KR100930549B1 - Engine torque control method - Google Patents

Engine torque control method Download PDF

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Publication number
KR100930549B1
KR100930549B1 KR1020070122442A KR20070122442A KR100930549B1 KR 100930549 B1 KR100930549 B1 KR 100930549B1 KR 1020070122442 A KR1020070122442 A KR 1020070122442A KR 20070122442 A KR20070122442 A KR 20070122442A KR 100930549 B1 KR100930549 B1 KR 100930549B1
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South Korea
Prior art keywords
torque
engine
directly connected
damper clutch
control method
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KR1020070122442A
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Korean (ko)
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KR20090055687A (en
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장석형
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

본 발명은 엔진토크 제어방법에 관한 것으로, 운전자의 가속페달 신호를 입력받는 제 1단계와, 상기 신호에 따라 차량 가속시 엔진과 변속기의 직결조건여부를 판단하는 제 2단계와, 직결조건의 만족시 댐퍼클러치 직결을 위해 엑추에이터 작동듀티를 상승시키는 제 3단계와, 작동듀티 상승 후 댐퍼클러치 직결여부를 판단하는 제 4단계와, 상기 판단 시 댐퍼클러치의 직결시에 한하여 토크를 보상하는 제 5단계와, 토크보상후 연료 공기량을 계산하는 제 6단계와, 계산된 필요 엔진 출력에 따라 TPS(드로틀벨브개도)로 환산하여 드로틀벨브를 개폐하는 제 7단계를 포함하는 것을 특징으로 하여, 변속기와 엔진의 직결 구동시 일정조건하에서 엔진토크를 상승시켜, RPM저하에 따른 토크 저하를 방지함으로써 운전자로 하여금 동일한 페달 개도가 유지된 상태에서 차량 가속감을 일정하게 유지하여 차량의 승차감과 편의성을 향상시키는 엔진토크 제어방법에 관한 발명이다.The present invention relates to a method of controlling an engine torque, comprising: a first step of receiving an accelerator pedal signal of a driver; A third step of raising the actuator operating duty for direct connection of the damper clutch at the first time; a fourth step of determining whether the damper clutch is directly connected after the operation duty is raised; and a fifth step of compensating torque only when the damper clutch is directly connected And a sixth step of calculating a fuel air amount after torque compensation, and a seventh step of opening and closing the throttle valve by converting it into a TPS (throttle valve opening degree) according to the calculated required engine output. The driver's pedal opening is maintained by raising the engine torque under a certain condition during direct drive of the engine and preventing the torque from dropping due to RPM reduction. Up to maintain a constant vehicle gasokgam to the invention relates to an engine torque control method for improving the ride and comfort of the vehicle.

엔진, 변속기, 토크보상 Engine, transmission, torque compensation

Description

엔진토크 제어방법 {Engine torque control method}Engine torque control method

본 발명은 엔진토크 제어방법에 관한 것으로, 변속기와 엔진의 직결 구동시 일정조건하에서 엔진토크를 상승시켜, RPM저하에 따른 토크 저하를 방지함으로써 운전자로 하여금 동일한 페달 개도가 유지된 상태에서 차량 가속감을 일정하게 유지하여 차량의 승차감과 편의성을 향상시키는 엔진토크 제어방법에 관한 발명이다.The present invention relates to a method for controlling the engine torque, which raises the engine torque under a constant condition when the transmission and the engine are directly connected to each other, thereby preventing the torque from being lowered due to the RPM reduction, thereby allowing the driver to feel the vehicle acceleration while maintaining the same pedal opening degree. The present invention relates to an engine torque control method for maintaining a constant and improving the ride comfort and convenience of a vehicle.

자동변속기를 장착한 차량은 연비 향상을 위하여 중고속 주행 중 엔진과 변속기를 직결시켜 구동한다. 이는 중고속 주행 중에는 작은 토크로 엔진을 구동하기 때문에 엔진 차량 주행을 위한 엔진 토크 변동이 적고, 운전자에 의한 페달 변동이 작기 때문 엔진과 변속기를 직결시켜 구동하여도 차량 가속에 큰 문제가 없기 때문이다.A vehicle equipped with an automatic transmission is driven by directly connecting the engine and the transmission while driving at a high speed to improve fuel efficiency. This is because there is little problem in acceleration of the vehicle even when the engine is directly connected to the transmission because the engine torque fluctuation for driving the engine vehicle is small and the pedal fluctuation by the driver is small because the engine is driven at a small torque during the high speed driving. .

차량의 특성에 따라 직결되는 차속, 기어단, 엔진 회전수가 결정되며 직결 시간이 길어지면 엔진 RPM 하강에 따른 연비 향상, 엔진 소음감소 등의 효과를 얻을 수 있다. 반면, 과도한 직결은 엔진 부밍 유발, 가속 중 울컥거림, 가속감 저하 등이 발생할 수 있다.According to the characteristics of the vehicle, the vehicle speed, gear stage, and engine rotational speed are directly determined. If the connection time is longer, fuel efficiency improvement and engine noise reduction can be obtained by lowering the engine RPM. On the other hand, excessive direct connection may cause engine booming, howling during acceleration, and deterioration of acceleration.

이하 첨부한 도면에 의해 종래기술에 의한 엔진토크 제어방법에 관하여 상술한다. 도 1은 일반적인 엔진과 변속기의 직결상태를 나타내는 구성도이고, 도 2의 종래의 기술에 의한 엔진토크 제어방법에 의해 엔진과 변속기가 직결되는 과정을 나타내는 그래프,Hereinafter, an engine torque control method according to the related art will be described in detail with reference to the accompanying drawings. 1 is a configuration diagram showing a direct connection state between a general engine and a transmission, and a graph showing a process of directly connecting an engine and a transmission by an engine torque control method according to the related art of FIG.

도 1을 참조하면, 토크 베이스 컨트롤 시스템(torque base control system)에서 ECU는 운전자의 요구인 가속 페달 신호를 입력 받아 필요한 엔진의 출력을 계산하고 이를 TPS개도로 환산하여 전자식 트로틀 벨브(Throttle Valve)를 개폐함으로써 엔진 토크를 조절한다.Referring to FIG. 1, in a torque base control system, an ECU receives an accelerator pedal signal, which is a driver's request, calculates an output of a required engine and converts it into an TPS opening to convert an electronic throttle valve. The engine torque is adjusted by opening and closing.

차량 운전조건에 따라 엔진과 변속기를 직결시킬 수 있는 조건에 도달하면 ECU는 자동변속기의 액츄에이터를 구동하여 토크 컨버터 내부의 록업 클러치(lock-up clutch 혹은 댐퍼 클러치 damper clutch)를 작동시킨다.When the engine reaches a condition that can directly connect the transmission to the engine, the ECU drives the actuator of the automatic transmission to activate the lock-up clutch or damper clutch inside the torque converter.

댐퍼 클러치는 변속기와 연결된 터빈에 고정되어 있으며, 엑츄에이터 작동에 의해 토크 컨버터 하우징과 슬립되며 직결되고 결국 엔진 회전수와 터빈 회전수가 같아져 직결이 이루어지는데, 엔진 구동력을 변속기에 직접 전달시 shock이 발생될 수 있으므로 엑츄에이터의 듀티를 조절하여 엔진과 록업 클러치가 미끌림 상태에서 회전되기 시작하여 점차 회전속도 차이가 줄어들며 직결이 이루어진다.The damper clutch is fixed to the turbine connected to the transmission, and is directly connected to the torque converter housing by the actuator operation, and is directly connected to the engine speed and the turbine speed. The shock occurs when the engine driving force is directly transmitted to the transmission. By adjusting the duty of the actuator, the engine and the lockup clutch begin to rotate in the sliding state, and the difference in the rotational speed gradually decreases.

도 2에서는 운전자가 차량을 가속하여 주행하는 도중 엔진과 변속기가 직결되는 과정을 도시하는데, 이를 참조하면 댐퍼 작동 전 기어 단 3속에서부터 엔진과 변속기의 직결을 사용하는 경우, 댐퍼 작동 전의 단계에서는 운전자가 정지상태에서 가속을 시작하여 3속으로 변속된 후 엔진과 변속기 직결조건이 만족된 도 2의 ① 시점에서 댐퍼 클러치 직결을 위해 액츄에이터의 작동 듀티를 상승시킨다. 초기 듀티는 댐퍼와 하우징이 닿지 않을 만큼 빠르게 상승한다.FIG. 2 illustrates a process in which an engine and a transmission are directly connected to each other while the driver accelerates the vehicle. Referring to this, when the engine and the transmission are directly connected from the gear stage 3 before the damper is operated, the driver is in the stage before the damper is operated. Starts acceleration at the stop state, shifts to 3 speeds, and increases the operating duty of the actuator for direct connection of the damper clutch at the time ① of FIG. 2 where the engine and transmission direct connection conditions are satisfied. The initial duty rises so fast that the damper and housing do not touch.

초기 댐퍼 듀티 상승 후 듀티는 완만한 기울기를 가지고 증가하여 도 2의 ② 시점에서부터 도 2의 ④시점까지 토크 컨버터와 댐퍼 클러치의 미끌림 회전을 하고, 도 2의 ④ 지점 이후에 엔진과 터빈이 직결되어 회전한다. After the initial damper duty rise, the duty increases with a gentle slope to make the torque converter and the damper clutch slide from the point ② of FIG. 2 to the point ④ of FIG. 2, and the engine and the turbine are directly connected after the point ④ of FIG. 2. Rotate

즉, 도 2에서 댐퍼 클러치의 작동으로 엔진 RPM이 터빈 RPM 쪽으로 떨어지기 시작하는 도 2의 ② 시점에서 운전자는 토크 감소를 느끼고 실제 차량 가속도도 감소하고, 운전자는 도 2의 ③ 시점부터 가속 페달을 더 밟음으로써 감소되는 토크를 보상하고자 하여 동일한 가속감을 유지하였다.That is, the driver feels a decrease in torque and the actual vehicle acceleration decreases at the time of ② of FIG. 2 when the engine RPM starts to fall toward the turbine RPM due to the operation of the damper clutch in FIG. 2, and the driver starts the acceleration pedal from the time of ③ of FIG. 2. The same feeling of acceleration was maintained to compensate for the reduced torque by further stepping.

상기의 과정에 의해 운전자는 일정한 속도의 차속 증가를 위하여 일정량의 페달을 밟고 주행 중 댐퍼 클러치 작동으로 엔진과 터빈이 직결되면 엔진 RPM이 하 강하여 토크가 저감됨을 느끼고, 동일한 가속도로 차량을 운전하기 위하여 가속페달을 더 밟아서 엔진에 추가적인 토크를 공급해야 하는 문제점이 있었다. By the above process, the driver presses a certain amount of pedals to increase the vehicle speed at a constant speed, and when the engine and the turbine are directly connected by the damper clutch operation while driving, the engine RPM decreases and the torque is decreased, and the driver operates the vehicle with the same acceleration. There was a problem of supplying additional torque to the engine by stepping on the accelerator pedal further.

본 발명은 이러한 문제점을 해결하기 위한 것으로, 변속기와 엔진의 직결 구동시 일정조건하에서 엔진토크를 상승시켜, RPM저하에 따른 토크 저하를 방지하는 것으로, 댐퍼 클러치가 작동하여 엔진RPM과 터빈RPM이 같아지는 구간 동안 및 이후 일정 시간 동안 엔진 토크를 상승시켜, RPM저하에 따른 토크 저하를 방지하여, 운전자로 하여금 동일한 페달 개도가 유지된 상태에서도 차량 가속감이 일정하게 유지하여 차량의 승차감과 편의성을 향상시키는 엔진토크 제어방법을 제공하는데 그 목적이 있다.The present invention is to solve this problem, by increasing the engine torque under a certain condition when the transmission and the engine is directly connected to prevent the torque decrease due to the RPM reduction, the damper clutch is operated to equal the engine RPM and turbine RPM By increasing the engine torque during the losing section and for a certain time thereafter, it prevents the torque decrease due to the RPM decrease, thereby allowing the driver to maintain the constant acceleration of the vehicle even when the same pedal opening is maintained, thereby improving the riding comfort and convenience of the vehicle. The purpose is to provide an engine torque control method.

상기 문제점을 해결하기 위하여, 본 발명은 운전자의 가속페달 신호를 입력받는 제 1단계와, 상기 신호에 따라 차량 가속시 엔진과 변속기의 직결조건여부를 판단하는 제 2단계와, 직결조건의 만족시 댐퍼클러치 직결을 위해 엑추에이터 작동듀티를 상승시키는 제 3단계와, 작동듀티 상승 후 댐퍼클러치 직결여부를 판단하는 제 4단계와, 상기 판단 시 댐퍼클러치의 직결시에 한하여 토크를 보상하는 제 5단계와, 토크보상후 연료 공기량을 계산하는 제 6단계와, 계산된 필요 엔진 출력에 따라 TPS(드로틀벨브개도)로 환산하여 드로틀벨브를 개폐하는 제 7단계를 포함하는 것을 특징으로 한다.In order to solve the above problems, the present invention provides a first step of receiving an accelerator pedal signal of a driver, a second step of determining whether the engine and the transmission are directly connected to the engine when the vehicle is accelerated according to the signal, and when the direct connection is satisfied. A third step of raising the actuator operating duty for direct connection of the damper clutch; a fourth step of determining whether the damper clutch is directly connected after the operation duty is raised; and a fifth step of compensating torque only when the damper clutch is directly connected; And a sixth step of calculating a fuel air amount after torque compensation, and a seventh step of opening and closing the throttle valve by converting it into a TPS (throttle valve opening degree) according to the calculated required engine output.

상기와 같이 본 발명은 댐퍼 클러치가 작동하여 엔진RPM과 터빈RPM이 같아지는 구간 동안 및 이후 일정 시간 동안 엔진 토크를 상승시켜, RPM저하에 따른 토크 저하를 방지하여, 운전자로 하여금 동일한 페달 개도가 유지된 상태에서도 차량 가속감이 일정하게 유지하여 차량의 승차감과 편의성을 향상시키는 탁월한 효력을 발휘한다.As described above, according to the present invention, the damper clutch operates to increase the engine torque during a period in which the engine RPM and the turbine RPM are equal to each other and for a predetermined time thereafter, thereby preventing the torque from being lowered due to the lowering of RPM, thereby allowing the driver to maintain the same pedal opening degree. In this state, the acceleration of the vehicle is kept constant, thereby exerting an excellent effect of improving the ride comfort and convenience of the vehicle.

이하 첨부한 도면에 의하여 본 발명의 구성을 상세히 설명한다. 다만 종래 기술과 동일한 구성에 대해서는 설명을 생략한다. Hereinafter, the structure of the present invention will be described in detail with reference to the accompanying drawings. However, the description of the same configuration as the prior art will be omitted.

도 3은 본 발명에 엔진토크 제어방법을 사용하여 엔진과 변속기의 직결상태를 나타내는 구성도이고, 도 4는 본 발명에 의한 엔진토크 제어방법에 의해 엔진과 변속기가 직결되는 과정 및 토크보상 계수를 나타내는 그래프이다.Figure 3 is a block diagram showing a direct connection state of the engine and the transmission using the engine torque control method in the present invention, Figure 4 is a process and the torque compensation coefficient is directly connected to the engine and the transmission by the engine torque control method according to the present invention. It is a graph.

도 3 및 도 4를 참조하면 본 발명은, 운전자의 가속페달 신호를 입력받는 제 1단계와, 상기 신호에 따라 차량 가속시 엔진과 변속기의 직결조건여부를 판단하는 제 2단계와, 직결조건의 만족시 댐퍼클러치 직결을 위해 엑추에이터 작동듀티를 상 승시키는 제 3단계와, 작동듀티 상승 후 댐퍼클러치 직결여부를 판단하는 제 4단계와, 상기 판단 시 댐퍼클러치의 직결시에 한하여 토크를 보상하는 제 5단계와, 토크보상후 연료 공기량을 계산하는 제 6단계와, 계산된 필요 엔진 출력에 따라 TPS(드로틀벨브개도)로 환산하여 드로틀벨브를 개폐하는 제 7단계를 포함하는 것을 특징으로 하고, 3 and 4, the present invention provides a first step of receiving an accelerator pedal signal of a driver, a second step of determining whether the engine and the transmission are directly connected to each other when the vehicle is accelerated according to the signal, A third step of increasing the actuator operating duty to directly connect the damper clutch when satisfied; a fourth step of determining whether the damper clutch is directly connected after the operating duty is raised; and a step of compensating torque only when the damper clutch is directly connected And a sixth step of calculating a fuel air amount after torque compensation, and a seventh step of opening and closing the throttle valve by converting it into a TPS (throttle valve opening degree) according to the calculated required engine output.

상기 제 5단계는 동일한 기어단에서 엔진회전수를 판단하여 엔진회전수가 낮을수록 토크량을 크게 보상하고, 기존토크에 엔진회전수와 변속기회전수 차이에 의한 토크감소 효과를 고려하여 토크량을 보상하며, 엔진회전수와 변속기회전수 차이가 0이 되는 지점까지 토크보상 계수를 상승시키는 것을 특징으로 한다.In the fifth step, the engine speed is judged at the same gear, and as the engine speed is lower, the torque is greatly compensated, and the torque is compensated by considering the torque reduction effect due to the difference between the engine speed and the transmission speed. The torque compensation coefficient is increased to a point where the difference between the engine speed and the transmission speed becomes zero.

제 5단계의 토크보상은 기존에 계산된 토크에 산출된 토크보상계수를 곱하여 보상량을 결정할 수 있는데, 새롭게 계산된 토크보상량으로부터 연료량과 공기량이 계산되고(제 6단계), TPS(드로틀벨브개도)개도가 결정된다(제 7단계). 이로써 운전자는 댐퍼 직결 시 토크 저감을 느끼지 않고 동일한 가속감으로 차량을 주행할 수 있다. The torque compensation of the fifth step may be determined by multiplying the previously calculated torque by the calculated torque compensation coefficient, and the fuel amount and air amount are calculated from the newly calculated torque compensation amount (step 6), and the TPS (throttle valve) The opening degree is determined (step 7). This allows the driver to drive the vehicle with the same sense of acceleration without feeling torque reduction when directly connected to the damper.

토크보상에 관한 수식을 표시하면 다음과 같다.The formula for torque compensation is as follows.

TQ _ comp (토크보상 후 값)= TQ _ comp (value after torque compensation) =

TQ _ base (Base 토크) * k_ tq _ comp (토크보상계수) [식1] TQ _ base (Base torque) * k_ tq _ comp (Torque compensation factor) [Equation 1]

상기 제 5단계의 토크보상에 있어, 토크보상계수는 댐퍼 작동시점의 엔진RPM과 기어단, 댐퍼작동 시점에서의 엔진 회전수(Ne)와 터빈 회전수(Nt), 냉각수온에 의해 계산된다. 토크보상 계수는 1.0 이상의 값을 갖는데, 이에 대한 수식을 표시하면 다음과 같다.In the torque compensation of the fifth step, the torque compensation coefficient is calculated by the engine RPM and gear stage at the time of damper operation, the engine speed Ne at the time of damper operation, the turbine speed Nt, and the coolant temperature. Torque compensation coefficient has a value of 1.0 or more, and the formula for this is as follows.

k_ tq _ comp (토크보상계수)= k_ tq _ comp (torque compensation factor) =

k_ Ne (엔진RPM및 기어단 보상)* k_ NeNt (Ne-Nt차이 보상) [식2] k_ Ne (engine RPM and gear stage compensation) * k_ NeNt (Ne-Nt difference compensation) [Equation 2]

상기에서 엔진 RPM 및 기어단 보상 ( k_ Ne )은 동일한 기어단에서 엔진회전수가 낮을수록 토크가 낮기 때문에 보상량은 증가하여야 한다. 또한 기어단이 높을수록 구동력이 작아져 운전자는 동일한 가속도를 확보하기 위하여 가속페달을 더 깊게 밟아야 하므로 기어단이 높아질수록 토크보상계수는 커져야 함이 타당하다.Engine RPM and gear position compensation (k_ Ne) in the are to be the more the engine speed is low at the same shift speed is increased compensation amount because the torque is low. In addition, the higher the gear stage, the smaller the driving force, so that the driver must step deeper on the accelerator pedal in order to secure the same acceleration. Therefore, the higher the gear stage, the higher the torque compensation coefficient should be.

상기 엔진 RPM 및 기어단 보상 ( k_ Ne )의 경우 기어단에서 엔진회전수를 판단하여 엔진회전수가 낮을수록 토크량을 크게 보상하는데, 동일한 기어단에서 엔진회전수가 낮을수록 토크가 낮기 때문에 보상량은 증가하여야 하고, 기어단이 높을수록 구동력이 작아져 운전자는 동일한 가속도를 확보하기 위하여 가속페달을 더 깊게 밟아야 하므로 기어단이 높아질수록 토크보상계수는 커져야 함이 타당하다.Because the engine RPM and gear position compensation (k_ Ne) of the case, the lower it is determined the engine speed from the gear position the engine speed, the lower the engine speed in the torque amount of the same gear position to largely compensate the torque is low, the compensation amount is It is reasonable that the higher the gear stage, the smaller the driving force, so that the driver must step deeper on the accelerator pedal to secure the same acceleration, so that the higher the gear stage, the greater the torque compensation coefficient.

또한 제 5단계의 토크보상시, 기존토크에 엔진회전수와 변속기회전수 차이에 의한 토크감소 효과를 고려하여 토크량을 보상하고, 특히 엔진회전수와 변속 기회전수 차이가 0이 되는 지점까지 토크보상 계수를 상승시켜 실시할 수 있는데, Ne-Nt 차이 보상( k_ NeNt )은 댐퍼 작동시점에서 Ne와 Nt의 차이가 클수록 토크 감소효과가 크게 나타나므로, △(Ne-Nt)의 양에 따라 토크보상 계수를 변화시켜 Ne의 감소가 클 때는 보상량을 증가함이 타당하다.In addition, when the torque is compensated in the fifth stage, the torque is compensated for by considering the torque reduction effect due to the difference between the engine speed and the transmission speed, and in particular, the torque to the point where the difference between the engine speed and the shift opportunity transmission becomes zero. Ne-Nt difference compensation ( k_ NeNt ) can be performed by increasing the compensation coefficient, and the greater the difference between Ne and Nt at the time of damper operation, the greater the torque reduction effect. It is reasonable to increase the amount of compensation when Ne decreases by changing the compensation coefficient.

도 4는 본 발명에 의한 엔진토크 제어방법에 의해 엔진과 변속기가 직결되는 과정 및 토크보상 계수를 나타내는 그래프를 도시한다. 상기 도면을 참조하면, 댐퍼 듀티가 상승하여 Ne가 하강하기 시작하는 도 4의 ㉮ 시점의 RPM, 기어단, Ne-Nt 차이에 의해 계산된 최대 토크보상 계수가 결정된다.4 is a graph showing a process of directly connecting an engine and a transmission and a torque compensation coefficient by an engine torque control method according to the present invention. Referring to the figure, the maximum torque compensation coefficient calculated by the difference between RPM, gear stage, and Ne-Nt at the time point of FIG. 4 in which the damper duty rises and Ne starts to fall is determined.

이때, 도 4의 ㉮~㉯ 구간 동안 엔진RPM이 하강하므로 운전자는 가장 큰 토크 저하감을 느끼고, 이 구간 동안 토크를 빠르게 상승시켜야 하는데, 토크보상 계수는 토크보상계수 상승 필터에 의해 Ne=Nt가 되는 도 4의 ㉯ 시점까지 상승하여 최대값을 갖는다. Ne-Nt의 차이가 클수록 상승필터를 약하게 사용하여 토크 상승 속도를 높인다.At this time, the engine RPM is lowered during the ㉮ ~ ㉯ section of Figure 4, the driver feels the greatest torque deterioration feeling, and the torque must be increased quickly during this section, the torque compensation coefficient is Ne = Nt by the torque compensation coefficient rising filter It rises to the point of time of FIG. 4, and has a maximum value. The larger the difference between Ne-Nt is, the weaker the rising filter is, the higher the torque rise rate is.

보상 종료시점은 도 4의 ㉮ 시점으로부터 몇 RPM 상승되는 시점까지 토크보상을 실시할지 여부를 각 기어단별 Delta RPM으로부터 결정된다. 기어단이 높을수록 엔진 토크가 적으므로 더 오랜 시간(Delta RPM) 동안 토크보상을 실시해야 한다. 도 4의 ㉰ 시점의 경우 도 4의 ㉮시점과 동일한 RPM에서 보상이 종료되기 때문 에 Delta RPM=0이 된다. Compensation end point is determined from the Delta RPM for each gear stage whether or not to perform the torque compensation from the point of time of Fig. 4 to the point of increase of a few RPM. The higher the gear stage, the less the engine torque, which requires longer torque compensation (Delta RPM). In the case of the point of time in FIG. 4, since the compensation is terminated at the same RPM as the time in FIG. 4, Delta RPM = 0.

보상 종료시점이 계산되면 최대 보상 계수로부터 보상계수가 1.0이 될 때까지 토크보상 계수가 하강필터에 의해 계산된다. 이렇게 구한 보상계수( k_ tq _ comp )를 Base 토크( TQ _ base )에 곱하여 구체적인 보상토크( TQ_comp )를 계산하여 실시할 수 있다.When the compensation end point is calculated, the torque compensation factor is calculated by the falling filter from the maximum compensation factor until the compensation factor is 1.0. The specific compensation torque TQ_comp may be calculated by multiplying the compensation coefficient k_ tq _ comp by the base torque TQ _ base .

최근 연비 향상을 목적으로 자동변속기 탑재 차량에서는 엔진과 터빈을 직결시켜 운전시키는 영역이 점차 확대되고 있으며, 상용 운전영역에서 댐퍼 작동으로 엔진과 터빈이 직결되는 순간 운전자는 토크 저하감을 느끼고 이를 보상하기 위해 가속페달을 더 밟게 되는데, 상기에서 예시한 본 발명의 실시예를 적용하면 이러한 운전성 문제가 사라져 상품성 향상에 크게 기여할 것이다. In recent years, in the vehicles equipped with automatic transmissions, the range in which engines and turbines are directly connected to each other is gradually increasing for the purpose of improving fuel efficiency.In the commercial operation area, the driver feels torque deterioration and compensates for the moment when the engine and turbine are directly connected by damper operation. Further accelerating the pedal, the application of the above-described embodiment of the present invention will eliminate such a driving problem will greatly contribute to the improvement of the productability.

이상에서, 본 발명의 특정한 바람직한 실시예에 대하여 도시하고 설명하였다. 그러나 본 발명은 상술한 실시예에 한정되지 아니하며, 특허청구의 범위에서 청구하는 본 발명의 요지와 사상을 벗어남이 없이 당해 발명에 속하는 기술분야에서 통상의 지식을 가진자라면 누구든지 다양한 수정과 변형실시가 가능할 것이다.In the above, certain preferred embodiments of the present invention have been shown and described. However, the present invention is not limited to the above-described embodiments, and any person having ordinary skill in the art to which the present invention pertains without departing from the spirit and spirit of the present invention claimed in the claims may make various modifications and variations. Implementation will be possible.

도 1은 일반적인 엔진과 변속기의 직결상태를 나타내는 구성도,1 is a configuration diagram showing a direct connection state between a general engine and a transmission;

도 2의 종래의 기술에 의한 엔진토크 제어방법에 의해 엔진과 변속기가 The engine and the transmission by the engine torque control method according to the related art of FIG.

직결되는 과정을 나타내는 그래프,A graph showing the process of being connected directly,

도 3은 본 발명에 엔진토크 제어방법을 사용하여 엔진과 변속기의 3 is a diagram of an engine and a transmission using an engine torque control method according to the present invention.

직결상태를 나타내는 구성도,Configuration diagram showing a direct connection state,

도 4는 본 발명에 의한 엔진토크 제어방법에 의해 엔진과 변속기가 4 is an engine and a transmission according to the engine torque control method according to the present invention.

직결되는 과정 및 토크보상 계수를 나타내는 그래프.Graph showing direct process and torque compensation coefficient.

Claims (4)

운전자의 가속페달 신호를 입력받는 제 1단계와,A first step of receiving a driver's accelerator pedal signal; 상기 신호에 따라 차량 가속시 엔진과 변속기의 직결조건여부를 판단하는 제 2단계와,A second step of determining whether the engine and the transmission are directly connected to each other according to the signal; 직결조건의 만족시 댐퍼클러치 직결을 위해 엑추에이터 작동듀티를 상승시키는 제 3단계와,A third step of raising the actuator operating duty to directly connect the damper clutch when the direct connection condition is satisfied; 작동듀티 상승 후 댐퍼클러치 직결여부를 판단하는 제 4단계와,A fourth step of determining whether the damper clutch is directly connected after the operation duty is raised; 상기 판단 시 댐퍼클러치의 직결시에 한하여 토크를 보상하는 제 5단계와,A fifth step of compensating torque only when the damper clutch is directly connected when the determination is made; 토크보상후 연료 공기량을 계산하는 제 6단계와,A sixth step of calculating the fuel air amount after the torque compensation; 계산된 필요 엔진 출력에 따라 TPS(드로틀벨브개도)로 환산하여 드로틀벨브를 개폐하는 제 7단계를 포함하는 것을 특징으로 하는 엔진토크 제어방법.And a seventh step of opening and closing the throttle valve in terms of TPS (throttle valve opening degree) according to the calculated required engine output. 제 1항에 있어서,The method of claim 1, 상기 제 5단계는 동일한 기어단에서 엔진회전수를 판단하여 엔진회전수가 낮을수록 토크량을 크게 보상하는 것을 특징으로 하는 엔진토크 제어방법.The fifth step is to determine the engine speed in the same gear stage engine torque control method, characterized in that the lower the engine speed, the greater the amount of torque. 제 1항 또는 제 2항에 있어서,The method according to claim 1 or 2, 상기 제 5단계는 기존토크에 엔진회전수와 변속기회전수 차이에 의한 토크감소 효과를 고려하여 토크량을 보상하는 것을 특징으로 하는 엔진토크 제어방법.The fifth step is the engine torque control method, characterized in that to compensate the torque amount in consideration of the torque reduction effect due to the difference between the engine speed and the transmission speed to the existing torque. 제 1항에 있어서The method of claim 1 상기 제 5단계는 엔진회전수와 변속기회전수 차이가 0이 되는 지점까지 토크보상 계수를 상승시키는 것을 특징으로 하는 엔진토크 제어방법. The fifth step is the engine torque control method characterized in that to increase the torque compensation coefficient to the point where the difference between the engine speed and the transmission speed becomes zero.
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JP2006328957A (en) 2005-05-23 2006-12-07 Nissan Motor Co Ltd Engine output control device
JP2007205509A (en) 2006-02-03 2007-08-16 Toyota Motor Corp Vehicle control device

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