KR101778861B1 - Clutch Cooperative Control Method Of EHS - Google Patents

Clutch Cooperative Control Method Of EHS Download PDF

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Publication number
KR101778861B1
KR101778861B1 KR1020150180987A KR20150180987A KR101778861B1 KR 101778861 B1 KR101778861 B1 KR 101778861B1 KR 1020150180987 A KR1020150180987 A KR 1020150180987A KR 20150180987 A KR20150180987 A KR 20150180987A KR 101778861 B1 KR101778861 B1 KR 101778861B1
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KR
South Korea
Prior art keywords
clutch
vehicle
brake
braking force
torque
Prior art date
Application number
KR1020150180987A
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Korean (ko)
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KR20170072610A (en
Inventor
한상철
Original Assignee
현대다이모스(주)
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Priority to KR1020150180987A priority Critical patent/KR101778861B1/en
Publication of KR20170072610A publication Critical patent/KR20170072610A/en
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Publication of KR101778861B1 publication Critical patent/KR101778861B1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/24—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • B60W2550/142—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Regulating Braking Force (AREA)

Abstract

The present invention relates to a clutch cooperative control method for an anti-skid device, comprising: a) a preparation step of detecting a brake braking force and an engine driving force and preparing clutch control so that torque is generated in the clutch; A first comparison step of comparing a braking force of the brake with a load of the vehicle, a step of controlling the clutch to generate a clutch torque, And continuously comparing the detected number of revolutions of the engine with the number of revolutions of the engine to finish the clutch cooperative control of the anti-skid device when the number of revolutions of the clutch becomes equal to the number of revolutions of the engine. Therefore, the control for generating the clutch torque is naturally connected when the braking force for braking the vehicle is released from the anti-skid device, so that the vehicle can be smoothly started without the vehicle being thrown at the start of the slope.

Description

[0001] Clutch cooperative control method of EHS [

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch cooperative control method for an anti-skid device, and more particularly, to a clutch cooperative control method for a anti-skid device capable of effectively preventing and preventing starting by calculating a practical anti-

In general, a vehicle is subjected to a force to move downward by a gravitational force in a ramp, so that a technique for braking the vehicle so as to prevent the vehicle from being pushed down during stopping has been developed.

The HAS (Hill Start Assist) or EHS (Easy Hill Start) system (hereinafter referred to as EHS system) functions to prevent the vehicle from being thrown by temporarily maintaining the braking state when the vehicle is stopped on the ramp.

In other words, even if the accelerator pedal is depressed while releasing the brake for starting the vehicle, the driving force of the engine is not transmitted to the vehicle until the clutch is engaged, In order to prevent such a rollback, the HAS or EHS system is configured to maintain the brake hydraulic pressure in the ramp for a predetermined time (2 to 3 seconds), to release the brake when the set time has elapsed When the driver's accelerator pedal is depressed within the set time, the brake is released.

Here, if the EHS system is operated for a long period of time despite the driver depressing the accelerator pedal, the vehicle will not oscillate due to the braking force. That is, if the driver outputs the starting signal via the accelerator pedal, the EHS system must be deactivated.

However, when the driver depresses the accelerator pedal, the timing at which the driving force is transmitted to the vehicle, that is, the condition in which the EHS system is inactivated, can not be precisely known, so that the oscillation performance is deteriorated and the oscillation is slower than the intention of the driver.

Korean Published Patent 2011-0027885

SUMMARY OF THE INVENTION Accordingly, the present invention has been made in order to solve the above-mentioned problems, and it is an object of the present invention to provide a vehicle occupant protection apparatus that calculates a substantial running resistance of a vehicle on an inclined plane, The present invention provides a clutch cooperative control method for an anti-skidding device that can smoothly start the vehicle.

In order to achieve the above object, the present invention provides a vehicle comprising: a detecting step of detecting a braking braking force and an engine driving force when a vehicle stops on an inclined plane; and b) a locking state of the anti- A preparation step of preparing clutch control so that torque is generated in the clutch; and c) a judging step of judging whether or not the release preventing condition of the anti-jamming device is released if the anti-jamming device is locked, and d) A releasing step of releasing the anti-jamming device when the clutch is moved to a point immediately before engaging the clutches with each other; f) After the anti-skid device is released, compare the braking force of the brake and the load of the vehicle to determine the state of the vehicle. And g) a torque generating step of controlling the clutch to generate a clutch torque when the brake braking force becomes smaller than a load when the vehicle is pushed in the step f), h) And a second comparing step of continuously detecting the number of revolutions of the engine and comparing the number of revolutions of the engine with the number of revolutions of the engine.

It is also preferable that the release condition in the step c) detects that the brake pedal is stepped on by the driver and the foot is released from the brake pedal to stop the brake operation.

Further, the step d) is preferably configured to detect that the clutch is moved to a point where the clutch engages with the clutch stroke sensor provided in the clutch.

Further, the step e) is preferably configured to release the braking of the brake by transmitting a release signal to the brake device after the clutch is detected in the clutch stroke sensor.

The step (f) includes a braking force detecting step of detecting a braking force of the released braking device, a comparison step of comparing the braking force detected in the braking force detecting step and the load when the vehicle is pushed on the inclined surface, And a determination step of determining that the vehicle starts to be pushed backward when the load when the vehicle is pushed is greater than the braking force.

The step (g) further includes the step of detecting the clutch torque generated in the clutch control, and calculating the detected torque to calculate the target clutch torque.

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According to the present invention, since the braking force for braking the vehicle is released from the anti-skid device and the control for generating the clutch torque is naturally connected, the vehicle can be smoothly started without the vehicle being pushed at the start of the slope.

1 is a block diagram showing a clutch co-ordinate control apparatus of an anti-skid device according to an embodiment of the present invention;
2 is a flowchart showing a clutch cooperative control method of an anti-skid device according to an embodiment of the present invention;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in 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 terms 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.

FIG. 1 is a block diagram showing a clutch co-ordinate control apparatus of a throttle control apparatus according to an embodiment of the present invention, and FIG. 2 is a flowchart showing a clutch cooperation control method of a throttle control apparatus according to an embodiment of the present invention .

First, in the anti-skid device and the clutch cooperative control method according to the embodiment of the present invention, when the vehicle is stopped in the ramp by operating the brake, and the Easy Hill Start (EHS) Lt; / RTI >

As shown in the figure, the EHS and the clutch cooperation control method according to the embodiment of the present invention have a detecting step of detecting the braking force of the vehicle and the engine driving force (S110)

The brake braking force is for restricting the vehicle from being moved down the ramp by gravity by operating the brakes in the ramp. The brake sensor 110 is provided to detect and transmit the brake sensor 110 to the control unit (TCU) 101.

The engine driving force is generated by driving the vehicle, and is configured to detect the rotation speed of the driving shaft of the engine and transmit it to the control unit (TCU) (101). Here, the engine sensor 120 detects the rotation speed of the engine drive shaft and transmits it to the control unit (TCU) 101.

After the detecting step S110, the clutch control preparing step is carried out (S120)

The clutch control preparation step S120 is a step of preparing for clutch control so that torque is generated in the clutch with the EHS 150 being operated and held (locked) so that the vehicle is not pushed in the ramp.

Thereafter, it is determined whether or not the release condition of the EHS 150 is satisfied (S130)

The release condition determination step S130 determines whether or not the condition for releasing the vehicle anti-skid device (EHS) 150 is satisfied. That is, the release condition determination step (S130) detects that the driver stops the operation of the brake pedal that is operated by stepping on the foot, and the driver depresses the accelerator pedal.

Accordingly, the brake pedal and the accelerator pedal are each provided with a brake sensor 110 for detecting that the driver depresses the brake pedal and an accelerator pedal sensor 130 for detecting depression of the accelerator pedal.

And a clutch torque generation preparation step of controlling the clutch to move the clutch to a point immediately before the clutches are engaged with each other after the release condition determination step (S130).

The clutch torque generating preparation step (S140) is a step of driving the clutch to move to a point immediately before the clutch engages to cause the clutch torque to be generated.

The clutch torque generating preparation step S140 includes a step of detecting that the clutch stroke sensor 140 provided in the clutch is moved to the point where the clutch is engaged and determining that the clutch torque is ready to be generated.

Then, when it is detected by the clutch stroke sensor 140 that the clutch is engaged, the control unit (TCU) 101 transmits a release signal to the brake 160 to release the EHS 150 (S150)

This release step S150 is a step of releasing the EHS 150 which is locked by brake braking by transmitting a release signal to the brake 160. At this stage, the braking force of the brake 160 is dropped.

And a first comparing step of detecting the braking force of the brake 160 after the releasing step S150 and detecting and comparing the load of the vehicle on the inclined surface.

In the first comparison step S160, the brake braking force is detected after releasing the brake 160 to compare the load when the vehicle is pushed in the ramp against the braking force and the braking force, and then, when the brake braking force is applied It is determined that the vehicle is pushed backward.

That is, the first comparison step S160 includes a braking force detection step of detecting the braking force of the released brake 160, a comparison step of comparing the detected braking force and the load when the vehicle is pushed in the ramp, And a determination step of determining that the vehicle is pushed backward when the load when the vehicle is pushed in the ramp is large.

And a torque generating step of generating a clutch torque by controlling the clutch after the first comparing step (S160) (S170)

The torque generating step (S170) generates the clutch torque through the clutch control, and gradually increases the clutch torque so that the clutch torque generated at this time becomes the target clutch torque.

The torque generating step (S170) further includes a torque calculating step of detecting clutch torque generated in the clutch control and computing with the detected torque to become the target clutch torque.

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After the torque generating step (S170), a second comparison step of comparing the engine speed and the number of revolutions of the clutch whose torque is increased through the clutch control (S180)

Here, the engine speed is the number of revolutions of the engine when the engine is running, and the number of revolutions of the clutch is the number of revolutions of the clutch when the clutch torque generated through the clutch control is increased to become the target clutch torque.

Therefore, in the second comparison step (S180), the clutch torque generated through the clutch control is increased so that the target clutch torque is increased. Thus, when the clutch torque is increased, the rotational speed of the clutch is continuously detected, Continually compare.

In the second comparison step (S180), when the clutch rotation speed becomes equal to the engine rotation speed in the process of continuously comparing the engine rotation speed and the clutch rotation speed, the clutch cooperation control of the anti-skid device is completed.

According to the clutch cooperation control method of the anti-skid device according to the above-described embodiment of the present invention, since the brake for braking the vehicle is released from the anti-skid device and the control for generating the clutch torque is naturally connected, The vehicle will be able to start smoothly while the vehicle is not jammed.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is understandable. Accordingly, the true scope of the present invention should be determined by the following claims.

101: Control unit (TCU)
110: Brake sensor
120: engine sensor
130: Accelerator pedal sensor
140: Clutch stroke sensor
150: EHS (anti-skid device)
160: Break

Claims (7)

a) a detecting step of detecting a brake braking force and an engine driving force when the vehicle stops on an inclined plane;
b) preparing a lock control of the anti-jamming device so as to prevent the vehicle on the inclined surface from being pushed, and preparing clutch control so that torque is generated in the clutch;
c) a judging step of judging whether or not the release preventing condition of the anti-skid device is released when the anti-skid device is locked;
d) a clutch torque generating preparation step of controlling the clutch so as to move to a point immediately before the clutches are engaged with each other to prepare for generation of clutch torque, when the anti-jamming device is in the release condition;
e) a releasing step of releasing the anti-skid device when the clutch is moved to a point immediately before meshing with each other;
f) a first comparing step of comparing the braking force of the brake with the load of the vehicle after the anti-jamming device is released to determine the state of the vehicle;
g) a torque generating step of controlling the clutch to generate a clutch torque when the brake braking force becomes smaller than a load when the vehicle is pushed at an inclined plane in the step f);
h) a second comparison step of continuously detecting the number of revolutions of the clutch after the generation of the clutch torque and comparing the number of revolutions of the engine with the number of revolutions of the engine,
Wherein the clutch cooperative control of the anti-skid device is finished when the clutch rotational speed becomes equal to the engine rotational speed. The method according to claim 1,
The release conditions in step c)
And the brake pedal is depressed by the driver to release the foot from the brake pedal, thereby stopping the brake operation. The method according to claim 1,
d)
Wherein the clutch engagement sensor is configured to detect that the clutch is moved to a point where the clutch engages with a clutch stroke sensor provided in the clutch. The method of claim 3,
e)
And after the clutch is detected by the clutch stroke sensor, a release signal is transmitted to the brake device to release the braking of the brake. The method according to claim 1,
f) The step
A braking force detecting step of detecting a braking force of the released brake device;
A comparing step of comparing the braking force detected in the braking force detecting step with the load when the vehicle is pushed on the slope;
A determining step of determining that the vehicle starts to be pushed backward if the load when the vehicle is pushed on the slope in the comparison step is greater than the braking force;
Wherein the clutch cooperation control method comprises: The method according to claim 1,
g) Step
Further comprising the step of detecting a clutch torque generated by the clutch control and calculating the detected torque so as to become the target clutch torque. delete
KR1020150180987A 2015-12-17 2015-12-17 Clutch Cooperative Control Method Of EHS KR101778861B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020150180987A KR101778861B1 (en) 2015-12-17 2015-12-17 Clutch Cooperative Control Method Of EHS

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Application Number Priority Date Filing Date Title
KR1020150180987A KR101778861B1 (en) 2015-12-17 2015-12-17 Clutch Cooperative Control Method Of EHS

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KR101778861B1 true KR101778861B1 (en) 2017-09-14

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Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102495281B1 (en) * 2021-05-06 2023-02-07 주식회사 현대케피코 Hill-Start Assistance contorl method and control system for electric clutch vehicles, Electric clutch vehicles cotainign the Hill-Start Assistance control system

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012056432A (en) 2010-09-08 2012-03-22 Daimler Ag Apparatus for assisting vehicle starting on slope
JP2015067189A (en) 2013-09-30 2015-04-13 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ Start control device of vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012056432A (en) 2010-09-08 2012-03-22 Daimler Ag Apparatus for assisting vehicle starting on slope
JP2015067189A (en) 2013-09-30 2015-04-13 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ Start control device of vehicle

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