 판단하여, No〉No_lower인 경우는 변속점 이동제어로 변속 제어를 실시하며, No〈No_lower인 경우는 No_lower에서 변속점 제어를 실시함으로서 변속전후 파워 온상태에서 변속 제어를 실시하는 단계와; 상기 단계에서 No〉No_lower인 경우 해방측 해방시간의 학습제어를 실시하는 단계와; 그리고 상기 단계 후 결합측 클러치 결합 듀티의 학습제어를 실시하는 단계를 포함하는 자동 변속기의 정지전 감속 제어방법을 제공한다.In order to achieve the above object, the present invention provides a control method for a stop before shifting the automatic transmission from (n + 1) to n-speed, the method comprising: detecting whether the state is (n + 1); Determining whether Ne-Nt> Ns- (dNo / dt * To) / Gear Ratio is in the state of (n + 1); Determining whether No_upper> No> No_lower is satisfied if the condition of the step is satisfied; Determining whether Th <Th1 when the condition of the step is satisfied; If the condition of the above step is satisfied, it is determined whether No < No_lower. If No > No_lower, shift control is performed by shift point movement control, and when No < Performing shift control in an on state; Performing learning control of the release side release time when No> No_lower in this step; And it provides a deceleration control method before the stop of the automatic transmission comprising the step of performing the learning control of the coupling side clutch engagement duty after the step.
이하, 첨부된 도면을 참조하여 본 발명의 바람직한 실시예에 따른 자동 변속기의 정지전 다운 시프트 제어방법을 상세하게 설명한다.Hereinafter, with reference to the accompanying drawings will be described in detail the down-shift control method before the automatic transmission according to a preferred embodiment of the present invention.
도1 은 본 발명의 바람직한 실시예에 따른 자동 변속기의 정지전 다운 시프트 제어장치의 구성을 도시하는 블럭도이다.1 is a block diagram showing the configuration of a down-shift control apparatus before stopping of an automatic transmission according to a preferred embodiment of the present invention.
도시된 바와 같이, 본 발명의 실시예에 따른 자동변속기 변속 제어 장치의 구성은 자동변속 정지전 (n+1)속에서 n속으로의 변속 관련신호를 감지하여 출력하는 주행상태 감지부(10)와, 상기 주행상태 감지부(10)로부터 출력되는 신호를 입력받아 정지전 (n+1)속에서 n속으로의 변속 상태를 감지하여, 그에 따라 파워 스테이트를 변화시키지 않도록 제어신호를 출력하여 변속기(30)를 제어하는 변속 제어유닛(20)과, 상기 변속 제어유닛(20)으로부터 출력되는 제어신호를 입력받아 엔진(50)의 파워 온 및 파워 오프를 제어하는 엔진제어유닛(40)을 포함하여 이루어진다.As shown, the configuration of the automatic transmission shift control apparatus according to an embodiment of the present invention detects the shift-related signal from the (n + 1) speed to the n speed before the automatic shift stop 10 outputs the driving state detection unit 10 And, by receiving the signal output from the driving state detection unit 10 detects the shift state from the (n + 1) to the n speed before the stop, and outputs a control signal so as not to change the power state according to the transmission A shift control unit 20 for controlling the 30 and an engine control unit 40 for controlling power on and power off of the engine 50 by receiving a control signal output from the shift control unit 20. It is done by
이러한 구조를 갖는 자동 변속기의 변속 제어 장치에 있어서, 상기 주행상태 감지부(10)는 스로틀 밸브 개도량 감지부(11)와, 차량의 주행속도를 감지하여 해당하는 신호를 출력하는 차속 감지부(12)와, 스로틀 밸브 개도량과 차속에 따라 변속단이 가변되는 상태를 감지하여 그에 해당하는 신호를 출력하는 변속단 감지부(13)와, 자동차 최종 구동축의 회전 속도를 감지하여 해당하는 신호를 출력하는 출력 회전수 감지부(14)와, 엔진의 동작 상태에 따라 가변되는 크랭크축의 회전 속도를 감지하여 해당하는 신호를 출력하는 엔진 회전수 감지부(15)와, 운전자의 조작에 따라 가변되는 변속레버의 위치를 감지하여 해당하는 신호를 출력하는 변속레버 감지부(16)를 포함하여 이루어진다.In the shift control apparatus of the automatic transmission having such a structure, the driving state detection unit 10 is a throttle valve opening amount detection unit 11, and a vehicle speed detection unit for detecting the driving speed of the vehicle and outputs a corresponding signal ( 12), the shift stage detecting unit 13 which detects a state in which the shift stage is variable according to the opening amount of the throttle valve and the vehicle speed, and outputs a signal corresponding thereto, and detects the rotational speed of the final drive shaft of the vehicle to provide a corresponding signal. An output rotation speed detection unit 14 for outputting, an engine rotation speed detection unit 15 for detecting a rotation speed of a crankshaft variable according to an operating state of the engine, and outputting a corresponding signal; The shift lever detecting unit 16 detects a position of the shift lever and outputs a corresponding signal.
상기한 바와 같은 구조를 갖는 정지전 다운 시프트 제어장치는 도2 에 도시된 순서에 의하여 다운 시프트를 실시하게 된다.The pre-stop downshift control device having the structure as described above performs downshifting in the order shown in FIG.
도시된 바와 같이, 자동 변속기의 정지전 다운 시프트 제어공정을 3속에서 2속으로 변경하는 경우를 예를 들어 설명하면, 운전자가 변속 레버를 "D"레인지에 위치시키고 변속단이 3속인 상태에서 운전하던 중, 브레이크 페달을 밟으면서 속도를 줄이거나 정지하려고 하는 경우, 변속 제어유닛(20)은 변속단이 In-gear 상태, 즉 3속으로 설정되어 있는지 여부를 판단한다(S100). As illustrated, the case of changing the downshift control process before the stop of the automatic transmission from three speeds to two speeds is described, for example, in a state where the driver positions the shift lever to the "D" range and the shift stage is three speeds. While driving, if the speed is to be reduced or stopped while pressing the brake pedal, the shift control unit 20 determines whether the shift stage is set to an in-gear state, that is, three speeds (S100).
In-gear상태로 판단되면 회전수가 다음과 같은 조건인지를 판단하게 된다.(S110)If it is determined in the in-gear state it is determined whether the number of revolutions is the following conditions (S110).
Ne-Nt > Ns-(dNo/dt*To)/Gear Ratio------식1Ne-Nt> Ns- (dNo / dt * To) / Gear Ratio ------ Equation 1
(Ne:엔진회전수, Nt:터빈회전수, Ns:Margin Slip RPM, dNo/dt:출력회전수 변화량, To:해방측 클러치 해방시간, Gear Ratio: 기어비) (Ne: engine speed, Nt: turbine speed, Ns: Margin Slip RPM, dNo / dt: output speed change, To: release clutch release time, Gear Ratio: gear ratio)
회전수가 상기 식1의 조건을 만족시키지 못하는 경우에는 복귀하게 되며, 상기 식1의 조건을 만족시키는 경우에는 다음 단계로 아래의 조건을 만족시키는지 여부를 판단하게 된다(S120).When the rotation speed does not satisfy the condition of Equation 1, it is returned. When the condition of Equation 1 is satisfied, it is determined whether the following conditions are satisfied in the next step (S120).
No_upper>No>No_lower------식2No_upper> No> No_lower ------ Equation 2
(No_upper, No_lower: 상한, 하한 차속)(No_upper, No_lower: upper limit, lower limit vehicle speed)
즉, 출력회전수가 차속 설정범위의 최고값 혹은 최저값 범위 이내인지를 판단하게 된다.That is, it is determined whether the output rotation speed is within the maximum value or the minimum value range of the vehicle speed setting range.
판단 결과, 설정 범위 이내이면 스로틀 밸브의 개도량이 다음 조건을 만족하는지 여부를 판단하게 된다(S130).As a result of the determination, it is determined whether the opening amount of the throttle valve satisfies the following condition if it is within the setting range (S130).
Th<Th1----식3 (Th: 스로틀 밸브 실제값, Th1: 스로틀 밸브 설정값)Th <Th1 ---- Equation 3 (Th: Throttle valve actual value, Th1: Throttle valve set value)
그리고, 상기 조건에 따라 판단한 결과, Th값이 Th1보다 작은 경우에는 No〈No_lower인지를 판단하게 된다(S140). As a result of the determination according to the above condition, when the Th value is smaller than Th1, it is determined whether No < No_lower (S140).
즉, 실제 스로틀 밸브 개도량(Th)이 설정된 스로틀 밸브의 개도량(Th1) 보다 작은값을 갖는지를 판단하며, 작은 값은 갖는 경우는 하한 차속보다 작은지를 판단하게 된다.That is, it is determined whether the actual throttle valve opening amount Th has a value smaller than the set opening amount Th1 of the set throttle valve, and if it has a small value, it is determined whether it is smaller than the lower limit vehicle speed.
No〉No_lower인 경우는 변속점 이동제어로 변속 제어를 실시하게 되며(S150), No〈No_lower인 경우는 No_lower에서 변속점 제어를 실시하게 된다(S160).In the case of No> No_lower, the shift control is performed by the shift point movement control (S150). In the case of No <No_lower, the shift point control is performed in the No_lower (S160).
즉, 자동 변속기의 변속점이 항상 파워온(Power On) 상태에서 구동되도록 한다.That is, the shift point of the automatic transmission is always driven in a power on state.
그리고, 변속점 이동제어로 변속을 제어하는 경우에는(S150) 해방측 해방시간의 학습제어를 실시하게 된다(S170). When the shift is controlled by the shift point movement control (S150), the learning control of the release side release time is performed (S170).
즉, 도3 및 도4 에 도시된 바와 같이, 해방측 클러치 해방시간(To)은 입력토크(Tt)와 유온(Ot)에 따라 결정되는 요소로 (Tt)와 (Ot)의 함수이다. 즉, 해방측 클러치의 실제 해방시간(Tr)과 듀티 패턴상의 해방소요시간(To)간의 차이를 다음식에 적용함으로써 학습제어를 실시할 수 있다.That is, as shown in Figs. 3 and 4, the release clutch release time To is a factor that is determined according to the input torque Tt and the oil temperature Ot and is a function of (Tt) and (Ot). That is, learning control can be performed by applying the difference between the actual release time Tr of the release side clutch and the release time To on the duty pattern to the following equation.
이때, 해방측 클러치 해방시간(To)의 학습 연산식은 다음과 같다.At this time, the learning calculation formula of the release side clutch release time To is as follows.
To)n=To)n-1+｛(To)n-1-Tr｝*factor-----식4To) n = To) n- 1 + ｛(To) n- 1 -Tr｝ * factor ----- Equation 4
이와 같이 해방측 해방시간 학습을 실시한 후, 결합측 듀티 학습제어를 실시하게 된다(S180). After performing the release side release time learning as described above, the combined side duty learning control is performed (S180).
결합측 클러치 결합 듀티는 입력토크(Tt)와 유온(Ot)에 따라 결정되는 요소로 (Tt)와 (Ot)의 함수이다. 즉, 결합측 클러치의 체결완료 시점에서 Run-up rpm에 따라 체결 유압 강약을 판단, 결합측 클러치 초기 듀티 보정량(Da)를 결정하여 다음 변속시에 적용한다. 이러한 과정을 반복적으로 수행함으로써 학습제어를 실시하게 된다.The engagement clutch engagement duty is a factor that depends on the input torque (Tt) and oil temperature (Ot) and is a function of (Tt) and (Ot). That is, at the time when the engagement of the engagement clutch is completed, the engagement hydraulic strength is determined according to the run-up rpm, the engagement duty initial clutch correction amount Da is determined and applied at the next shift. By repeatedly performing this process, learning control is performed.
이때, 결합측 듀티의 학습 연산식은 다음과 같다.At this time, the learning operation formula of the combined side duty is as follows.
Da)n=Da)n-1+Da 보정량(a or b)-----식4Da) n = Da) n- 1 + Da correction amount (a or b)
상기와 같은 과정을 통하여 변속점을 이동 제어함으로써, 변속 제어유닛(20)은 정지전 변속단이 3속에서 2속으로 변속되는 경우에 파워온 상태를 유지시켜, 변속 기어 타격 쇼크 및 노이즈를 제거할 수 있으며, 결합측 클러치 학습을 가능하게 한다.By shifting and controlling the shift point through the above process, the shift control unit 20 maintains the power-on state when the shift stage before the stop is shifted from 3 speeds to 2 speeds to remove shift gear hit shock and noise. It is possible to enable the coupling side clutch learning.
그리고, 상기와 같은 제어공정은 계속하여 반복되며 엔진 시동이 꺼질 때까지 계속적으로 동작한다.The control process as described above is repeated continuously and continues to operate until the engine is turned off.
따라서, 상기와 같이 동작하는 본 발명은, 자동차 주행중 정지전 감속시 변속점이 항상 파워 온 상태를 유지함으로써 변속전후의 파워 스테이트 변화를 방지하여 엔진 브레이크감을 향상시킬 수 있는 장점이 있다.Accordingly, the present invention operating as described above has the advantage of preventing the change of the power state before and after shifting and thus improving the engine brake feeling by always maintaining the power-on state during the deceleration before stopping the vehicle while driving.
또한, 엔진 아이들 회전수 제어 상태에도 영향이 없이 일정 입력 토크하에서 변속을 제어할 수 있으며, 연비가 유리한 장점이 있다. In addition, it is possible to control the shift under a constant input torque without affecting the engine idle rotation speed control state, there is an advantage that the fuel economy is advantageous.
도1 은 본 발명의 바람직한 실시예에 따른 자동변속기 변속 제어방법을 적용한 동작순서도.1 is a flowchart illustrating an automatic transmission shift control method according to a preferred embodiment of the present invention.
도2 는 본 발명의 바람직한 실시예에 따른 제어 패턴도.2 is a control pattern diagram according to a preferred embodiment of the present invention.
〈도면의 주요 부분에 대한 부호의 설명〉<Explanation of symbols for main parts of drawing>
S100: (n+1)속 상태인지를 감지하는 단계 S100: Step of detecting whether the state is (n + 1)
S110: Ne-Nt > Ns-(dNo/dt*To)/Gear Ratio 여부를 판단하는 단계S110: determining whether Ne-Nt> Ns- (dNo / dt * To) / Gear Ratio
S120: No_upper>No>No_lower 여부를 판단하는 단계S120: Step of determining whether No_upper> No> No_lower
S130: Th<Th1 여부를 판단하는 단계S130: Step of determining whether Th <Th1
S140: No〈No_lower 여부를 판단하는 단계 S140: Step of determining whether No <No_lower
S170: 해방측 해방시간 학습단계 S170: liberation side liberation time learning stage
S180: 결합측 듀티 학습단계 S180: Combined Duty Learning Step
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| KR10-2003-0030200A KR100507479B1 (en) | 2003-05-13 | 2003-05-13 | Method for controlling the down shift of the automatic transmission |
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| KR10-2003-0030200A KR100507479B1 (en) | 2003-05-13 | 2003-05-13 | Method for controlling the down shift of the automatic transmission |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102494127A (en) * | 2011-11-30 | 2012-06-13 | 重庆大学 | Method for implementing quick gear shift for automated mechanical transmission under brake condition |
| CN101178122B (en) * | 2006-11-06 | 2012-07-25 | 现代自动车株式会社 | Method for controlling 3-2 shift before stopping of automatic transmission and system thereof |
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2003
- 2003-05-13 KR KR10-2003-0030200A patent/KR100507479B1/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101178122B (en) * | 2006-11-06 | 2012-07-25 | 现代自动车株式会社 | Method for controlling 3-2 shift before stopping of automatic transmission and system thereof |
| CN102494127A (en) * | 2011-11-30 | 2012-06-13 | 重庆大学 | Method for implementing quick gear shift for automated mechanical transmission under brake condition |
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