KR101405003B1 - Method for Transfering Transmission Shift Pattern of an Automatic Transmission - Google Patents

Abstract

The present invention relates to a method of controlling a vehicle, comprising the steps of: collecting travel information data for a TCU (Transmission Control Unit) to grasp a traveling state and a road condition of a vehicle; analyzing and discriminating the traveling information data by the TCU, Defining a shift pattern, and causing the TCU to shift the transmission in accordance with the shift pattern defined above.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a method of changing a shift pattern of an automatic transmission,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a shift pattern changing method for an automatic transmission, and more particularly, to a shift pattern changing method for an automatic transmission which is capable of timely determining and applying a shift pattern suitable for running conditions, And a method of changing the shift pattern of the transmission.

BACKGROUND ART [0002] Generally, a vehicle is equipped with a transmission that receives power generated by an engine and adjusts a traveling speed of the vehicle. The transmission includes a manual transmission that is controlled by a driver, an automatic transmission that is automatically controlled according to the traveling speed of the vehicle Respectively.

The automatic transmission is provided between the output shaft of the internal combustion engine of the internal combustion engine and the axle so that the speed ratio of the automatic transmission is automatically controlled in accordance with the vehicle operation state such as the accelerator operation amount and the vehicle running speed, A shift-down switch or a shift-up switch may be provided.

Generally, in order to control an engine torque reduction (ETR), an automatic transmission is used for an upshift or a downshift of an automatic transmission. In an upshift, The engine torque reduction control is performed for a predetermined period if the torque information and the opening amount information of the throttle valve are greater than a predetermined level at the start of the shift after the command.

Therefore, during the shift in which the type of shift and the control period change during the shift, the execution of the engine torque reduction control does not occur.

Even when a power-on upshift occurs in which the power state changes during the shifting due to the opening of the throttle valve, there is no engine torque reduction control. This means that only the torque or throttle opening state of the throttle valve It is because it is performing.

1 is a view showing a state in which a shift pattern is determined according to the opening amount and the vehicle speed of a conventional throttle valve.

As shown in Fig. 1, the determination of a general speed change pattern only performs the up / down shift by judging the opening amount (%) of the throttle valve and the vehicle speed (km / h) by sensing the rotational speed of the transfer gear.

In addition, conventionally, the low-speed gear section is made different according to the opening degree of the throttle valve, so that the driving force can be obtained at a high throttle opening degree.

Related technology is disclosed in Korean Patent Laid-Open No. 2011-0115517 (automatic transmission and its hydraulic control method) (Oct. 21, 2011).

BACKGROUND ART Conventionally, a shift pattern applied to a vehicle is applied to a protection pattern for protecting the vehicle and a general shift pattern determined only by the vehicle speed and the opening degree of the throttle valve. In the case of a general shift pattern, However, this is a change function of a limited shift pattern limited only to a ramp, and has a problem in that it can not cover the overall road condition and various vehicle driving conditions through the general shift pattern.

In addition, in the conventional vehicle, the mode of the shift pattern specifically required by the driver, for example, a sport mode, etc., can be realized by the operation of the switch when determining the shift pattern. However, this is merely a mode of the specified shift pattern, There is a problem in that, in order to appropriately change the shift pattern in consideration of the vehicle driving condition, manual change by the driver is required.

SUMMARY OF THE INVENTION [0008] Accordingly, the present invention has been made to solve the above-mentioned problems, and it is an object of the present invention to provide a speed change type shift pattern suitable for various driving conditions by classifying a shift pattern by class, The present invention provides a method of changing a shift pattern of an automatic transmission.

A method for changing a shift pattern of an automatic transmission according to an aspect of the present invention includes a first step of a TCU (Transmission Control Unit) collecting travel information data for grasping a driving state and a road condition of a vehicle, A second step of analyzing and determining data to define a shift pattern applicable to a running state and a road state, and a third step of causing the TCU to shift the transmission in accordance with the shift pattern .

In the first step, the travel information data includes at least one of a throttle position sensing signal from a throttle position sensor (TPS), an accelerator position sensing signal from an accelerator position sensor (APS) An acceleration sensing signal from the acceleration sensor, a wheel sensing signal from the wheel sensor, a tilt sensing signal from the tilt sensor, a brake sensing signal from the brake sensor, a RPM sensing signal from the engine RPM sensor, A torque sensing signal, and a gear sensing signal from a gear sensor.

In the second step, the TCU analyzes and discriminates the traveling information data based on a Linear Discrimination Analysis (LDA).

In the second step, the shift pattern is a specific class mode selected from a plurality of class modes for each of the predetermined shift patterns according to the linear discrimination technique (LDA).

In the second step, the class mode for each of the plurality of shift patterns includes a common mode in which at least one running information data among the throttle opening amount of the throttle valve, the accelerator position, the current gear engagement state of the transmission, the vehicle speed, An Economy mode and a Power mode in which at least one running information data among the normal mode, the average vehicle speed, and the brake operating period is applied in a common mode in which the vehicle information analysis is not intervened, A hold mode in which at least one running information data is applied among an average vehicle speed, a wheel speed difference of a wheel, a slope of a vehicle, an operating period of a brake, and a torque demand of the engine, a slope of the vehicle, And a slope mode in which one running information data is applied.

Wherein when the shift protection instruction is executed in the system prior to the third step, the TCU maintains the previous shift pattern as it is, and when the manual shift instruction by the driver is performed, the shift according to the manual shift instruction proceeds Further comprising the steps of:

The third step may further include storing the traveling information data and the shift pattern information in a memory and causing the TCU to display a shift state according to the shift pattern on the display.

According to the present invention as described above, information on current driving conditions and road conditions during running of the vehicle is analyzed and determined through various sensor data, and automatic change to a shift pattern having a condition suitable for the current running state It is possible to change the shift pattern in consideration of various running states and road conditions, thereby making it possible to maintain the optimum fuel economy and improve the power performance at the time of traveling.

1 is a view showing a state in which a shift pattern is determined according to the opening amount and the vehicle speed of a conventional throttle valve.
2 is a diagram illustrating a configuration of a shift control device to which a shift pattern changing method of an automatic transmission according to an embodiment of the present invention is applied.
3 is a flowchart illustrating an operation of a shift pattern changing method of an automatic transmission according to an embodiment of the present invention.

Hereinafter, the present invention configured as described above will be described in detail with reference to the accompanying drawings.

In this process, the thicknesses of the lines and the sizes of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

2 is a diagram illustrating a configuration of a shift control device to which a shift pattern changing method of an automatic transmission according to an embodiment of the present invention is applied.

2, the shift control device to which the shift pattern changing method of the automatic transmission according to the present invention is applied includes a throttle position sensor (TPS) 100, an accelerator position sensor (APS) A vehicle speed sensor 120, an acceleration sensor 130, a wheel sensor 140, a tilt sensor 150, a brake sensor 160, an engine RPM sensor 170, A torque sensor 180, a gear sensor 190, a transmission control unit (TCU) 200, a memory 210, and a display 220.

The throttle position sensor 100 senses the throttle position according to the amount of opening of the throttle valve of the engine 10 and generates a throttle position sensing signal accordingly.

The accelerator position sensor 110 senses an accelerator position according to an accelerator operation state of the driver and generates an accelerator position sense signal corresponding thereto.

The vehicle speed sensor 120 senses the vehicle speed in accordance with the running of the vehicle, and generates a vehicle speed sensing signal accordingly.

The acceleration sensor 130 senses a change in acceleration due to the running of the vehicle and generates an acceleration sensing signal corresponding thereto.

The wheel sensor 140 senses the rotation state of the wheel wheel as the vehicle travels, and generates a wheel sensing signal corresponding thereto.

The inclination sensor 150 senses the inclination of the vehicle body due to the inclination of the vehicle and generates a corresponding inclination detection signal.

The brake sensor 160 senses an operation state of the brake pedal for reducing the vehicle speed of the driver or slowing down the vehicle, and generates a brake detection signal accordingly.

The engine RPM sensor 170 senses a rotational RPM according to driving of the engine 10 and generates a corresponding RPM sensing signal.

The torque sensor 180 senses the rotational torque of the torque converter 20 coupled between the engine 10 and the transmission 30 and generates a corresponding torque sensing signal.

The gear sensor 190 senses a gear operation state according to a shift of the transmission 30 and generates a gear sense signal accordingly.

The TCU 200 receives a throttle position sensing signal from the throttle position sensor 100, an accelerator position sensing signal from the accelerator position sensor 110, A vehicle speed detection signal from the sensor 120, an acceleration detection signal from the acceleration sensor 130, a wheel detection signal from the wheel sensor 140, a tilt detection signal from the tilt sensor 150, A torque sensing signal from the torque sensor 180, and a gear sensing signal from the gear sensor 190. The torque sensing signal from the engine RPM sensor 170, the torque sensing signal from the torque sensor 180,

The TCU 200 collects data for grasping the road condition and the vehicle running condition through the sensing signals from the sensors, and analyzes and classifies the collected data. The driving information data to be analyzed includes at least one of a throttle opening amount of the throttle valve, an accelerator position, a current gear engagement state of the transmission, a vehicle speed, an acceleration, an engine RPM, an average vehicle speed, The torque demand of the engine, and the like.

In addition, the TCU 200 defines a class mode of the shift pattern appropriate for the current vehicle travel by applying a linear discrimination analysis (LDA) to the analyzed information data. The class of the predetermined shift pattern The modes are classified into a common mode, a normal mode, an economy and power mode, a hold mode, and a slope mode.

In the common mode, driving information data of a throttle valve, an accelerator position, a current gear engagement state of the transmission, a vehicle speed, an acceleration, and an engine RPM are applied. The normal mode is a general mode in which information analysis of a vehicle is not intervened And has a shift pattern.

In the economy mode and the power mode, driving information data of an average vehicle speed and a brake operation period are applied. The hold mode is a mode in which the average vehicle speed, the wheel speed difference of the wheel, the slope of the vehicle, Driving information data is applied.

In the slope mode, running information data of the inclination of the vehicle and the torque demand amount of the engine are applied.

Here, the TCU 200 may change the shift pattern only when the same shift pattern is requested for a predetermined time in order to prevent frequent change of the shift pattern.

The linear discriminant method (LDA) is a linear transformation method for maximizing a ratio of a data matrix representing a variance within a class to a data matrix representing a variance between classes, Characterized by extracting components that are well-distinguished.

In addition, the linear discriminant technique (LDA) is a technique for calculating an optimal linear discriminant function for class identification based on Euclidean distance by mapping input data to a class space.

The memory 210 stores the collection information data and the shift pattern information at the time of application of the shift pattern by the manual shift instruction by the driver, the shift pattern by the shift protection instruction, and the shift pattern of the class defined by the shift of the class mode .

Under the display control of the TCU 200, the display 220 displays the shift progress state by application of the current shift pattern so that the driver can check it.

Next, the operation of the shift pattern changing method of the automatic transmission according to the present invention as described above will be described in detail with reference to the flowchart of FIG.

3 is a flowchart illustrating an operation of a shift pattern changing method of an automatic transmission according to an embodiment of the present invention.

First, in a state where the vehicle is traveling, the TCU 200 includes a throttle position sensor 100, an accelerator position sensor 110, a vehicle speed sensor 120, an acceleration sensor 130, a wheel sensor 140, a tilt sensor 150, the brake sensor 160, the engine RPM sensor 170, the torque sensor 180 and the gear sensor 190, and collects the information data according to the running of the vehicle, respectively (S10 ).

In this state, the TCU 200 analyzes and discriminates the collected information data using the linear discrimination technique (LDA) (S11), and as a result of the analysis and discrimination of the information data, The class mode of the shift pattern appropriate for the current vehicle running state and the road condition is defined in the mode, economy and power mode, hold mode, and slope mode (S12).

At this time, the TCU 200 checks the hysteresis for the defined class mode and determines whether the same shift pattern is requested for a predetermined time (S13).

If it is determined that the same shift pattern is requested for a predetermined period of time by checking the mode hysteresis, the TCU 200 determines whether a shift command is generated through the internal system of the vehicle (S14) .

If it is determined that the shift command is generated, the TCU 200 determines whether the shift command is a shift protection command based on the shift protection logic of the vehicle (S15).

If it is determined that the shift command corresponds to the shift protection command based on the shift protection logic of the vehicle, the current shift pattern is maintained without changing the shift pattern (S16).

On the other hand, if it is determined that the shift command does not correspond to the shift protection command (S15), the TCU 200 determines whether the shift command is a manual shift command by manual operation of the driver (S17) .

If it is determined that the shift command corresponds to the manual shift command, the TCU 200 controls the hydraulic control unit 40 to advance the shift according to the operation of the driver according to the manual shift command (S18) .

However, if it is determined in step S17 that the shift command is not a manual shift command, the TCU 200 determines that the command is a shift command according to the class mode shift defined in step S12, The hydraulic control device 40 is controlled in accordance with the class mode of the shift pattern so that the transmission 30 advances the shift appropriate for the current vehicle driving situation (S19).

On the other hand, in step S16, S18, or S19, the TCU 200 stores the information on the current shift pattern in the memory 210 together with the travel information data of the collected vehicle, (Step S20), the shift state of the shift pattern according to the shift protection command, the manual shift progress state, or the shift pattern progress state of the defined class mode is displayed on the display unit 220 via the input /

Next, the TCU 200 determines whether a vehicle speed is detected to be "0" according to parking or temporary stop of the vehicle (S21). If the vehicle speed does not become "0 & And the steps S10 to S20 are performed again.

On the other hand, when the TCU 200 senses that the vehicle speed becomes "0 ", the TCU 200 controls the hydraulic control unit 40 (S22).

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. I will understand. Accordingly, the technical scope of the present invention should be defined by the following claims.

10: engine 20: torque converter
30: Transmission 40: Hydraulic control device
100: Throttle position sensor 110: Accelerator position sensor
120: vehicle speed sensor 130: acceleration sensor
140: Wheel sensor 150: Tilt sensor
160: Brake sensor 170: Engine RPM sensor
180: torque sensor 190: gear sensor
200: TCU 210: Memory
220: Display

Claims (7)

A first step of TCU (Transmission Control Unit) collecting driving information data according to the running of the vehicle;
A second step of defining a class mode of a shift pattern appropriate for a current vehicle driving condition and a road condition based on the collected information data;
A third step of checking hysteresis for the defined class mode and determining whether the same shift pattern is requested for a predetermined time period;
A fourth step of determining whether a shift command is generated through an internal system of the vehicle when the same shift pattern is requested for a predetermined time according to the determination of the third step;
A fifth step of determining whether the shift command is a shift protection command based on the shift protection logic of the vehicle when it is determined in the fourth step that the shift command is generated through the internal system of the vehicle;
A sixth step of maintaining the current shift pattern without changing the shift pattern if it is determined that the shift command corresponds to the shift protection command based on the shift protection logic of the vehicle according to the determination of the fifth step.
A seventh step of determining whether the shift command is a manual shift command by manual operation of the driver when it is determined that the shift command does not correspond to a shift protection command according to the determination of the fifth step;
An eighth step of controlling the hydraulic pressure control device so as to progress the shift according to the operation of the driver according to the manual shift control command when it is determined that the shift command corresponds to the manual shift command according to the determination of step 7; And
When it is determined that the shift command does not correspond to the manual shift command according to the determination of the seventh step, it is determined that the command is a shift command based on the defined class mode shift, And controlling the control device to cause the transmission to advance a shift appropriate for the current driving situation of the vehicle. 2. The navigation system according to claim 1,
A throttle position sensing signal from a throttle position sensor (TPS), an accelerator position sensing signal from an accelerator position sensor (APS), a vehicle speed sensing signal from a vehicle speed sensor, an acceleration sensing signal from an acceleration sensor , A wheel detection signal from the wheel sensor, a tilt detection signal from the tilt sensor, a brake detection signal from the brake sensor, an RPM detection signal from the engine RPM sensor, a torque detection signal from the torque sensor, Wherein the at least one sensing signal is collected through at least one sensing signal. delete delete 2. The method of claim 1,
A common mode in which at least one running information data is applied from among the opening amount of the throttle valve, the position of the accelerator, the current gear engagement state of the transmission, the vehicle speed, the acceleration and the engine RPM, An Economy mode and a Power mode in which at least one running information data is applied among a normal mode, an average vehicle speed and a brake operating period according to the average vehicle speed, the average vehicle speed, the wheel speed difference of the wheel, A slope mode in which at least one running information data is applied from among a hold mode in which at least one running information data is applied among an operating cycle of the engine, a slope of the vehicle, Wherein the shifting pattern changing step includes the step of changing the shifting pattern of the automatic transmission. delete The method according to claim 1,
Wherein the TCU stores the driving information data and the shift pattern information in a memory and causes the shift state according to the shift pattern to be displayed on the display.

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