KR101789890B1 - Control System and Method of Tip In Shock - Google Patents

Control System and Method of Tip In Shock Download PDF

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Publication number
KR101789890B1
KR101789890B1 KR1020150190101A KR20150190101A KR101789890B1 KR 101789890 B1 KR101789890 B1 KR 101789890B1 KR 1020150190101 A KR1020150190101 A KR 1020150190101A KR 20150190101 A KR20150190101 A KR 20150190101A KR 101789890 B1 KR101789890 B1 KR 101789890B1
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South Korea
Prior art keywords
nwk
slip
grad
tip
comparison value
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KR1020150190101A
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Korean (ko)
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KR20170079478A (en
Inventor
손승배
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주식회사 현대케피코
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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
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • 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
    • F16H57/00—General details of gearing
    • F16H57/12—Arrangements for adjusting or for taking-up backlash not provided for elsewhere
    • 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
    • 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
    • F16H61/02—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 the signals used
    • F16H61/0262—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 the signals used the signals being hydraulic
    • 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
    • F16H2059/385—Turbine speed

Abstract

The present invention relates to a shock control system and method, which is a tip capable of predicting the occurrence of a tip in shock during running of a vehicle and generating a damper pressure to reduce a tip-in shock. The shock control system as a tip according to an embodiment of the present invention includes a first sensor that detects the rotational speed of the engine, a second sensor that detects the turbine rotational speed of the transmission, and a transmission control unit that controls the transmission of the transmission and an electronic control unit (ECU) for predicting Tip In Shock based on the rotational speed of the engine and the rotational speed of the transmission turbine and for controlling the damper oil pressure compensation of the transmission. The shock control system, which is a tip according to an embodiment of the present invention, applies an additional hydraulic pressure to the damper when the engine speed suddenly increases in a state where the vehicle is running inertially and the fuel supply is interrupted. Accordingly, by reducing the gap between the engine speed and the speed at which the number of revolutions of the turbine in the transmission increases, it is possible to provide a driver with a comfortable driving feeling by reducing the occurrence of shock as a tip.

Description

TECHNICAL FIELD [0001] The present invention relates to a tip-in shock control system,

The present invention relates to a system and method for shock control that is a tip of a vehicle, and more particularly, to a shock control system and method for estimating the occurrence of a tip in shock during running of a vehicle, Tip-shock control system and method.

The automatic transmission sets an arbitrary target shift stage on the basis of the map table of the shift pattern set in accordance with the changes in the running vehicle speed and the opening degree of the throttle valve and then operates the various operating elements of the transmission mechanism through the duty control of the hydraulic pressure, So as to provide the convenience of operation. In this way, in a state in which the vehicle equipped with the automatic transmission providing convenience to the driver is driven by the driving force, that is, the idle state in which the accelerator pedal is not driven, Drive), the instantaneous engine torque increase causes a shock, which is a tip at which a shock occurs in the vehicle.

FIG. 1 is a view for explaining a cause of a tip-in shock. FIG.

Referring to FIG. 1, when the vehicle equipped with the automatic transmission travels, if the accelerator pedal is not depressed, the fuel supply is interrupted and the engine rotation speed becomes lower than the turbine rotation speed of the transmission (the rotation speed of the input end of the transmission).

In the case of an automatic transmission vehicle, the vehicle is generally operated in a state where the number of revolutions of the turbine in the transmission is higher than the number of revolutions of the engine (engine revolution number NMO <turbine revolution number (NTU) This is because the vehicle is driven by the inertia of the vehicle, not by the force of the engine. In this state, when the driver drives the accelerator pedal according to the acceleration will, that is, when the tip is lowered, the engine speed rises above the turbine speed, and the engine drives the vehicle. As described above, when the engine speed NMO is lower than the turbine speed NTU and the engine speed NMO is switched to a state higher than the turbine speed NTU, As a result, the driving force is reversed. As a result, a tip-in shock is transmitted to the driver by the backlash of the driving system.

Korean Patent Publication No. 10-2006-0064376 (Shock control apparatus and method for acceleration / deceleration of an automatic transmission vehicle)

The inventors of the present application recognize the above-mentioned problems and propose the following technical problems.

SUMMARY OF THE INVENTION It is a general object of the present invention to provide a shock control system and method, which is a tip that can reduce Tip In Shock, which is a tip generated when a vehicle travels.

SUMMARY OF THE INVENTION In order to solve the above-described problems, the present invention provides a shock control system and method, which is a tip capable of reducing a tip in shock by reducing a gap between an engine speed and a turbine speed increase inclination of a transmission To be a technical challenge.

Other features and advantages of the invention will be set forth in the description which follows, or may be obvious to those skilled in the art from the description and the claims.

According to an aspect of the present invention, there is provided a shock-in-tip control system including a first sensor that detects a rotational speed of an engine, a second sensor that detects a turbine rotational speed of the transmission, (ECU) for predicting tip in shock based on the rotational speed of the engine and the rotational speed of the transmission turbine and for controlling the damper oil pressure compensation of the transmission, control unit.

The ECU of the shock control system which is a tip according to an embodiment of the present invention differentiates the difference value (NMO - NTU = nwk_slip) between the engine speed NMO and the turbine speed NTU to obtain a comparison value nwk_Slip_grad). Then, it is checked whether the comparison value (nwk_Slip_grad) exceeds the detection point. If the comparison value (nwk_Slip_grad) exceeds the pre-detection point, it is determined that a tip-in shock will occur.

The shock control system, which is a tip according to an embodiment of the present invention, further generates a hydraulic pressure at a first offset when the comparison value (nwk_Slip_grad) exceeds the pre-detection point. Then, the hydraulic pressure is applied to the damper.

The shock control system as a tip according to the embodiment of the present invention starts from a point where the comparison value (nwk_Slip_grad) exceeds the pre-detection point, until the slope of the comparison value (nwk_Slip_grad) becomes '0' Hydraulic pressure is applied to the damper.

The shock control system according to the embodiment of the present invention starts from a point at which the slope of the comparison value nwk_Slip_grad is '0', to a point at which the comparison value (nwk_Slip_grad) Thereby reducing the hydraulic pressure applied to the engine.

The shock control system according to the embodiment of the present invention is configured such that the comparison value nwk_Slip_grad starts from the same point as the pre-detection point and reaches the point where the comparison value (nwk_Slip_grad) becomes '0' Thereby reducing the hydraulic pressure applied to the damper.

The shock control system, which is a tip according to the embodiment of the present invention, stops applying the hydraulic pressure to the damper when the comparison value (nwk_Slip_grad) becomes '0'.

According to an aspect of the present invention, there is provided a shock-in-tip control method including: predicting a Tip In Shock based on a rotational speed of an engine and a rotational speed of a transmission turbine; And applying a hydraulic pressure to the damper of the transmission when the occurrence of the tip shock is predicted.

In the step of predicting the Tip In Shock of the tip shock control method according to the embodiment of the present invention, a difference value between the engine revolution number NMO and the turbine revolution number NTU NMO - NTU = nwk_slip). Then, the difference value (nwk_slip) is differentiated to generate a comparison value (nwk_Slip_grad). And checks whether the comparison value (nwk_Slip_grad) exceeds the pre-detection point. And judges that a tip-in shock will occur when the comparison value (nwk_Slip_grad) exceeds the pre-detection point (TI_Detect_Point).

In the step of applying the hydraulic pressure to the damper among the shock control methods of the tip according to the embodiment of the present invention, the hydraulic pressure is further generated by the first offset. Then, the hydraulic pressure is applied to the damper.

The shock control method of a tip according to an embodiment of the present invention starts from a point where the comparison value (nwk_Slip_grad) exceeds the pre-detection point, until the slope of the comparison value (nwk_Slip_grad) becomes '0' Hydraulic pressure is applied to the damper.

The shock control method according to the embodiment of the present invention starts from a point where the slope of the comparison value (nwk_Slip_grad) is '0', until the point at which the comparison value (nwk_Slip_grad) Thereby reducing the hydraulic pressure applied to the damper.

The shock control method according to an embodiment of the present invention is characterized in that a shock is generated by starting at a point where the comparison value (nwk_Slip_grad) and the pre-detection point are equal to each other until a point at which the comparison value (nwk_Slip_grad) Thereby reducing the hydraulic pressure applied to the damper.

In the shock control method of the tip according to the embodiment of the present invention, when the comparison value (nwk_Slip_grad) becomes '0', the application of the hydraulic pressure to the damper is terminated.

The shock control system, which is a tip according to an embodiment of the present invention, applies an additional hydraulic pressure to the damper when the engine speed suddenly increases in a state where the vehicle is running inertially and the fuel supply is interrupted. Accordingly, by reducing the gap between the engine speed and the speed at which the number of revolutions of the turbine in the transmission increases, it is possible to provide a driver with a comfortable driving feeling by reducing the occurrence of shock as a tip.

In addition, other features and advantages of the present invention may be newly understood through embodiments of the present invention.

FIG. 1 is a view for explaining a cause of a tip-in shock. FIG.
2 is a diagram showing a shock control system as a tip according to an embodiment of the present invention.
FIG. 3 is a diagram showing a method of detecting in advance the possibility of occurrence of tip-in-shock.
4 is a diagram showing a method of generating damper pressure to reduce Tip In Shock.
5 is a diagram showing a shock control method of a tip according to an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as "comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

If any part is referred to as being "on" another part, it may be directly on the other part or may be accompanied by another part therebetween. In contrast, when a section is referred to as being "directly above" another section, no other section is involved.

The terms first, second and third, etc. are used to describe various portions, components, regions, layers and / or sections, but are not limited thereto. These terms are only used to distinguish any moiety, element, region, layer or section from another moiety, moiety, region, layer or section. Thus, a first portion, component, region, layer or section described below may be referred to as a second portion, component, region, layer or section without departing from the scope of the present invention.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms as used herein include plural forms as long as the phrases do not expressly express the opposite meaning thereto. Means that a particular feature, region, integer, step, operation, element and / or component is specified and that the presence or absence of other features, regions, integers, steps, operations, elements, and / It does not exclude addition.

Terms indicating relative space such as "below "," above ", and the like may be used to more easily describe the relationship to other portions of a portion shown in the figures. These terms are intended to include other meanings or acts of the apparatus in use, as well as intended meanings in the drawings. For example, when inverting a device in the figures, certain parts that are described as being "below" other parts are described as being "above " other parts. Thus, an exemplary term "below" includes both up and down directions. The device can be rotated by 90 degrees or rotated at different angles, and terms indicating relative space are interpreted accordingly.

Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Commonly used predefined terms are further interpreted as having a meaning consistent with the relevant technical literature and the present disclosure, and are not to be construed as ideal or very formal meanings unless defined otherwise.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

2 is a diagram showing a shock control system as a tip according to an embodiment of the present invention.

Referring to FIG. 2, a shock-based shock control system 100 according to an embodiment of the present invention includes an engine 110, a first sensor 120, a transmission 130, a second sensor 140, a TCU 150, transmission control unit (ECU) and an electronic control unit (ECU) 160.

The shock control system 100, which is a tip, suppresses an increase in the number of revolutions of the engine 110 from increasing sharply as compared with an increase in the number of revolutions of the turbine in the transmission 130. To this end, a damper pressure is additionally formed when the number of revolutions of the engine 110 suddenly increases to reduce the gap between the number of revolutions of the engine 110 and the increase rate of the number of revolutions of the turbine in the transmission 130, Thereby reducing the incidence.

The TCU 150 collects and analyzes current travel information and a sensor and a switch (input unit) that detect travel information of the vehicle, and then controls the transmission. At this time, it controls the operation timing of the lock-up clutch for improving the shock-absorbing performance and the fuel consumption at the optimum gear position and shift.

The ECU 160 detects information such as vehicle speed, engine speed, engine load, rate of change in throttle opening, speed range, and the like to control the ignition timing during driving of the vehicle, And controls the engine 110 so that optimal driving can be realized with the fuel consumption amount. Therefore, when the engine 110 is under operation with a small change in torque, it is possible to implement an optimal operating state by a program mounted on the ECU 160, and even in a driving section where a sudden change in torque of the engine is required, It is possible to realize an optimum operation state.

The first sensor 120 detects the rotation speed NMO of the engine 110 and supplies the first detection signal for the detected rotation speed NMO of the engine 110 to the ECU 160. [

The second sensor 140 is used to detect the rotational speed NTU of the turbine of the transmission 130 and the second detected signal of the detected rotational speed NTU of the turbine, .

FIG. 3 is a diagram showing a method of detecting in advance the possibility of occurrence of tip-in-shock.

Referring to FIG. 3, the ECU 160 generates a tip shock based on the first detection signal input from the first sensor 120 and the second detection signal NTU input from the second sensor 140 Pre-detect.

Specifically, the ECU 160 confirms the number of revolutions NMO of the engine 110 from the first detection signal and confirms the number of revolutions of the turbine NTU in the transmission 130 from the second detection signal. The slope of the difference (NMO - NTU = nwk_slip) between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU is calculated. Next, the occurrence of the tip-in shock is detected in advance by using the slope of the difference value (nwk_slip).

Here, the difference value (nwk_slip) between the rotation number NMO of the engine 110 and the rotation number NTU of the turbine is differentiated to generate the comparison value nwk_Slip_grad. Then, it is checked whether the comparison value (nwk_Slip_grad) exceeds a pre detection point. If the comparison value (nwk_Slip_grad) exceeds the pre-detection point (TI_Detect_Point), it is determined that a tip-in shock will occur, and a tip-shock detection value is set to "1" (TI_Shock_Pre Detect = 1). Here, the value of the pre-detection point (TI_Detect_Point) is not fixed to one value but can be changed according to the vehicle.

4 is a diagram showing a method of generating damper pressure to reduce Tip In Shock.

Referring to FIG. 4, when the comparison value nwk_Slip_grad exceeds the pre-detection point TI_Detect_Point, the hydraulic pressure is further generated to supply the hydraulic pressure to the damper in the transmission 130, as shown in the following Equation 1. More specifically, an additional hydraulic pressure is applied to the damper clutch in the transmission 130.

[Equation 1]

nwk_Slip_grad> TI_Detect_Point

In Equation (1), 'nwk_Slip_grad' is a comparison value, and 'TI_Detect_Point' is a pre-detection point.

Here, the hydraulic pressure is divided into three sections A1, A2, and A3 and hydraulic pressure is supplied to a damper clutch in the transmission 130. [ At this time, the three sections A1, A2 and A3 are composed of three gradients (gradient sections G1, G2 and G3) and two offsets (ofs1 and ofs2). The three degrees of change (gradient sections, G1, G2, G3) and the two offsets (ofs1, ofs2) are changeable values.

The first section A1 starts at a point where the comparison value nwk_Slip_grad exceeds the pre-detection point TI_Detect_Point and ends at a point where the slope of the comparison value nwk_Slip_grad becomes zero.

The difference value nwk_slip between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU must be prevented from abruptly increasing when the first section A1 starts, The duty of the damper control is increased by the slope G1 of the first section A1.

The second section A2 ends at a point (nwk_Slip_grad = TI_Detect_Point) where the slope of the comparison value nwk_Slip_grad starts from a point at which the slope of the comparison value nwk_Slip_grad is '0', and the comparison value nwk_Slip_grad becomes equal to the pre- detection point TI_Detect_Point.

The slope of the difference value nwk_slip between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU starts to decrease when the second section A2 starts and the slope of the second section A2 G2 to reduce the damper control duty.

The third section A3 is started at a point where the comparison value nwk_Slip_grad is equal to the advance detection point TI_Detect_Point and ends at the point where the comparison value nwk_Slip_grad becomes '0'.

When the third section A3 starts, the damper control duty is reduced by the second offset ofs2. Then, the damper control duty is reduced by the slope G3 of the third section A3.

When the operation of the first section A1 to the third section A3 is completed, the operation of applying the additional hydraulic pressure to the damper clutch in the transmission 130 is terminated to prevent tip shock. Here, the additional damper control duty is initialized to 0 when the pressure compensation time is exceeded (T1_Comp_Time).

The tip-shock control system 100 includes a first sensor (not shown) for detecting the rotational speed of the engine 110, and a second sensor (not shown) A second sensor 140 for detecting the turbine rotation speed of the transmission 130, a TCU 150 for controlling the drive of the transmission 130, And an ECU (160) for predicting a tip in shock on the basis of which a damper oil pressure compensation of the transmission is controlled.

The ECU 160 of the tip-shock control system 100 differentiates the difference value (NMO - NTU = nwk_slip) between the revolution number NMO of the engine 110 and the revolution number NTU of the turbine, nwk_Slip_grad). Then, it is checked whether the comparison value (nwk_Slip_grad) exceeds the detection point. If the comparison value (nwk_Slip_grad) exceeds the pre-detection point, it is determined that a tip-in shock will occur.

Further, when the comparison value (nwk_Slip_grad) exceeds the pre-detection point, a hydraulic pressure is further generated by a first offset ofs1, and the hydraulic pressure is applied to the damper.

Further, the hydraulic pressure is applied to the damper from a point where the comparison value (nwk_Slip_grad) exceeds the pre-detection point to a point where the slope of the comparison value (nwk_Slip_grad) becomes '0'.

Also, the hydraulic pressure applied to the damper is reduced from a point at which the slope of the comparison value (nwk_Slip_grad) is '0' to a point at which the comparison value (nwk_Slip_grad) is equal to the pre-detection point.

Also, the hydraulic pressure applied to the damper is decreased by a second offset ofs2_ from the point at which the comparison value nwk_Slip_grad is equal to the pre-detection point to the point at which the comparison value nwk_Slip_grad becomes '0' .

Further, when the comparison value (nwk_Slip_grad) becomes '0', the application of the hydraulic pressure to the damper is terminated.

The shock control system, which is a tip according to the embodiment of the present invention, additionally applies hydraulic pressure to the damper when the engine speed suddenly increases in a state in which the vehicle is running inertially and the fuel supply is interrupted. Accordingly, by reducing the gap between the engine speed and the speed at which the number of revolutions of the turbine in the transmission increases, it is possible to provide a driver with a comfortable driving feeling by reducing the occurrence of shock as a tip.

5 is a diagram showing a shock control method of a tip according to an embodiment of the present invention.

Referring to FIGS. 2 and 5, it is checked whether the engine 130 is not operated and oil pressure is not supplied to the damper (damper type: coast) and fuel is not supplied to the engine 110 (S10). When the transmission 130 is not operating, no power is transmitted and the vehicle moves due to inertia.

As a result of S10, if the engine 130 is not operated and the fuel is not supplied to the engine 110, the throttle value of the intake manifold is greater than zero (throttle value> 0) (Engine rotation speed> turbine rotation speed) that is greater than the turbine rotation speed of the engine 130 (S20).

If the throttle value is greater than 0 and the rotational speed of the engine 110 is larger than the turbine rotational speed of the transmission 130 as a result of the check in S20, a tip-type shock may occur. Therefore, (step S30).

Next, the ECU 160 confirms the number of revolutions NMO of the engine 110 from the first detection signal and confirms the number of revolutions of the turbine NTU in the transmission 130 from the second detection signal. The slope of the difference (NMO - NTU = nwk_slip) between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU is calculated.

A difference value nwk_slip between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU is differentiated to generate a comparison value nwk_Slip_grad. Then, it is determined whether the comparison value (nwk_Slip_grad) exceeds a pre detection point (S40).

If the comparison value nwk_Slip_grad exceeds the pre-detection point TI_Detect_Point as a result of the determination in S40, it is determined that tip shock will occur and damper hydraulic pressure compensation is started in operation S50.

Then, when the comparison value (nwk_Slip_grad) exceeds the pre-detection point (TI_Detect_Point), the hydraulic pressure is further generated to supply the hydraulic pressure to the damper in the transmission (130). More specifically, an additional hydraulic pressure is applied to the damper clutch in the transmission 130.

Here, the hydraulic pressure is supplied to the damper clutch in the transmission 130 divided into the first section A1, the second section A2, and the third section A3 described with reference to Figs. 3 and 4.

The first section A1 starts at a point where the comparison value nwk_Slip_grad exceeds the pre-detection point TI_Detect_Point and ends at a point where the slope of the comparison value nwk_Slip_grad becomes zero. The difference value nwk_slip between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU must be prevented from abruptly increasing when the first section A1 starts, The duty of the damper control is increased by the slope G1 of the first section A1. The second section A2 ends at a point (nwk_Slip_grad = TI_Detect_Point) where the slope of the comparison value nwk_Slip_grad starts from a point at which the slope of the comparison value nwk_Slip_grad is '0', and the comparison value nwk_Slip_grad becomes equal to the pre- detection point TI_Detect_Point. The slope of the difference value nwk_slip between the number of revolutions NMO of the engine 110 and the number of revolutions of the turbine NTU starts to decrease when the second section A2 starts and the slope of the second section A2 G2 to reduce the damper control duty.

The third section A3 is started at a point where the comparison value nwk_Slip_grad is equal to the advance detection point TI_Detect_Point and ends at the point where the comparison value nwk_Slip_grad becomes '0'. When the third section A3 starts, the damper control duty is reduced by the second offset ofs2. Then, the damper control duty is reduced by the slope G3 of the third section A3.

Next, when the slope of the difference value (NMO - NTU = nwk_slip) between the revolution speed NMO of the engine 110 and the revolution speed NTU of the turbine is less than '0' or the tip shock detection starts, If the time exceeds the predetermined logic limit time or the throttle value is '0', the damper oil pressure compensation is terminated (S60).

The shock control system, which is a tip according to the embodiment of the present invention, additionally applies hydraulic pressure to the damper when the engine speed suddenly increases in a state in which the vehicle is running inertially and the fuel supply is interrupted. Accordingly, by reducing the gap between the engine speed and the speed at which the number of revolutions of the turbine in the transmission increases, it is possible to provide a driver with a comfortable driving feeling by reducing the occurrence of shock as a tip.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims and their equivalents. Only. The scope of the present invention is defined by the appended claims rather than the detailed description and all changes or modifications derived from the meaning and scope of the claims and their equivalents are to be construed as being included within the scope of the present invention do.

100: Tip Shock Control System
110: engine
120: first sensor
130: Transmission
140: second sensor
150: transmission control unit (TCU)
160: electronic control unit (ECU)

Claims (14)

A first sensor for detecting the rotational speed of the engine;
A second sensor for detecting a turbine rotational speed of the transmission;
A transmission control unit (TCU) for controlling driving of the transmission; And
And an electronic control unit (ECU) for predicting a tip in shock based on the rotational speed of the engine and the rotational speed of the transmission turbine and for controlling the damper oil pressure compensation of the transmission,
The ECU includes:
Generates a comparison value (nwk_Slip_grad) by differentiating a difference value (NMO - NTU = nwk_slip) between the engine speed (NMO) and the turbine speed (NTU)
Checks whether the comparison value (nwk_Slip_grad) exceeds a pre-detection point,
Is a tip that determines that a tip-in shock will occur when the comparison value (nwk_Slip_grad) exceeds the pre-detection point. delete The method according to claim 1,
And a hydraulic pressure is further generated by a first offset when the comparison value (nwk_Slip_grad) exceeds the pre-detection point, and the hydraulic pressure is applied to the damper. The method of claim 3,
And the hydraulic pressure is applied to the damper from a point where the comparison value (nwk_Slip_grad) exceeds the pre-detection point to a point where the slope of the comparison value (nwk_Slip_grad) becomes '0'. 5. The method of claim 4,
Is a tip for reducing the hydraulic pressure applied to the damper from a point where the slope of the comparison value (nwk_Slip_grad) is '0' to a point at which the comparison value (nwk_Slip_grad) becomes equal to the pre-detection point. 6. The method of claim 5,
Which is a tip for decreasing a hydraulic pressure applied to the damper by a second offset to a point where the comparison value (nwk_Slip_grad) starts from the same point as the pre-detection point and the comparison value (nwk_Slip_grad) becomes '0' . The method according to claim 6,
And when the comparison value (nwk_Slip_grad) becomes '0', application of the hydraulic pressure to the damper is terminated. Predicting Tip In Shock based on the rotational speed of the engine and the rotational speed of the transmission turbine; And
And applying a hydraulic pressure to the damper of the transmission when the occurrence of the tip shock is predicted,
In the step of predicting the Tip In Shock,
The slope of the difference value (NMO - NTU = nwk_slip) between the engine speed NMO and the turbine speed NTU is calculated,
Generates a comparison value (nwk_Slip_grad) by differentiating the difference value (nwk_slip)
Checks whether the comparison value (nwk_Slip_grad) exceeds a pre-detection point,
Is a tip that determines that a tip-in shock will occur when the comparison value (nwk_Slip_grad) exceeds the pre-detection point (TI_Detect_Point). delete The method as claimed in claim 8, wherein, in the step of applying the hydraulic pressure to the damper,
And a hydraulic pressure is further generated by a first offset when the comparison value (nwk_Slip_grad) exceeds the pre-detection point, and the hydraulic pressure is applied to the damper. 11. The method of claim 10,
Wherein the hydraulic pressure is applied to the damper from a point where the comparison value (nwk_Slip_grad) exceeds the pre-detection point to a point where the slope of the comparison value (nwk_Slip_grad) becomes zero. 12. The method of claim 11,
Is a tip for reducing the hydraulic pressure applied to the damper from a point where the slope of the comparison value (nwk_Slip_grad) is '0' to a point at which the comparison value (nwk_Slip_grad) becomes equal to the pre-detection point. 13. The method of claim 12,
And a shock which is a tip for reducing the hydraulic pressure applied to the damper by a second offset to a point where the comparison value (nwk_Slip_grad) starts from the same point as the pre-detection point and the comparison value (nwk_Slip_grad) becomes '0' . 14. The method of claim 13,
And when the comparison value (nwk_Slip_grad) becomes '0', application of the hydraulic pressure to the damper is terminated.
KR1020150190101A 2015-12-30 2015-12-30 Control System and Method of Tip In Shock KR101789890B1 (en)

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