KR102506878B1 - Apparatus and method for controlling transmission of vehicle - Google Patents

Abstract

The present invention relates to an apparatus and method for controlling a speed change of a vehicle, and the apparatus according to the present invention includes a prediction unit for predicting driving data of a vehicle after passing a speed bump according to a vehicle state before entering a speed bump and a type of road, the prediction and a calculation unit that calculates a predicted gear ratio of the vehicle based on the obtained driving data, and a control unit that determines a shift gear stage based on the predicted gear ratio and performs shift control of the vehicle according to the determined shift gear range.

Description

Vehicle shift control device and method {APPARATUS AND METHOD FOR CONTROLLING TRANSMISSION OF VEHICLE}

The present invention relates to a vehicle shift control apparatus and method.

According to the domestic standard, the lane width is 2.75 to 3m, and the speed bump installed on the road at this time has different installation standards depending on the width of the road.

For example, in the case of a two- to four-lane round-trip road with a width of 6 m or more, the speed hump has a maximum height of about 10 cm and a length of about 3.6 m. On the other hand, in the case of a side road and/or a two-lane road with a width of less than 6 m, the speed hump has a maximum height of about 7.5 cm and a length of about 2 m.

In this way, although there are various types of speed bumps, the type of acceleration bumps is not considered at all when the vehicle passes the speed bumps. Therefore, a large impact may occur when the vehicle passes the acceleration bump.

An object of the present invention is to minimize the impact and improve shift performance when the vehicle passes through an acceleration bump by applying various shift gears according to the type of road and / or the type of acceleration bump, shifting of the vehicle It is to provide a control device and method.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below.

In order to achieve the above object, a vehicle shift control apparatus according to an embodiment of the present invention includes a predictor for predicting driving data of the vehicle after passing the speed bump according to the vehicle state before entering the speed bump and the type of road; A calculation unit that calculates a predicted gear ratio of the vehicle based on predicted driving data, and a control unit that determines a shift gear stage based on the predicted gear ratio and performs shift control of the vehicle according to the determined shift gear stage. to be characterized

In addition, the device according to an embodiment of the present invention may further include a storage unit for storing change information of driving data before/after entering a speed bump for each type of road.

The prediction unit extracts change information of driving data corresponding to the type of road on which the vehicle is traveling from the storage unit, and predicts driving data after the vehicle passes through a speed bump based on the change information of the extracted driving data. It is characterized by doing.

The prediction unit may predict driving data after passing the speed bump based on the deceleration of the vehicle before entering the speed bump.

The prediction unit may predict the speed, acceleration, and accelerator pedal sensor (APS) of the vehicle after passing the speed bump.

The calculation unit may calculate the acceleration for each gear stage under the condition of the predicted APS.

The calculation unit may calculate the predicted gear ratio using the predicted speed, acceleration, and APS.

In addition, the apparatus according to an embodiment of the present invention may further include an analyzer for analyzing a change in driving data before/after entering the speed bump for each type of road.

In addition, the device according to an embodiment of the present invention is characterized in that it further comprises a communication unit for receiving road information from the navigation.

In addition, the device according to an embodiment of the present invention is characterized in that it further comprises a sensor unit for detecting information on the speed bump in front of the driving road.

In addition, a speed control method of a vehicle according to an embodiment of the present invention for achieving the above object includes predicting driving data of the vehicle after passing the speed bump according to the vehicle state before entering the speed bump and the type of road, Calculating a predicted gear ratio of the vehicle based on the predicted driving data, determining a gear shift based on the predicted gear ratio, and performing shift control of the vehicle according to the determined shift gear. It is characterized by including.

According to the present invention, there is an effect of minimizing impact and improving shift performance when a vehicle passes a speed bump by applying various shift gears according to the type of road and/or the type of speed bump.

1 is a diagram illustrating a vehicle to which a shift control apparatus for a vehicle according to an embodiment of the present invention is applied.
2 is a diagram showing the configuration of a shift control device for a vehicle according to an embodiment of the present invention.
3A to 6 are diagrams illustrating an embodiment referred to for explaining an operation of analyzing a change in driving data of a shift control device of a vehicle according to an embodiment of the present invention.
7 and 8 are diagrams illustrating an embodiment referenced to describe a driving data prediction operation of a shift control apparatus for a vehicle according to an embodiment of the present invention.
FIG. 9 is a diagram illustrating an embodiment referred to for explaining an operation of determining a shift gear stage of a shift control apparatus for a vehicle according to an embodiment of the present invention.
10 is a diagram illustrating an operational flow of a method for controlling shifting of a vehicle according to an embodiment of the present invention.
11 is a diagram illustrating a computing system on which a method according to an embodiment of the present invention is executed.

Hereinafter, some embodiments of the present invention will be described in detail through exemplary drawings. In adding reference numerals to components of each drawing, it should be noted that the same components have the same numerals as much as possible even if they are displayed on different drawings. In addition, in describing an embodiment of the present invention, if it is determined that a detailed description of a related known configuration or function hinders understanding of the embodiment of the present invention, the detailed description will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, order, or order of the corresponding component is not limited by the term. In addition, unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

1 is a view showing a vehicle to which a vehicle shift control device according to the present invention is applied.

Referring to FIG. 1 , the speed bump 20 may be formed in various shapes depending on the type of road (eg, a back road, a two-lane road, a four-lane road, etc.). Accordingly, the shift control device 100 may obtain driving road information from the navigation system 15 or obtain information of a forward road using sensors to check the type of the road and/or the speed bump 20 .

In addition, the shift control apparatus 100 of the vehicle 10 analyzes changes in driving data before and after the vehicle 10 enters the speed bump 20 according to the type of road or the type of the speed bump 20, and , It is possible to predict the change of driving data for the speed bump 20 into which the vehicle 10 will enter in advance based on the analyzed result, and determine the optimal shift gear stage when driving the speed bump 20 . Accordingly, the detailed configuration of the shift control device 100 of the vehicle 10 refers to the embodiment of FIG. 2 .

The shift control apparatus 100 according to the present invention may be implemented inside the vehicle 10 . In this case, the shift control device 100 may be integrally formed with internal control units of the vehicle 10 . Meanwhile, the shift control device 100 may be implemented as a separate device and connected to the control units of the vehicle 10 by a separate connection means.

2 is a diagram showing the configuration of a shift control device for a vehicle according to an embodiment of the present invention.

Referring to FIG. 2 , the shift control device 100 according to the present invention includes a control unit 110, an interface unit 120, a sensor unit 130, a communication unit 140, a storage unit 150, and an analysis unit 160. , a prediction unit 170 and a calculation unit 180 may be included. Here, the controller 110, the analyzer 160, the predictor 170, and the calculator 180 of the shift control device 100 according to the present embodiment may be implemented as one or more processors.

The control unit 110 may process a signal transmitted between each component of the shift control device 100 .

The interface unit 120 may include an input unit for receiving a control command from a user and an output unit for outputting an operating state and result of the device 100 .

Here, the input means may include a key button, and may include a mouse, a joystick, a jog shuttle, a stylus pen, and the like. Also, the input means may include soft keys implemented on a display.

The output unit may include a display and may also include an audio output unit such as a speaker. In this case, when a touch sensor such as a touch film, a touch sheet, or a touch pad is provided in a display, the display operates as a touch screen, and an input unit and an output unit may be integrated.

At this time, the display includes a liquid crystal display (LCD), a thin film transistor liquid crystal display (TFT LCD), an organic light-emitting diode (OLED), and a flexible display. , a field emission display (FED), and a three-dimensional display (3D display).

The sensor unit 130 may include one or more sensors that detect obstacles located around the vehicle 10 and detect information about the obstacles. For example, the sensor unit 130 may include a Lidar, a camera, and the like for detecting information about the speed bump 20 on the road ahead. Of course, any sensor capable of detecting information of an obstacle such as the speed bump 20 may be applied as the sensor.

Meanwhile, the sensor unit 130 may further include a sensor for measuring speed, acceleration, and/or an accelerator pedal sensor (APS) of the vehicle 10 .

The communication unit 140 may include a communication module supporting a communication interface with electrical components and/or control units provided in the vehicle 10 . As an example, the communication module may be communicatively connected to the navigation device 15 provided in the vehicle 10 to receive road information and/or speed bump information 20 from the navigation device 15 . Also, the communication module may receive driving data (eg, speed, acceleration, APS, etc.) of the vehicle 10 from control units provided in the vehicle 10 .

Here, the communication module may include a module supporting vehicle network communication such as CAN (Controller Area Network) communication, LIN (Local Interconnect Network) communication, and Flex-Ray communication.

In addition, the communication unit 140 may further include a communication module supporting wireless Internet access and/or a communication module supporting short range communication. Here, the wireless Internet technology may include wireless LAN (WLAN), wireless broadband (Wibro), Wi-Fi, WiMAX (World Interoperability for Microwave Access, Wimax), etc., and short-range communication technology Examples may include Bluetooth, ZigBee, Ultra Wideband (UWB), Radio Frequency Identification (RFID), Infrared Data Association (IrDA), and the like.

The storage unit 150 may store data and/or algorithms necessary for the transmission control device 100 to operate. As an example, the storage unit 150 analyzes changes in driving data before and after entering the speed bump 20, predicts the driving data after entering the speed bump 20, calculates a predicted gear ratio, and shifts the gear stage. Instructions and/or algorithms for determining may be stored.

In addition, the storage unit 150 may store change information of driving data for each type of road (and/or speed bump), and may also store information received by the navigation system 15 and/or sensors.

Here, the storage unit 150 includes RAM (Random Access Memory), SRAM (Static Random Access Memory), ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory) It may include a storage medium such as.

The controller 110 may check the type of road based on road information received from the navigation device 15 . In addition, the controller 110 may check the presence or absence of the front speed bump 20 and/or the type of the speed bump 20 located in front of the road based on the information received by the sensors during driving. Here, the controller 110 detects the height (h) and length (l) of the speed bump 20 based on the information received by the plurality of sensors, as shown in FIG. 3A, and the detected speed bump ( Based on the information of 20), the type of the speed bump 20 can be confirmed as shown in FIG. 3B.

If it is difficult to determine the type of the speed bump 20 from the sensors, the controller 110 may infer the type of the speed bump 20 based on the type of road.

At this time, if it is confirmed that the speed bump 20 is present within a predetermined distance ahead of the vehicle 10, the control unit 110 may transfer type information of the speed bump 20 to the analysis unit 160.

The analyzer 160 may analyze changes in driving data before/after entering the speed bump 20 while the vehicle 10 passes the speed bump 20, and store the analysis result in the storage unit 150.

As an example, the analyzer 160 may analyze the degree of change in driving data before and after entering the nth type of speed bump 20 when the vehicle 10 is driving on the mth type of road. Here, the driving data may correspond to speed, acceleration, and/or APS information.

Examples of the degree of change of driving data when the vehicle 10 passes the speed bump 20 refer to FIGS. 4A to 4C.

4A is a graph showing a change in speed when a vehicle passes a speed bump. Referring to FIG. 4A , it can be seen that the speed decreases until the vehicle 10 enters the speed bump 20 and then increases after passing the speed bump 20 .

4B is a graph showing a change in acceleration when a vehicle passes a speed bump. Referring to FIG. 4B , it can be seen that the acceleration decreases until the vehicle 10 enters the speed bump 20 and then increases while entering the speed bump 20 .

4C is a graph of APS change when a vehicle passes a speed bump. Referring to FIG. 4C , it can be seen that the acceleration of the APS becomes 0 when the vehicle 10 enters the speed bump 20 and then increases after passing the speed bump 20 .

In this case, the analyzer 160 may analyze changes in driving data before/after entering the speed bump 20 for each type of road and/or speed bump 20 . The analysis unit 160 stores change information of driving data for each type of road and/or speed bump 20 in the storage unit 150 based on the analysis result.

Meanwhile, the control unit 110 controls the operation of the prediction unit 170 and the operation unit 180 when it is confirmed that the speed bump 20 is present within a predetermined distance ahead of the vehicle 10 .

Accordingly, the prediction unit 170 checks the deceleration of the vehicle 10 before entering the speed bump 20 based on information received through the communication unit 140 or information received from the sensors. In addition, the controller 110 checks the type of the current driving road based on the road information received from the navigation device 15 . Also, the controller 110 may determine the type of the front speed bump 20 based on information received from the sensors.

When the type of the current driving road and/or the speed bump 20 is confirmed, the prediction unit 170 determines the current driving road and/or the speed bump 20 among change information of driving data stored in the storage unit 150 in advance. Change information of driving data corresponding to the type is extracted.

Based on the change information of the extracted driving data, the prediction unit 170 determines driving data after passing the speed bump 20 according to the deceleration of the vehicle 10 before entering the speed bump 20, for example, speed, acceleration, and predict APS.

5A to 5C for an example of a degree of change in driving data after passing the speed bump 20 according to a change in deceleration of the vehicle 10 before entering the speed bump 20 .

5A is a graph showing a change in vehicle speed according to a change in deceleration. Referring to FIG. 5A , deceleration and speed have a relationship graph of 'y = -a ₁ x + b ₁ '. At this time, if the formula of 'y = -a ₁ x + b ₁ ' is arranged based on the speed, a relationship graph of 'y = a ₄ x' is obtained as shown in FIG. 5B.

Therefore, the prediction unit 170 may predict the speed at the time of re-acceleration after passing the speed bump 20 by substituting the speed when entering the speed bump 20 into the graph of FIG. 5B.

For example, the speed predicted by the prediction unit 170 may be 'V = Ka × v[KPH]'. Here, v is the actual vehicle speed of the vehicle 10 when entering the speed bump 20, V is the predicted speed at the time of re-acceleration after passing the speed bump 20, and Ka means an arbitrary coefficient.

5C is a graph showing a change in acceleration according to a change in deceleration. Referring to FIG. 5C , deceleration and acceleration have a relationship graph of 'y = -a ₂ x + b ₂ '. Accordingly, the prediction unit 170 may predict the acceleration at the time of re-acceleration after passing the speed bump 20 by substituting the deceleration confirmed before entering the speed bump 20 into the graph of FIG. 5C .

For example, the acceleration predicted by the prediction unit 170 may be 'A = Kb × a [m/s ² ]'. Here, a is the absolute value of the deceleration of the vehicle 10 when entering the speed bump 20, A is the predicted acceleration at the time of re-acceleration after passing the speed bump 20, and Kb means an arbitrary coefficient.

5D is a graph showing a change in APS according to a change in deceleration. Referring to FIG. 5D , deceleration and APS have a relationship graph of 'y = -a ₃ x + b ₃ '. Accordingly, the prediction unit 170 may predict the APS at the time of re-acceleration after passing the speed bump 20 by substituting the deceleration confirmed before entering the speed bump 20 into the graph of FIG. 5D.

For example, the APS predicted by the prediction unit 170 may be 'T = Kc × a [%]'. Here, a is the absolute value of the deceleration of the vehicle 10 when entering the speed bump 20, T is the predicted APS at the time of re-acceleration after passing the speed bump 20, and Kc means an arbitrary coefficient.

Here, values of Ka, Kb, and Kc may vary depending on the type of road, as shown in FIG. 6 . Of course, the values shown in FIG. 6 are exemplary values, and are not limited thereto.

7 illustrates a deceleration measurement time point and a time point for predicting driving data. As shown in FIG. 7 , the prediction unit 170, when there is a speed bump 20 on the road ahead, before the vehicle 10 starts to decelerate and enters the speed bump 20, for example , The vehicle speed, acceleration, and APS 1 second after passing the speed bump 20 are predicted at the time of re-acceleration using the deceleration measured 1 second ago.

The calculation unit 180 calculates the acceleration for each gear under the condition of the APS predicted by the prediction unit 170 in advance. Here, the calculation unit 180 may calculate the acceleration for each gear stage using Equation 1 below.

In [Equation 1], a _i is the acceleration of stage i, j is the predicted APS amount, Te _j is the engine torque under the condition of the predicted APS amount, GRi is the gear ratio, FGR is the final reduction ratio, R is the tire radius, C _d is the air resistance coefficient, ρ is the air density, A is the front projected area, V is the predicted vehicle speed, μ is the rolling friction coefficient, m is the weight of the vehicle, g is the gravitational acceleration, and θ is the gradient (road slope).

The acceleration for each gear stage calculated by the calculation unit 180 may be represented as shown in FIG. 8 . At this time, the calculation unit 180 compares the predicted acceleration with the acceleration for each gear stage.

The calculation unit 180 may calculate the predicted gear ratio by applying the velocity, acceleration, and APS predicted by the prediction unit 170 to [Equation 2].

In [Equation 2], GR _B is the predicted gear ratio, j is the predicted APS amount, Te _j is the engine torque under the predicted APS amount conditions, FGR is the final gear ratio, η is the efficiency, R is the tire radius, and m is the vehicle's weight, a _B is the predicted acceleration, C _d is the air resistance coefficient, ρ is the air density, A is the front projected area, V is the predicted vehicle speed, μ is the rolling friction coefficient, g is the gravitational acceleration, and θ is the gradient (road slope) it means.

The control unit 110 determines a shift gear stage based on the predicted gear ratio calculated by the calculator 180 and performs shift control according to the determined shift gear range.

For an embodiment of determining a shift gear stage based on the predicted gear ratio, refer to FIG. 9 . Referring to FIG. 9 , the controller 110 may determine the second gear stage corresponding to the predicted gear ratio GR _B in the gear ratio-gear stage graph shown in FIG. 9 as the shift gear stage of the vehicle 10 .

Therefore, the control unit 110 controls the gear stage of the vehicle 10 to two stages when passing the speed bump 20 .

At this time, the determined shift gear stage takes into consideration the degree of change in driving data before and after passing the speed bump 20 according to the type of the speed bump 20 . Therefore, the shift control device 100 of the vehicle 10 according to the present invention can minimize shock by shifting to the optimal gear stage when the vehicle 10 passes the speed bump 20 .

The device 100 according to the present embodiment operating as described above may be implemented in the form of an independent hardware device including a memory and a processor for processing each operation, and may be implemented in other hardware devices such as a microprocessor or a general-purpose computer system. It can be driven in embedded form.

The operation flow of the vehicle shift control apparatus according to the present invention configured as described above will be described in more detail below.

10 is a diagram illustrating an operational flow of a method for controlling shifting of a vehicle according to an embodiment of the present invention.

Referring to FIG. 10 , when there is a speed bump 20 ahead on the driving road (S110), the speed bump 20 measures the deceleration before entering the speed bump 20 (S120). In addition, the shift control device 100 checks the type of the current driving road (and/or speed bump) from the navigation system 15 and/or sensors (S130).

The shift control apparatus 100 predicts driving data after passing the speed bump 20 according to the deceleration before entering the speed bump 20 and the type of road identified in steps 'S120' and 'S130' (S140). In step 'S140', the shift control device 100 detects a change in driving data after passing the speed bump 20 corresponding to the deceleration on the type of road by using the previously stored change information of driving data for each type of road. Predictable.

Thereafter, the shift control apparatus 100 calculates a predicted gear ratio based on the driving data predicted in step 'S140' (S150), and determines a shift gear stage using the predicted gear ratio calculated in step 'S150' (S160). ).

When the shift gear stage is determined in step 'S160', the shift control device 100 controls the shift of the vehicle 10 while the vehicle 10 passes the speed bump 20 according to the determined gear range.

11 is a diagram illustrating a computing system on which a method according to an embodiment of the present invention is executed.

Referring to FIG. 11 , a computing system 1000 includes at least one processor 1100, a memory 1300, a user interface input device 1400, a user interface output device 1500, and a storage connected through a bus 1200. 1600, and a network interface 1700.

The processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes commands stored in the memory 1300 and/or the storage 1600 . The memory 1300 and the storage 1600 may include various types of volatile or nonvolatile storage media. For example, the memory 1300 may include a read only memory (ROM) 1310 and a random access memory (RAM) 1320 .

Accordingly, the steps of a method or algorithm described in connection with the embodiments disclosed herein may be directly implemented as hardware executed by the processor 1100, a software module, or a combination of the two. A software module resides in a storage medium (i.e., memory 1300 and/or storage 1600) such as RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, or a CD-ROM. You may. An exemplary storage medium is coupled to the processor 1100, and the processor 1100 can read information from, and write information to, the storage medium. Alternatively, the storage medium may be integral with the processor 1100. The processor and storage medium may reside within an application specific integrated circuit (ASIC). An ASIC may reside within a user terminal. Alternatively, the processor and storage medium may reside as separate components within a user terminal.

The above description is merely an example of the technical idea of the present invention, and various modifications and variations can be made to those skilled in the art without departing from the essential characteristics of the present invention.

Therefore, the embodiments disclosed in the present invention are not intended to limit the technical idea of the present invention, but to explain, and the scope of the technical idea of the present invention is not limited by these embodiments. The protection scope of the present invention should be construed according to the claims below, and all technical ideas within the equivalent range should be construed as being included in the scope of the present invention.

10: vehicle 15: navigation
20: speed bump 100: shift control device
110: control unit 120: interface unit
130: sensor unit 140: communication unit
150: storage unit 160: analysis unit
170: prediction unit 180: calculation unit

Claims (20)

a prediction unit that predicts driving data of the vehicle after passing the speed bump according to the vehicle condition before entering the speed bump and the type of road;
a calculator configured to calculate a predicted gear ratio of the vehicle based on the predicted driving data; and
A controller configured to determine a shift gear stage based on the predicted gear ratio and to control shifting of the vehicle according to the determined shift gear stage
A shift control device for a vehicle, comprising: The method of claim 1,
and a storage unit for storing change information of driving data before/after entering a speed bump for each type of road. The method of claim 2,
The prediction unit,
Extracting change information of driving data corresponding to the type of road on which the vehicle is driving from the storage unit, and predicting driving data after passing the speed bump of the vehicle based on the change information of the extracted driving data vehicle shift control device. The method of claim 3,
The prediction unit,
The shift control device of a vehicle, characterized in that for predicting driving data after passing the speed bump based on the deceleration of the vehicle before entering the speed bump. The method of claim 4,
The prediction unit,
Vehicle shift control device, characterized in that for predicting the speed, acceleration and APS (Accelerator Pedal Sensor) of the vehicle after passing the speed bump. The method of claim 5,
The calculation unit,
The shift control device for a vehicle, characterized in that for calculating the acceleration for each gear stage under the predicted APS condition. The method of claim 5,
The calculation unit,
The shift control device of a vehicle, characterized in that for calculating the predicted gear ratio using the predicted speed, acceleration and APS. The method of claim 2,
The shift control device for a vehicle further comprising an analyzer configured to analyze a change in driving data before/after entering the speed bump for each type of road. The method of claim 1,
A shift control device for a vehicle, further comprising a communication unit that receives road information from a navigation system. The method of claim 1,
A shift control device for a vehicle, further comprising a sensor unit for detecting information on a speed bump in front of a driving road. Predicting driving data of the vehicle after passing the speed bump according to a vehicle state before entering the speed bump and a type of road;
calculating a predicted gear ratio of the vehicle based on the predicted driving data;
determining a shift gear stage based on the predicted gear ratio; and
Performing shift control of the vehicle according to the determined shift gear stage
A method for controlling shifting of a vehicle, comprising: The method of claim 11,
The method of controlling vehicle speed change, further comprising analyzing and storing change information of driving data before/after entering a speed bump for each type of road prior to the predicting step. The method of claim 12,
The predicting step is
extracting change information of driving data corresponding to the type of road on which the vehicle is driving; and
and predicting driving data after passing the speed bump of the vehicle based on change information of the extracted driving data. The method of claim 13,
The predicting step is
The vehicle shift control method, characterized in that for predicting driving data after passing the speed bump based on the deceleration of the vehicle before entering the speed bump. The method of claim 14,
The predicting step is
The vehicle shift control method further comprising estimating speed, acceleration, and an accelerator pedal sensor (APS) of the vehicle after passing the speed bump. The method of claim 15
The calculation step is
and calculating an acceleration for each gear stage under the predicted APS condition. The method of claim 15
The calculation step is
and calculating the predicted gear ratio using the predicted speed, acceleration, and APS. The method of claim 11,
receiving road information from a navigation device before the predicting step; and
The method of controlling vehicle shift according to claim 1, further comprising determining a type of road on which the vehicle travels based on the received road information. The method of claim 18
The shift control method of a vehicle further comprising the step of checking a type of a speed bump formed on a corresponding road based on the identified road type. The method of claim 11,
detecting information about a speed bump in front of the driving road from a sensor before the predicting step; and
and determining the type of the speed bump based on the detected information.

Images