KR101846669B1 - Method for controlling driving of vehicles - Google Patents

Method for controlling driving of vehicles Download PDF

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KR101846669B1
KR101846669B1 KR1020160059833A KR20160059833A KR101846669B1 KR 101846669 B1 KR101846669 B1 KR 101846669B1 KR 1020160059833 A KR1020160059833 A KR 1020160059833A KR 20160059833 A KR20160059833 A KR 20160059833A KR 101846669 B1 KR101846669 B1 KR 101846669B1
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clutch
numbered
odd
speed
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KR1020160059833A
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KR20170129018A (en
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정성환
윤영민
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/684—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 specially adapted for stepped gearings without interruption of drive
    • F16H61/688—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 specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • 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
    • F16H59/40—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/08—Timing control
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

본 발명은 세일링모드에서 차량측 부하를 감소시키고, 차량의 가속 지연감을 개선하여 연비를 향상시키기 위한 것으로, 이를 위해 본 발명에서는, 세일링모드 진입시, 클러치를 해제한 후 변속기어를 해제하는 해제단계; 상기 해제단계 이 후에, 클러치를 체결하여 엔진회전속도와 클러치속도를 동기시키는 동기단계; 상기 동기단계 이 후에 세일링모드 해제시, 현재 차량의 주행상태를 반영하는 목표 클러치속도에 엔진회전속도가 도달하는 경우, 클러치를 해제한 후 변속기어를 체결하는 기어체결단계; 상기 기어체결단계 이 후에 클러치를 체결하는 클러치체결단계;를 포함하여 구성되는 차량용 주행 제어방법이 소개된다.The present invention is directed to reducing fuel consumption by reducing a load on a vehicle in a sailing mode and improving an acceleration delay feeling of a vehicle. To this end, in the present invention, A synchronizing step of, after the releasing step, engaging the clutch to synchronize the engine speed and the clutch speed; A gear engaging step of releasing the clutch and engaging the transmission when the engine speed reaches the target clutch speed reflecting the running state of the current vehicle at the time of releasing the sailing mode after the synchronizing step; And a clutch engaging step of engaging the clutch later in the gear engaging step.

Description

차량용 주행 제어방법{METHOD FOR CONTROLLING DRIVING OF VEHICLES}TECHNICAL FIELD [0001] The present invention relates to a driving control method for a vehicle,

본 발명은 세일링 모드 진입시 차량측 부하를 감소시키고, 세일링 모드 해제시 차량의 가속 지연감을 개선하여 연비를 향상시키는 차량용 주행 제어방법에 관한 것이다.The present invention relates to a running control method for a vehicle, which reduces a load on the vehicle side when the vehicle enters a sailing mode and improves the feeling of acceleration delay of the vehicle when the sailing mode is released.

차량의 주행 중 운전자가 가속페달에서 발을 떼어 타행 주행 상태가 되었을 때에, 변속기의 클러치를 해제(중립화)하여 차량의 타행 거리를 늘림과 동시에 항속을 위한 재가속 빈도를 줄여 연비를 개선하는 기술로서, 세일링(Sailing)모드 또는 코스팅(Coasting)모드에 대한 개발이 활발하게 이루어지고 있다.As a technique to improve fuel efficiency by reducing the frequency of re-acceleration for steer-at speed while releasing (neutralizing) the clutch of the transmission when the driver releases his / her foot from the accelerator pedal while the vehicle is running , A sailing mode or a coasting mode is actively being developed.

조금 더 구체적으로, 통상 타행 주행은 차량이 엔진을 돌리는 주행모드로 엔진의 연료를 차단하여 불필요한 연료 소모를 막게 되어 차량이 엔진의 프릭션(Friction)을 이기며 주행을 하기 때문에 엔진브레이크가 발생하게 되고, 이에 따라 차량 감속이 빠르게 일어난다.More specifically, in a normal traveling mode, the vehicle turns off the fuel of the engine in a running mode in which the vehicle turns the engine, thereby preventing unnecessary fuel consumption. As a result, the vehicle runs while riding against the frictions of the engine, , Which causes a rapid deceleration of the vehicle.

하지만, 연료 소모를 통해 차량 속도를 상승시킨 상태에서, 타행 주행에 의한 엔진 브레이크에 의해 감속을 하게 되면, 연료효율이 나빠지게 되기 때문에 가급적 오랜 시간 높은 차량속도를 유지하기 위해서는 변속기의 클러치를 해제하여 엔진 브레이크가 걸리지 않도록 해 주어 항속 거리를 늘이는 것이 필요한데, 이 같은 주행 제어기술을 세일링모드 또는 코스팅모드 라고 일컫는다.However, if the deceleration is caused by the engine braking caused by the other running while the vehicle speed is increased through the fuel consumption, the fuel efficiency becomes poor. Therefore, in order to maintain the vehicle speed as high as possible for a long time, It is necessary to increase the cruising range by preventing the engine brake from being applied. Such a driving control technique is referred to as a sailing mode or a costing mode.

이 같은 세일링모드는 보통 연비 주행모드의 선택시 제한적으로 작동시키는데, 이는 세일링모드 진입(클러치 해제) 및 해제(클러치 체결)시에 클러치 체결 및 해제에 따른 충격, 가속 지연감, 이질감 등의 운전성 불만의 소지가 크고, 또한 정상적인 주행모드에서 세일링모드의 진입/해제가 빈번하게 작동하는 경우, 차량 운전성에 많은 문제점을 갖게 되는바, 세일링모드를 제한적으로 사용할 수 밖에 없는 문제가 있다.Such a sailing mode usually operates only when the fuel consumption driving mode is selected. This is because the driving performance such as a shock due to the engagement and disengagement of the clutch when the sailing mode is entered (clutch release) and release (clutch engagement) There is a problem in that the sailing mode is restricted because it has a lot of complaints and the frequent entry / exit of the sailing mode in the normal driving mode causes many problems in driving the vehicle.

상기의 배경기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진 자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

JP 2015-067226 AJP 2015-067226 A

본 발명은 전술한 바와 같은 종래의 문제점을 해결하기 위하여 안출한 것으로, 세일링 모드 진입시 차량측 부하를 감소하여 연비를 향상시키고, 세일링 모드 해제시 차량의 가속 지연감을 개선하도록 한 차량용 주행 제어방법을 제공하는 데 있다.SUMMARY OF THE INVENTION The present invention has been made in order to solve the conventional problems as described above, and it is an object of the present invention to provide a running control method for a vehicle which improves the fuel efficiency by reducing the load on the vehicle side at the time of entering the sailing mode, I have to.

상기와 같은 목적을 달성하기 위한 본 발명의 구성은, 세일링모드 진입시, 클러치를 해제한 후 변속기어를 해제하는 해제단계; 상기 해제단계 이 후에, 클러치를 체결하여 엔진회전속도와 클러치속도를 동기시키는 동기단계; 상기 동기단계 이 후에 세일링모드 해제시, 현재 차량의 주행상태를 반영하는 목표 클러치속도에 엔진회전속도가 도달하는 경우, 클러치를 해제한 후 변속기어를 체결하는 기어체결단계; 상기 기어체결단계 이 후에 클러치를 체결하는 클러치체결단계;를 포함하는 것을 특징으로 할 수 있다.According to another aspect of the present invention, there is provided a control method for a vehicle, comprising: a releasing step of releasing a transmission after releasing a clutch upon entering a sailing mode; A synchronizing step of, after the releasing step, engaging the clutch to synchronize the engine speed and the clutch speed; A gear engaging step of releasing the clutch and engaging the transmission when the engine speed reaches the target clutch speed reflecting the running state of the current vehicle at the time of releasing the sailing mode after the synchronizing step; And a clutch engaging step of engaging the clutch after the gear engaging step.

상기 해제단계에서는, 홀수측 클러치와 짝수측 클러치를 모두 해제한 후 홀수측 변속기어와 짝수측 변속기어를 모두 해제하고; 상기 동기단계에서는, 홀수측 클러치와 짝수측 클러치를 모두 체결하며; 상기 기어체결단계에서는, 홀수측 목표 클러치속도에 엔진회전속도가 도달한 경우 홀수측 클러치를 해제한 후 홀수측 변속기어를 체결하고; 상기 클러치체결단계에서는, 홀수측 클러치가 구동축인 경우 홀수측 클러치를 체결할 수 있다.In the releasing step, both the odd-numbered transmission and the even-numbered transmission are released after releasing both the odd-numbered-side clutch and the even-numbered-side clutch; In the synchronizing step, both the odd-numbered side clutch and the even-numbered side clutch are engaged; In the gear engagement step, when the engine rotational speed reaches the odd-numbered side target clutch speed, the odd-numbered side clutch is released and then the odd-numbered side transmission is engaged; In the clutch engagement step, when the odd-numbered side clutch is the drive shaft, the odd-numbered side clutch can be engaged.

상기 기어체결단계에서는, 짝수측 목표 클러치속도에 엔진회전속도가 도달한 경우 짝수측 클러치를 해제한 후 짝수측 변속기어를 체결하고; 상기 클러치체결단계에서는, 짝수측 클러치가 구동축인 경우 짝수측 클러치를 체결할 수 있다.In the gear engagement step, when the engine rotational speed reaches the even-numbered target clutch speed, the even-numbered side clutch is released and then the even-numbered transmission is engaged; In the clutch engaging step, the even-numbered side clutch can be engaged when the even-numbered side clutch is the drive shaft.

상기 기어체결단계에서는, 세일링모드가 해제된 이 후에 엔진회전속도가 상승하여 홀수측 목표 클러치속도 및 짝수측 목표 클러치속도에 도달할 때까지는, 홀수측 클러치 및 짝수측 클러치의 체결 상태를 유지할 수 있다.In the gear engagement step, the engagement state of the odd-numbered side clutch and the even-numbered side clutch can be maintained until the engine rotational speed rises after reaching the odd-numbered target clutch speed and the even-numbered target clutch speed after the sailing mode is released .

차속 및 가속페달의 조작신호가 제어부에 입력되어, 제어부에 의해 세일링모드의 진입 및 해제 여부를 판단하고; 홀수측 클러치 및 짝수측 클러치의 결합 및 해제 조작이 홀수측 클러치액추에이터 및 짝수측 클러치액추에이터에 의해 이루어지며; 홀수측 변속기어 및 짝수측 변속기어의 결합 및 해제 조작이 홀수측 기어액추에이터 및 짝수측 기어액추에이터에 의해 이루어질 수 있다.An operation signal of the vehicle speed and the accelerator pedal is inputted to the control unit, and it is determined by the control unit whether or not the sailing mode is entered or released; The engagement and disengagement operations of the odd-numbered side clutch and the even-numbered side clutch are performed by the odd-numbered side clutch actuator and the even-numbered side clutch actuator; The engagement and disengagement operations of the odd-numbered side gearshift and the even-numbered side gearshift can be performed by the odd-numbered side gear actuator and the even-numbered side gear actuator.

상기한 과제 해결수단을 통해 본 발명은, 세일링모드 진입시, 클러치를 차량으로부터 분리함으로써, 차량측 부하를 감소시켜 연비 향상에 기여하고, 또한 세일링모드 해제시에는 가속페달의 팁인 응답성을 개선함으로써, 차량의 연비 개선을 극대화하는 효과가 있다.According to the present invention, when the sailing mode is entered, the clutch is separated from the vehicle, thereby reducing the load on the vehicle side, contributing to the improvement of fuel economy, and improving the responsiveness, which is the tip of the accelerator pedal, Thereby improving the fuel efficiency of the vehicle.

도 1은 본 발명에 적용 가능한 DCT가 탑재된 차량 시스템의 전체적인 레이아웃을 나타낸 도면.
도 2는 본 발명에 의한 차량용 주행 제어방법의 제어 흐름을 설명하기 위한 도면.
도 3은 본 발명의 차량용 주행 제어방법에 따라 세일링모드 진입/해제시의 엔진 및 클러치 거동의 변화를 설명하기 위한 도면.BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing the overall layout of a vehicle system equipped with a DCT applicable to the present invention. Fig.
2 is a diagram for explaining a control flow of a running control method for a vehicle according to the present invention;
3 is a view for explaining a change in the engine and clutch behavior at the time of entering / releasing the sailing mode according to the running control method for a vehicle of the present invention.

본 발명의 바람직한 실시예를 첨부된 도면에 의하여 상세히 설명하면 다음과 같다.DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

본 발명의 차량용 주행 제어방법은 크게, 해제단계와, 동기단계와, 기어체결단계 및 클러치 체결단계를 포함하여 구성할 수 있다.The driving control method for a vehicle according to the present invention can largely comprise a releasing step, a synchronizing step, a gear engaging step and a clutch engaging step.

구체적으로, 해제단계에서는, 세일링모드 진입시, 클러치를 해제한 후 변속기어를 해제할 수 있다.Specifically, in the releasing step, when the sailing mode is entered, the transmission can be released after releasing the clutch.

여기서, 상기 세일링모드의 진입 및 해제 여부는 차속 및 가속페달의 조작신호(APS신호)가 제어부(1)에 입력되어, 제어부(1)에 의해 세일링모드의 진입 및 해제 여부를 판단할 수 있다. 그리고, 차속의 경우 차량에 설치된 속도센서(입력축속도센서, 출력축속도센서, 휠속도센서 중 적어도 하나 이상)를 통해 입력받을 수 있다.Whether the sailing mode is entered or released can be determined by inputting an operation signal (APS signal) of the vehicle speed and the accelerator pedal to the control unit 1, and determining whether the sailing mode is entered or released by the control unit 1. [ The vehicle speed can be input through a speed sensor (at least one of an input shaft speed sensor, an output shaft speed sensor, and a wheel speed sensor) installed in the vehicle.

예컨대, 가속페달을 밟는 팁인 조작을 통해 소정 차속 이상으로 주행시, 가속페달의 팁아웃 신호가 입력되는 경우 세일링모드에 진입한 것으로 판단할 수 있다. 그리고, 세일링모드에 진입하여 주행하고 있는 상태에서 가속페달의 팁인 신호가 입력되는 경우 세일링모드에서 해제된 것으로 판단할 수 있다.For example, when the tip-out signal of the accelerator pedal is input at the time of traveling at a predetermined vehicle speed or more through an operation that is a tip that depresses the accelerator pedal, it can be determined that the vehicle enters the sailing mode. When a signal that is a tip of the accelerator pedal is input while the vehicle enters the sailing mode and is traveling, it can be determined that the vehicle is released from the sailing mode.

아울러, 동기단계에서는, 상기 해제단계 이 후에, 클러치를 체결하여 엔진회전속도와 클러치속도를 동기시킬 수 있다.Further, in the synchronizing step, after the releasing step, the clutch can be engaged to synchronize the engine speed and the clutch speed.

예컨대, 세일링모드에 진입하게 되면 엔진회전속도는 아이들속도로 떨어지게 되고, 클러치와 변속기어가 해제된 상태에서 클러치를 체결하면, 클러치속도가 엔진회전속도에 동기되어 함께 회전하게 된다.For example, when the engine enters the sailing mode, the engine rotational speed drops to the idle speed. When the clutch is engaged with the clutch and the transmission released, the clutch speed is rotated together with the engine rotational speed.

기어체결단계에서는, 상기 동기단계 이 후에 세일링모드 해제시, 현재 차량의 주행상태를 반영하는 목표 클러치속도에 엔진회전속도가 도달하는 경우, 클러치를 해제한 후 변속기어를 체결할 수 있다.In the gear engagement step, when the engine rotation speed reaches the target clutch speed reflecting the running state of the current vehicle at the time of releasing the sailing mode after the synchronization step, the transmission can be engaged after releasing the clutch.

예컨대, 가속페달을 밟아 엔진회전속도가 상승하게 되면, 현재 차량의 주행상태를 반영하여 적절한 변속단을 형성해야 하고, 이를 위해 목표 클러치속도가 계산될 수 있다. 이에 엔진회전속도가 상승하여 목표 클러치속도에 도달하게 되면 클러치를 해제한 후, 목표하는 변속단의 변속기어를 체결할 수 있다.For example, when the engine speed is increased by depressing the accelerator pedal, an appropriate gear stage should be formed reflecting the current running state of the vehicle, and the target clutch speed may be calculated for this purpose. Therefore, when the engine rotational speed rises to reach the target clutch speed, the transmission can be engaged with the target gear stage after releasing the clutch.

그리고, 클러치체결단계에서는, 상기 기어체결단계 이 후에 클러치를 체결할 수 있다.In the clutch engaging step, the clutch can be engaged later in the gear engaging step.

이 같은 구성에 따르면, 본 발명은 세일링모드 진입시에 클러치를 체결함으로써, 클러치를 차량으로부터 분리하여 차량측 부하를 감소시키게 되는바, 연비 향상에 기여할 수 있다. 또한, 세일링모드 해제시에 가속페달의 팁인 응답성을 개선하게 되는바, 세일링모드 작동 구간 확장이 용이하여 차량의 전체 연비를 개선하는 데에 도움이 된다.According to this configuration, since the clutch is engaged at the time of entering the sailing mode, the clutch is separated from the vehicle by reducing the load on the vehicle side, thereby contributing to the improvement of fuel economy. In addition, when the sailing mode is released, the response characteristic of the tip of the accelerator pedal is improved. Thus, it is easy to expand the sailing mode operation section, which helps improve the overall fuel efficiency of the vehicle.

한편, 본 발명은 도 1 및 도 2에 도시한 바와 같이, DCT가 탑재된 차량에 적용 가능할 수 있다.On the other hand, as shown in Figs. 1 and 2, the present invention can be applied to a vehicle equipped with a DCT.

이에, 상기 해제단계에서는, 홀수측 클러치(CL1)와 짝수측 클러치(CL2)를 모두 해제한 후 홀수측 변속기어와 짝수측 변속기어를 모두 해제할 수 있다.In this releasing step, both the odd-numbered transmission and the even-numbered transmission can be released after releasing both the odd-numbered side clutch CL1 and the even-numbered side clutch CL2.

여기서, 상기 홀수측 변속기어와 짝수측 변속기어는 각각 홀수측 클러치(CL1)와 짝수측 클러치(CL2)에 연결된 변속기어일 수 있다.Here, the odd-numbered transmission and the even-numbered transmission may be transmission gears connected to the odd-numbered side clutch CL1 and the even-numbered side clutch CL2, respectively.

그리고, 상기 홀수측 클러치(CL1)와 짝수측 클러치(CL2)는 홀수측 클러치액추에이터(CLA1)와 짝수측 클러치액추에이터(CLA2)에 의해 결합 및 해제 작동이 가능하고, 상기 홀수측 클러치액추에이터(CLA1) 및 짝수측 클러치액추에이터(CLA2)는 제어부(1)에 의해 제어 가능할 수 있다. The odd side clutch CL1 and the even side clutch CL2 can be engaged and disengaged by the odd side clutch actuator CLA1 and the even side clutch actuator CLA2 and the odd side clutch actuator CLA1, And the even-numbered side clutch actuator CLA2 can be controlled by the control section 1. [

또한, 상기 홀수측 변속기어와 짝수측 변속기어는 홀수측 기어액추에이터(GA1)와 짝수측 기어액추에이터(GA2)에 의해 결합 및 해제 작동이 가능하고, 상기 홀수측 기어액추에이터(GA1) 및 짝수측 기어액추에이터(GA2)는 제어부(1)에 의해 제어 가능할 수 있다.Further, the odd-numbered side gearshift actuator and the even-numbered side gearshift actuator GA1 can be engaged and disengaged by the odd-numbered side gear actuator GA1 and the even-numbered side gear actuator GA2, GA2 may be controllable by the control unit 1. [

이에, 첨부된 도 1에서는 이해의 편의를 위해 홀수측 클러치액추에이터(CLA1)와 짝수측 클러치액추에이터(CLA2)를 CLA1과 CLA2로 각각 표시하였고, 홀수측 기어액추에이터(GA1) 및 짝수측 기어액추에이터(GA2)를 GA1, GA2로 각각 표시하였다. 또한, 홀수측 입력축과 짝수측 입력축을 각각 INPUT1, INPUT2로 표시하였다.1, the odd-numbered side clutch actuator CLA1 and the even-numbered side clutch actuator CLA2 are denoted by CLA1 and CLA2, respectively, and the odd-numbered side gear actuator GA1 and the even- ) As GA1 and GA2, respectively. The odd-numbered input shaft and the even-numbered input shaft are denoted by INPUT1 and INPUT2, respectively.

그리고, 상기 기어체결단계에서는, 홀수측 목표 클러치속도에 엔진회전속도가 도달한 경우 홀수측 클러치(CL1)를 해제한 후 홀수측 변속기어를 체결할 수 있다.In the gear engagement step, when the engine rotational speed reaches the odd-numbered target clutch speed, the odd-numbered side clutch CL1 can be released and then the odd-numbered side transmission can be engaged.

또한, 상기 기어체결단계에서는, 짝수측 목표 클러치속도에 엔진회전속도가 도달한 경우 짝수측 클러치(CL2)를 해제한 후 짝수측 변속기어를 체결할 수 있다.In the gear engagement step, when the engine rotational speed reaches the even-numbered target clutch speed, the even-numbered side clutch CL2 can be released and then the even-numbered transmission can be engaged.

그리고, 상기 클러치 체결단계에서는, 홀수측 클러치(CL1)가 구동축인 경우 홀수측 클러치(CL1)를 체결할 수 있고, 짝수측 클러치(CL2)가 구동축인 경우에는 짝수측 클러치(CL2)를 체결할 수 있다.In the clutch engaging step, the odd-numbered side clutch CL1 can be engaged when the odd-numbered side clutch CL1 is the drive shaft, and the even-numbered side clutch CL2 can be engaged when the even numbered side clutch CL2 is the drive shaft. .

즉, DCT가 탑재된 차량에서 세일링모드 진입시에, 도 3과 같이 두 개의 클러치 모두를 차량으로부터 분리함으로써, 차량측 부하를 감소시키고, 또한 세일링모드 해제시에는 가속페달의 팁인 응답성을 개선하게 됨으로써, 차량의 연비 개선을 극대화하게 된다.That is, at the time of entering the sailing mode in the vehicle equipped with the DCT, by separating both clutches from the vehicle as shown in Fig. 3, the load on the vehicle side is reduced, and when the sailing mode is canceled, , Maximizing the fuel economy improvement of the vehicle.

한편, 상기 기어체결단계에서는, 세일링모드가 해제된 이 후에 엔진회전속도가 상승하여 홀수측 목표 클러치속도 및 짝수측 목표 클러치속도에 도달할 때까지는, 홀수측 클러치(CL1) 및 짝수측 클러치(CL2)의 체결 상태를 유지할 수 있다.On the other hand, in the gear engagement step, the odd-numbered side clutch CL1 and the even-numbered side clutch CL2 (hereinafter referred to as " CL2 ") are shifted until the engine rotational speed rises after the sailing mode is released until the odd- Can be maintained.

즉, 가속페달을 팁인 조작하여 세일링모드가 해제되면, 엔진회전속도가 상승하게 되는데, 이때까지는 홀수측 클러치(CL1)와 짝수측 클러치(CL2)가 여전히 체결된 상태에 있으므로, 엔진회전속도와 함께 홀수측 클러치속도 및 짝수측 클러치속도가 상승하게 된다.That is, when the acceleration pedal is operated by the tip and the sailing mode is released, the engine rotational speed rises. Since the odd-numbered side clutch CL1 and the even-numbered side clutch CL2 are still engaged, The odd side clutch speed and the even side clutch speed are increased.

이처럼 엔진회전속도가 상승하는 중에도 홀수측 목표 클러치속도 또는 짝수측 목표 클러치속도에 도달할 때까지는 속도 동기화를 유지함으로써, 빠른 시간에 변속기어의 체결(싱크로)을 유도하게 되는바, 변속기어의 체결 시간을 단축하여 팁인 응답지연을 개선할 수 있다.As described above, the speed synchronization is maintained until the odd-numbered target clutch speed or the even-numbered target clutch speed is reached during the increase of the engine rotational speed, so that engagement (synchro) of the transmission gear is induced in a short time, Time can be shortened to improve tip response delay.

이하에서는, 본 발명에 따른 차량용 주행 제어 흐름에 대해 설명하기로 한다.Hereinafter, the running control flow for a vehicle according to the present invention will be described.

도 2 및 도 3을 참조하면, 세일링모드에 진입한 경우, 홀수측 클러치(CL1)와 짝수측 클러치(CL2) 모두를 해제하고(S10), 홀수측 변속기어와 짝수측 변속기어를 해제한 후(S20), 홀수측 클러치(CL1)와 짝수측 클러치(CL2) 모두를 체결하여(S30), 세일링모드로 주행 제어한다.2 and 3, when the vehicle enters the sailing mode, both the odd-numbered side clutch CL1 and the even-numbered side clutch CL2 are released (S10), and the odd-numbered transmission and the even- S20), both the odd-numbered side clutch CL1 and the even-numbered side clutch CL2 are engaged (S30), and the running control is performed in the sailing mode.

이어서, 가속페달의 팁인 조작에 따라 세일링모드의 해제시, 엔진회전속도가 상승하면서 목표 홀수측 클러치속도 또는 목표 짝수측 클러치속도에 도달하는지 판단한다(S40,S80).Next, at the time of releasing the sailing mode according to the operation of the tip of the accelerator pedal, it is determined whether the engine rotational speed rises and reaches the target odd side clutch speed or the target even side clutch speed (S40, S80).

판단 결과, 엔진회전속도가 목표 홀수측 클러치속도에 도달한 경우, 홀수측 클러치(CL1)를 해제한 후, 홀수측 변속기어를 체결하고(S50), 엔진회전속도가 목표 짝수측 클러치속도에 도달한 경우에는, 짝수측 클러치(CL2)를 해제한 후, 짝수측 변속기어를 체결한다(S90).As a result of the determination, when the engine rotational speed reaches the target odd-numbered side clutch speed, the odd-numbered side clutch CL1 is released and then the odd-side transmission is engaged (S50). When the engine rotational speed reaches the target even- In the case of this, the even-numbered side clutch CL2 is released and then the even-numbered transmission is engaged (S90).

한편, S50단계 이 후에는, 홀수측 클러치(CL1)가 구동축 클러치인지 판단하고(S60), 판단 결과 홀수측 클러치(CL1)가 구동축 클러치인 경우, 홀수측 클러치(CL1)를 체결한다(S70).On the other hand, after step S50, it is determined whether the odd-numbered side clutch CL1 is a drive shaft clutch (S60). If the odd-numbered side clutch CL1 is the drive shaft clutch, .

그리고, 홀수측 클러치(CL1)가 구동축 클러치가 아닌 경우에는, S80단계로 진입하여 엔진회전속도가 목표 짝수측 클러치속도에 도달하는지 판단한다.If the odd-numbered side clutch CL1 is not the drive shaft clutch, the control flow goes to step S80 to determine whether the engine rotational speed reaches the target even-numbered side clutch speed.

아울러, S80단계의 판단 결과, 짝수측 클러치(CL2)를 해제하고, 짝수측 변속기어를 체결한 경우(S90), 짝수측 클러치(CL2)가 구동축 클러치인지 판단한다(S100).As a result of the determination in step S80, if the even-numbered side clutch CL2 is released and the even-numbered side gearshift clutch is engaged (S90), it is determined whether the even-numbered side clutch CL2 is the drive shaft clutch (S100).

판단 결과, 짝수측 클러치(CL2)가 구동축 클러치인 경우, 짝수측 클러치(CL2)를 체결하고(S110), 구동축 클러치가 아닌 경우, 다시 S40단계로 진입하도록 제어할 수 있다.As a result of the determination, if the even-numbered side clutch CL2 is the drive shaft clutch, the even-numbered side clutch CL2 is engaged (S110), and if it is not the drive shaft clutch,

상술한 바와 같이, 본 발명은 세일링모드 진입시, 두 개의 클러치 모두를 차량으로부터 분리함으로써, 차량측 부하를 감소시켜 연비 향상에 기여하고, 또한 세일링모드 해제시에는 가속페달의 팁인 응답성을 개선함으로써, 차량의 연비 개선을 극대화하게 된다.As described above, the present invention separates both clutches from the vehicle at the time of entering the sailing mode, thereby contributing to the improvement of the fuel consumption by reducing the load on the vehicle side, and improving the responsiveness which is the tip of the accelerator pedal when the sailing mode is released, Thereby maximizing the improvement of fuel efficiency of the vehicle.

한편, 본 발명은 상기한 구체적인 예에 대해서만 상세히 설명되었지만 본 발명의 기술사상 범위 내에서 다양한 변형 및 수정이 가능함은 당업자에게 있어서 명백한 것이며, 이러한 변형 및 수정이 첨부된 특허청구범위에 속함은 당연한 것이다.While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be construed as limited to the specific embodiments set forth herein; rather, .

1 : 제어부
CL1 : 홀수측 클러치 CL2 : 짝수측 클러치
CLA1 : 홀수측 클러치액추에이터 CLA2 : 짝수측 클러치액추에이터
GA1 : 홀수측 기어액추에이터 GA2 : 짝수측 기어액추에이터1:
CL1: odd-numbered side clutch CL2: even-numbered side clutch
CLA1: Clutch actuator for odd-numbered side CLA2: Clutch actuator for even-
GA1: odd side gear actuator GA2: even side gear actuator

Claims (5)

세일링모드 진입시, 클러치를 해제한 후 변속기어를 해제하는 해제단계;
상기 해제단계 이 후에, 클러치를 체결하여 엔진회전속도와 클러치속도를 동기시키는 동기단계;
상기 동기단계 이 후에 세일링모드 해제시, 현재 차량의 주행상태를 반영하는 목표 클러치속도에 엔진회전속도가 도달하는 경우, 클러치를 해제한 후 변속기어를 체결하는 기어체결단계;
상기 기어체결단계 이 후에 클러치를 체결하는 클러치체결단계;를 포함하고,
상기 해제단계에서는, 홀수측 클러치와 짝수측 클러치를 모두 해제한 후 홀수측 변속기어와 짝수측 변속기어를 모두 해제하고;
상기 동기단계에서는, 홀수측 클러치와 짝수측 클러치를 모두 체결하는 것을 특징으로 하는 차량용 주행 제어방법.A releasing step of releasing the transmission gear after releasing the clutch upon entering the sailing mode;
A synchronizing step of, after the releasing step, engaging the clutch to synchronize the engine speed and the clutch speed;
A gear engaging step of releasing the clutch and engaging the transmission when the engine speed reaches the target clutch speed reflecting the running state of the current vehicle at the time of releasing the sailing mode after the synchronizing step;
And a clutch engaging step of engaging the clutch after the gear engaging step,
In the releasing step, both the odd-numbered transmission and the even-numbered transmission are released after releasing both the odd-numbered-side clutch and the even-numbered-side clutch;
And in the synchronizing step, both the odd-numbered side clutch and the even-numbered side clutch are engaged. 청구항 1에 있어서,
상기 기어체결단계에서는, 홀수측 목표 클러치속도에 엔진회전속도가 도달한 경우 홀수측 클러치를 해제한 후 홀수측 변속기어를 체결하고;
상기 클러치체결단계에서는, 홀수측 클러치가 구동축인 경우 홀수측 클러치를 체결하는 것을 특징으로 하는 차량용 주행 제어방법.The method according to claim 1,
In the gear engagement step, when the engine rotational speed reaches the odd-numbered side target clutch speed, the odd-numbered side clutch is released and then the odd-numbered side transmission is engaged;
And when the odd-numbered side clutch is a drive shaft, the odd-numbered side clutch is engaged in the clutch engaging step. 청구항 2에 있어서,
상기 기어체결단계에서는, 짝수측 목표 클러치속도에 엔진회전속도가 도달한 경우 짝수측 클러치를 해제한 후 짝수측 변속기어를 체결하고;
상기 클러치체결단계에서는, 짝수측 클러치가 구동축인 경우 짝수측 클러치를 체결하는 것을 특징으로 하는 차량용 주행 제어방법.The method of claim 2,
In the gear engagement step, when the engine rotational speed reaches the even-numbered target clutch speed, the even-numbered side clutch is released and then the even-numbered transmission is engaged;
And when the even-numbered side clutch is the drive shaft, the even-numbered side clutch is engaged in the clutch engagement step. 청구항 3에 있어서,
상기 기어체결단계에서는,
세일링모드가 해제된 이 후에 엔진회전속도가 상승하여 홀수측 목표 클러치속도 및 짝수측 목표 클러치속도에 도달할 때까지는, 홀수측 클러치 및 짝수측 클러치의 체결 상태를 유지하는 것을 특징으로 하는 차량용 주행 제어방법.The method of claim 3,
In the gear engagement step,
And the engagement state of the odd-numbered side clutch and the even-numbered side clutch is maintained until the engine rotation speed rises after reaching the odd-numbered target clutch speed and the even-numbered target clutch speed after the sailing mode is released. Way. 청구항 2에 있어서,
차속 및 가속페달의 조작신호가 제어부에 입력되어, 제어부에 의해 세일링모드의 진입 및 해제 여부를 판단하고;
홀수측 클러치 및 짝수측 클러치의 결합 및 해제 조작이 홀수측 클러치액추에이터 및 짝수측 클러치액추에이터에 의해 이루어지며;
홀수측 변속기어 및 짝수측 변속기어의 결합 및 해제 조작이 홀수측 기어액추에이터 및 짝수측 기어액추에이터에 의해 이루어지는 것을 특징으로 차량용 주행 제어방법.The method of claim 2,
An operation signal of the vehicle speed and the accelerator pedal is inputted to the control unit, and it is determined by the control unit whether or not the sailing mode is entered or released;
The engagement and disengagement operations of the odd-numbered side clutch and the even-numbered side clutch are performed by the odd-numbered side clutch actuator and the even-numbered side clutch actuator;
The odd-numbered side gearshift actuator and the even-numbered side gearshift actuator are engaged and disengaged by the odd-numbered side gear actuator and the even-numbered side gear actuator.
KR1020160059833A 2016-05-16 2016-05-16 Method for controlling driving of vehicles KR101846669B1 (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014085011A (en) * 2012-10-25 2014-05-12 Hyundai Motor Company Co Ltd Control method of dct mounted vehicle
JP2015067226A (en) 2013-09-30 2015-04-13 ダイハツ工業株式会社 Power transmission mechanism

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014085011A (en) * 2012-10-25 2014-05-12 Hyundai Motor Company Co Ltd Control method of dct mounted vehicle
JP2015067226A (en) 2013-09-30 2015-04-13 ダイハツ工業株式会社 Power transmission mechanism

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