KR101918823B1 - Damper duty control method and apparatus on manual power off down shift - Google Patents

Abstract

The present invention relates to a control system for controlling the driving force when the engine torque is in the increased state and the engine torque is divided into the stable state and the increased state in the case of performing the shifting by controlling the hydraulic pressure of the transmission during running of the vehicle. A vehicle speed change dampers duty control apparatus and method are disclosed that allow control by adding compensation logic to duty. The disclosed vehicle speed change damper duty control apparatus includes an engine driving unit for driving an engine mounted on a vehicle; An engine sensing unit for sensing information required to control the engine; A shift drive portion for performing a gear shift for changing the speed of the vehicle; A shift sensing unit for sensing information required for the gear shift control; And a shift lever position information check unit for checking the shift lever position information through the shift sensing unit to check the amount of opening by the accelerator pedal through the engine sensing unit, A power off downshift state is confirmed through the engine sensing unit and an engine torque value is confirmed through the engine sensing unit. If the engine torque is recognized as being equal to or greater than a predetermined reference value, And a control unit for controlling the engine speed by adding an offset duty and a gradient duty to the duty cycle.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle speed change damper control method and apparatus,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus and method for controlling a vehicle speed change damper, and more particularly, to an apparatus and method for controlling a vehicle speed change damping duty when a vehicle speed is controlled by controlling a hydraulic pressure of a transmission, In addition, when the engine torque is increased, an offset and a gradient duty are additionally applied to the control duty at the time of driving the vehicle to compensate logic, so that the damper direct impact due to the increase of the engine speed can be minimized To a vehicle speed change damper duty control apparatus and method.

Generally, an automatic transmission applied to a vehicle controls the hydraulic pressure by controlling a plurality of solenoid valves depending on the running speed of the vehicle, the opening rate of the throttle valve, and various other conditions, so that the transmission of the target speed change stage is operated As shown in FIG.

In other words, when the driver changes the range by operating the shift lever, the hydraulic pressure supplied from the oil pump is selectively operated by the various operating elements of the transmission mechanism according to the duty control of the solenoid valve, .

The automatic transmission thus operated is shifted by the interaction of a friction element that is released from operation in the operating state and a friction element that is switched from the disengagement state to the operating state when the shift is made to the target speed change stage, The shifting performance of the automatic transmission largely depends on the timing of operation and release of the element.

[0004] However, when a vehicle equipped with an automatic transmission travels by way of a line, a power-off downshift in which the speed change stage of the vehicle is lowered in an idling state in which the accelerator pedal is not driven, (Power off down shift).

Further, in the case of an automatic transmission vehicle, it is general that the vehicle is 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 while traveling on the other way. This is because the vehicle is driven by inertia of the vehicle, not by the force of the engine, and this state is referred to as inertial running state.

Accordingly, when the engine speed Ne is lower than the turbine speed Nt and the engine speed Ne is higher than the turbine speed Nt when the power-off downshift progresses during inertia running, The driving force of the vehicle driv- ing system is reversed and the driving force is reversed. As a result, an engine brake is generated and a shift shock occurs due to backlash of the driving system.

Korean Published Patent Application No. 10-2012-0138373 (Publication date: December 26, 2012)

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above problems and provide an engine control device for an internal combustion engine in which an engine torque is divided into a stable state and an increased state, In which the damper direct impact shock due to an increase in engine speed can be minimized by controlling offset and gradient duty additionally to the control duty at the time of driving the vehicle in the increase state, And to provide a shift damper duty control apparatus and method.

According to an aspect of the present invention, there is provided an apparatus for controlling a vehicle speed change damper, including: an engine driving unit for driving an engine mounted on a vehicle; An engine sensing unit for sensing information required to control the engine; A shift drive portion for performing a gear shift for changing the speed of the vehicle; A shift sensing unit for sensing information required for the gear shift control; A damper clutch for engaging or disengaging the shifting gear; And a shift lever position information check unit for checking the shift lever position information through the shift sensing unit to check the amount of opening by the accelerator pedal through the engine sensing unit, A power off downshift state is confirmed through the engine sensing unit and an engine torque value is confirmed through the engine sensing unit. If the engine torque is recognized as being equal to or greater than a predetermined reference value, And a control unit for controlling the engine speed by adding an offset duty and a gradient duty to the duty cycle.

The control unit may be configured to control the first region (part A) from the time when the target gear is changed to the time when the synchronous speed of the current gear is changed, A second region (part B) from the time point when the current speed becomes equal to the synchronous speed of the target gear, a third region (part B) from the end point of the second region to the end point of the gear shift state C, and the offset duty and the gradient duty may be controlled for each of the three regions according to the offset duty and the gradient duty.

In addition, the control unit may control the first offset duty and the first gradient duty in the first region (part A) and the second offset duty and the second offset duty in the second region (part B) And a third gradient duty and a third gradient duty in the third region (part C).

The engine sensing unit may include a vehicle speed sensor, an engine speed sensor, a cooling water temperature sensor, a turbine speed sensor, and a throttle position sensor (TPS).

The shift sensing unit may include an input side speed sensor, an output side speed sensor, an oil temperature sensor, an accelerator pedal sensor (APS), an RPM sensor, a brake sensing sensor, and a shift lever sensing sensor.

According to another aspect of the present invention, there is provided a vehicle speed change damping control method for a vehicle, including: (a) a control unit checking a shift lever position information value through a shift sensing unit to determine a manual shift state Recognizing; (b) recognizing the driving state by checking the opening amount of the accelerator pedal through the engine sensing unit; (c) confirming a power off downshift state by the control unit through the shift sensing unit; (d) checking the engine torque value through the engine sensing unit; And (e) when the engine torque value is equal to or greater than a predetermined reference value, the control unit adds an offset duty and a gradient duty to the control duty at the time of driving the vehicle to maintain the target slip amount, And controlling the number of revolutions.

In the step (e), the control unit may control the first region (part A) from the time when the target gear is changed to the time when the synchronous speed of the current gear is changed, A second region (part B) from the end of the first region to a time point at which the current speed and the synchronous speed of the target gear become equal to each other, a time point from the end point of the second region to the end of the gear shift state And a third region (part C) of the gradient region. The offset duty and the gradient duty can be controlled in accordance with the three intervals according to the offset duty and the gradient duty for each region.

In the step (e), the control unit controls the first offset duty and the first gradient duty in the first region (part A) and the first offset duty and the second gradient duty in the second region (part B) 2 offset duty and the second gradient duty, and the third offset duty and the third gradient duty in the third region (part C).

Other aspects, advantages and features of the present invention will become more apparent on the basis of the following description in the entire specification, including the following sections: Brief Description of the Drawings, Detailed Description, and Claims.

According to the present invention, the stable torque state and the torque increase state in the shifting section are controlled by differentiating the vehicle during the shifting of the vehicle, so that the direct damper impact due to the shifting can be reduced and the driving performance can be improved.

1 is a block diagram schematically showing a main configuration of a vehicle speed change dampers duty control apparatus according to an embodiment of the present invention.
FIG. 2 is a diagram illustrating an example in which the control unit recognizes three intervals for a speed change section according to an embodiment of the present invention.
3 is a view illustrating an example in which the control unit according to the embodiment of the present invention stably performs the damping duty control when the engine torque is lower than a certain level in the shift range upon power-off downshift.
4 is a graph showing the turbine speed and the engine speed before the compensation logic is applied in the engine torque increase state during the power-off downshift according to the embodiment of the present invention.
5 is a flowchart illustrating a method of controlling the vehicle speed change damper duty according to an embodiment of the present invention.
FIG. 6 is a diagram illustrating a turbine revolution number and an engine revolution number after applying compensation logic in an engine torque increase state during a power-off downshift 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 portions that are described as being "below" other portions are described as being "above " other portions. 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.

1 is a block diagram schematically showing a main configuration of a vehicle speed change dampers duty control apparatus according to an embodiment of the present invention.

1, an apparatus 100 for controlling vehicle speed damper according to the present invention includes an engine driving unit 110, an engine sensing unit 120, a speed change driving unit 130, a speed change sensing unit 140, a controller 150 A damper clutch 160, and the like.

The engine drive unit 110 drives the rotation operation of the engine mounted on the vehicle.

The engine detection unit 120 detects information necessary for controlling the engine. For example, a vehicle speed sensor that senses the vehicle speed of the vehicle, an engine speed sensor that senses the engine speed of the vehicle, a coolant temperature sensor that senses the coolant temperature of the vehicle, a turbine speed sensor that senses the turbine speed of the vehicle, And a throttle position sensor (TPS) for sensing the position of the throttle valve of the vehicle.

The speed change drive unit 130 performs a gear change for changing the speed of the vehicle.

The shift sensing portion 140 detects information necessary for controlling the gear shift. For example, the shift sensing unit 140 may include an accelerator pedal sensor (APS) that senses the depression of the accelerator pedal, a RPM sensor, a brake sensing sensor that senses the depression of the brake pedal, a shift lever sensor A sensor and an RPM sensor for sensing the number of revolutions of the engine or turbine.

The control unit 150 checks the shift lever position information through the shift sensing unit 140 and determines the opening amount of the accelerator pedal through the engine sensing unit 120, And a power off downshift state is confirmed through the shift sensing unit 140. When the engine torque is recognized through the engine sensing unit 120 and the engine torque is recognized to be equal to or higher than a predetermined reference value , And controls the engine rotation speed by adding an offset duty and a gradient duty to the control duty at the time of driving the vehicle to maintain the target slip amount.

That is, the control unit 150 determines whether or not the first region (part A) from the point of time when the target gear is changed to the point of time when the synchronous speed of the current gear is changed, A second region (part B) from the end point of the second region to a point at which the current speed and the synchronous speed of the target gear become the same, and a third region from the end point of the second region to the end point of the gear shift state (part C), and it is possible to control the offset duty and the gradient duty for each area according to the three intervals according to the offset duty and the gradient duty.

The control unit 150 controls the first area offset duty and the first area gradient duty in the first region (part A) and controls the second area offset duty and the second area offset duty in the second area (part B) The second area gradient duty, and the third area offset duty and the third area gradient duty in the third area (part C).

The damper clutch (160) engages or disengages the shift according to the control of the controller (150).

FIG. 2 is a diagram illustrating an example in which the control unit recognizes three intervals for a speed change section according to an embodiment of the present invention.

As shown in FIG. 2, the control unit 150 recognizes the first region (part 0), the second region (part 1), and the third region (part 2) separately for the speed change period.

Here, the first area (part 0) is a section from the point of time when the target gear is changed to the point of time when the synchronous speed of the current gear is changed.

The second area (part 1) is a section from the end point of the first area (part 0) to the point at which the current speed is equal to the synchronous speed of the target gear.

The third area (part 2) is a section from the end point of the second area (part 1) to the end point of the gear shift state.

In addition, the first region (part 0) consists of a first (part 0) offset region and a first (part 0) gradient region, and the second region (part 1) 1) offset region and a second (part 1) gradient region, the third region (part 2) consists of a third (part 2) offset region and a third (part 2) and a gradient region.

Accordingly, the controller 150 determines a first offset duty and a first zero duty in a first region (part 0) where shifting starts, for a shifting region divided into three regions, The first offset duty and the second gradient duty are controlled in the second area part 1 and the third offset duty is controlled in the third area part 20, part 2 offset duty) and the third gradient duty (part 2 gradient duty).

3 is a view illustrating an example in which the control unit according to the embodiment of the present invention stably performs the damping duty control when the engine torque is lower than a certain level in the shift range upon power-off downshift.

As shown in FIG. 3, when the turbine speed and the engine speed are stable while maintaining a constant interval and the engine torque is stably maintained without any large change, The damper duty control for maintaining the target slip amount (engine RPM turbine RPM) for each of the first region (part A), the second region (part B) and the third region (part C) It is stable.

That is, control is performed on a first interval (part A offset duty) and a first gradient duty (part A gradient duty) in the first area (part A) for the transmission section divided into three sections, part B offset duty and part B gradient duty in part B and third part duty cycle part C offset duty in the third area part C, And to control it with a gradient C (part C gradient duty).

4 is a graph showing the turbine speed and the engine speed before the compensation logic is applied in the engine torque increase state during the power-off downshift according to the embodiment of the present invention.

As shown in FIG. 4, the controller 150 divides the first region (part A), the second region (part B), and the third region (part C) into three sections The control unit 150 has difficulty in stably performing the damping duty control for maintaining the target slip amount (the engine RPM turbine RPM) because the engine speed rpm suddenly increases when the engine torque increases when each area is controlled . ≪ / RTI >

That is, the engine speed (RPM) relative to the turbine speed (RPM) increases in the shifting interval in which the engine torque increases, so that the target slip amount varies. The control unit 150 sets the offset duty the damper direct impact shock due to the increase of the engine speed (RPM) is minimized through the offset duty control and the gradient duty control.

5 is a flowchart illustrating a method of controlling the vehicle speed change damper duty according to an embodiment of the present invention.

5, the control unit 150 of the vehicle speed change dampers duty control apparatus 100 according to the present invention checks a shift lever position information value through a shift sensing unit 140, ) Is recognized (S510).

That is, when the downshift signal is input, the control unit 150 detects the position of the shift lever through the shift lever sensor of the shift sensing unit 140 to determine whether the vehicle is advancing. Even if the vehicle is advancing, if the shift lever is located in the N range, it is determined that the shift lever is in the D range because the shift of the shift position is not required because the driving force of the engine is not transmitted to the automatic transmission.

Next, the control unit 150 recognizes the opening amount by the accelerator pedal through the engine sensing unit 120 and recognizes the driving state (S520).

For example, when the shift lever is in the D range, the controller 150 determines whether the turbine RPM is in a power-off state where the engine RPM is higher than the engine RPM, that is, Detects the amount of displacement of the pedal, detects whether the brake pedal is operated to determine whether the vehicle is decelerating, and recognizes the power-off state. The controller 150 determines whether the operation amount of the accelerator pedal sensed by the accelerator pedal sensor is equal to or less than the set value, and detects whether the brake pedal is operated or not by the brake detection sensor.

Next, the control unit 150 confirms a power off downshift state through the shift sensing unit 140 (S530).

At this time, if the amount of displacement of the accelerator pedal is less than the set value, the controller 150 decreases the output of the engine because the opening amount of the throttle valve is less than the predetermined value, and the state where the turbine RPM is higher than the RPM of the engine is maintained. Since the vehicle is running, this state is recognized as a power-off state.

If the APS value is equal to or less than the set value and the brake pedal is operated, the controller 150 determines whether the rate of change of the output RPM of the automatic transmission is lower than the set value. If the RPM sensed sensor detects the output RPM change rate of the automatic transmission, And determines whether or not the power-off downshift is in progress by considering the change rate of the output RPM of the automatic transmission. That is, if the rate of change of the output RPM of the automatic transmission is less than the set value, it is determined whether the turbine-engine slip amount is less than the set value, and if the turbine-engine slip amount is less than the set value, the power off downshift is started.

As described above, since the controller 150 determines whether or not the power-off downshift progress is made in consideration of the APS value, the brake pedal operation, the output RPM change rate of the automatic transmission, and the turbine-engine slip amount, A power-off downshift can be performed before a reverse phenomenon occurs in which the engine RPM becomes higher than the turbine RPM in a higher inertia running state. Accordingly, it is possible to reduce the engine braking feeling and the shift shock which are generated by performing the downshift operation during the inertial running of the vehicle.

Next, the control unit 130 confirms the engine torque value through the engine sensing unit 140 (S540).

When the engine torque value is equal to or greater than a predetermined reference value, the control unit 150 adds an offset duty and a gradient duty to the control duty at the time of driving the vehicle to maintain the target slip amount, And controls the number of revolutions (S550).

At this time, the control unit 150 divides the first region (part A), the second region (part B), and the third region (part C) into three sections And controls the offset duty and the gradient duty for each region according to the three sections for the offset duty and the gradient duty. FIG. 6 is a diagram illustrating a turbine revolution number and an engine revolution number after applying compensation logic in an engine torque increase state during a power-off downshift according to an embodiment of the present invention.

That is, the control unit 150 controls the first offset duty and the first gradient duty in the first region (part A) and controls the first gradient duty and the second gradient duty in the second region (part B) 2 offset duty and the second gradient duty, and controls the third offset duty and the third gradient duty in the third region (part C).

Therefore, it may be difficult to stably perform the damper control for maintaining the target slip amount (engine rpm turbine rpm) when the engine torque increases in the manual power down shifting region. However, as shown in FIG. 6, In addition, when offset and gradient duty are additionally applied to the compensation logic, the direct damper impact due to the rise of the engine rpm can be minimized.

On the other hand, when the compensation control logic is applied to the present invention, it is possible to add a switch variable to select whether to apply the compensation control logic. That is, if the set value is 1, the compensation control logic is applied. If the set value is 0, the compensation control logic is not applied.

In addition, it is possible to add a measurement variable that can detect when the switch variable value is 1 and the condition is met according to the operation flow chart of FIG. 5 described above.

For example, when the 8-speed automatic transmission is used as a reference, a compensation map for controlling a total of 7 downshifts can be added. That is, a compensation map for down-shifting from the 8th speed to the 7th speed is composed of three (part A, part B, part C) for offset control and three (part A, part B , part C), a total of six compensation maps are required.

As described above, according to the present invention, in the case where the shift control is performed by controlling the oil pressure of the transmission during running of the vehicle, the engine torque is divided into the stable state and the increased state with respect to the shift region, The duty ratio of the damper directly increases due to the increase of the engine speed by applying offset and gradient duty to the control duty at the time of driving the vehicle, Method can be realized.

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. It is intended that the present invention covers the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents. .

100: Vehicle speed change damper duty controller
110:
120: engine detection unit
130:
140:
150:
160: Damper clutch

Claims (8)

An engine driving unit for driving an engine mounted on a vehicle;
An engine sensing unit for sensing information required to control the engine;
A shift drive portion for performing a gear shift for changing the speed of the vehicle;
A shift sensing unit for sensing information required for the gear shift control;
A damper clutch for engaging or disengaging the shifting gear; And
A shift lever position information is confirmed through the shift sensing unit to be in a manual shift state and a driving state by checking an opening amount by an accelerator pedal through the engine sensing unit, A power off downshift state is confirmed. When the engine torque is recognized through the engine sensing unit and the engine torque is recognized to be equal to or greater than a predetermined reference value, A control unit for controlling an engine speed by adding an offset duty and a gradient duty to the engine;
The duty ratio of the duty ratio of the duty ratio of the duty ratio of the duty ratio of the duty ratio of the duty ratio.
The method according to claim 1,
The control unit may be configured to calculate a first region (part A) from a point of time when the target gear changes to a point of time when the synchronous speed of the current gear changes, and a second region A second region (part B) up to a time point at which the current speed and the synchronous speed of the target gear are equal to each other, a third region (part C) from the end point of the second region to the end of the gear shift state, And controls the offset duty and the gradient duty for each region according to the three intervals with respect to the offset duty and the gradient duty.
3. The method of claim 2,
Wherein the control unit controls the first offset duty and the first gradient duty in the first region (part A) and controls the second offset duty and the second gradient duty in the second region (part B) And controls a third offset duty and a third gradient duty in the third region (part C).
The method according to claim 1,
The engine sensing unit may include a vehicle speed sensor that senses a vehicle speed of the vehicle, an engine speed sensor that senses an engine speed of the vehicle, a cooling water temperature sensor that senses a cooling water temperature of the vehicle, A turbine speed sensor, and a throttle position sensor (TPS) for sensing the position of the throttle valve of the vehicle.
The method according to claim 1,
The shift sensing unit includes an accelerator pedal sensor (APS) for sensing the depression of the accelerator pedal, a RPM sensor, a brake sensing sensor for sensing the depression of the brake pedal, a shift lever sensor for sensing the position of the shift lever, And an RPM sensor that senses the vehicle speed.
(a) a control unit recognizing a manual shift state by checking a shift lever position information value through a shift sensing unit;
(b) recognizing the driving state by checking the opening amount of the accelerator pedal through the engine sensing unit;
(c) confirming a power off downshift state by the control unit through the shift sensing unit;
(d) checking the engine torque value through the engine sensing unit; And
(e) when the engine torque value is equal to or greater than a predetermined reference value, an offset duty and a gradient duty are added to the control duty at the time of driving the vehicle to maintain the target slip amount, Controlling a number;
And controlling the duty ratio of the vehicle.
The method according to claim 6,
In the step (e), the control unit may control the first region (part A) from the point of time when the target gear changes to the point of time when the synchronous speed of the current gear changes, (Part B) from the end point of the first area to the point of time when the current speed and the synchronous speed of the target gear become equal to each other, a period from the end point of the second area to the end of the gear shift state 3 parts (C), and recognizes the offset duty and the gradient duty as an offset duty and a gradient duty for each of the three sections according to the three sections .
8. The method of claim 7,
In the step (e), the control unit controls the first offset duty and the first gradient duty in the first region (part A) and the second offset in the second region (part B) Duty and a second gradient duty, and controls the third region (part C) to a third offset duty and a third gradient duty.

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