KR102564953B1 - Driving control method and apparatus for vehicle with manual transmission - Google Patents

Driving control method and apparatus for vehicle with manual transmission Download PDF

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KR102564953B1
KR102564953B1 KR1020180170511A KR20180170511A KR102564953B1 KR 102564953 B1 KR102564953 B1 KR 102564953B1 KR 1020180170511 A KR1020180170511 A KR 1020180170511A KR 20180170511 A KR20180170511 A KR 20180170511A KR 102564953 B1 KR102564953 B1 KR 102564953B1
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speed
clutch
engine speed
motor
vehicle
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KR20200083688A (en
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곽예찬
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현대트랜시스 주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—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
    • B60W10/02—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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—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
    • 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
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/13—Mileage
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient
    • 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
    • Y02T10/62—Hybrid vehicles

Abstract

본 발명은 클러치의 회전속도를 조절하여 변속시 발생하는 변속손실을 최소화하면서 다이나믹한 수동변속을 구현할 수 있는 기술에 관한 것으로, 본 발명에서는, 클러치를 매개로 엔진의 동력이 변속기에 선택적으로 전달되고, 변속기에 모터가 연결되어 모터의 동력이 제공되는 수동변속기 차량으로서, 컨트롤러가, 주행단에서 일정 차속 이상으로 주행시, 변속과정에서 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 상기 모터의 작동을 제어하여 동기화하거나 엔진속도를 보상하는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법 및 장치가 소개된다.The present invention relates to a technology capable of realizing dynamic manual shifting while minimizing shift loss occurring during shifting by adjusting the rotational speed of a clutch. In the present invention, engine power is selectively transmitted to a transmission via a clutch, , A manual transmission vehicle in which a motor is connected to the transmission to provide power from the motor, and when the controller drives at a certain vehicle speed or higher in the driving stage, synchronization between the engine speed and clutch speed is required in the shift process, or engine speed compensation is required. In this case, a driving control method and apparatus for a manual transmission vehicle, characterized in that by controlling the operation of the motor to synchronize or to compensate for the engine speed, are introduced.

Description

수동변속기 차량의 운전 제어방법 및 장치{DRIVING CONTROL METHOD AND APPARATUS FOR VEHICLE WITH MANUAL TRANSMISSION}Operation control method and device of manual transmission vehicle {DRIVING CONTROL METHOD AND APPARATUS FOR VEHICLE WITH MANUAL TRANSMISSION}

본 발명은 클러치의 회전속도를 조절하여 변속시 발생하는 변속손실을 최소화하면서 다이나믹한 수동변속을 구현할 수 있는 수동변속기 차량의 운전 제어방법 및 장치에 관한 것이다.The present invention relates to a driving control method and apparatus for a manual transmission vehicle capable of realizing dynamic manual shifting while minimizing shift loss occurring during shifting by adjusting the rotational speed of a clutch.

수동변속기가 탑재된 차량은 다이나믹한 운전 요소와 고효율의 연비를 제공하는 장점이 있다.A vehicle equipped with a manual transmission has the advantage of providing dynamic driving elements and high fuel efficiency.

하지만, 이는 운전자의 능력에 따라 크게 좌우되고, 특히 최근 개발되고 있는 자동화된 수동변속기 차량에 연비향상을 위한 다양한 기술들이 고도화되어 탑재됨에 따라 수동변속기 차량과 자동화된 수동변속기 차량의 연비 차이가 거의 없거나, 열세한 경우도 나타나게 된다.However, this is largely dependent on the driver's ability, and in particular, as various technologies for improving fuel efficiency are advanced and installed in recently developed automated manual transmission vehicles, there is little or no difference in fuel efficiency between manual transmission vehicles and automated manual transmission vehicles. , there are also thirteen cases.

이와 더불어, 전세계적으로 친환경이 요구되는 가운데 엔진의 열효율 역시 이미 상당한 수준까지 발전하여 추가적인 효율 개선이 어려워, 수동변속기 차량의 경우 연비규제 대응이 점점 어려워지고 있다.In addition, while eco-friendliness is required worldwide, the thermal efficiency of engines has already developed to a considerable level, making it difficult to further improve efficiency, making it increasingly difficult to respond to fuel economy regulations in the case of vehicles with manual transmissions.

다만, 수동변속기 차량에서 다양한 변속 테크닉의 구현을 통해 연비를 개선할 수 있기는 하지만, 이는 전문 드라이버가 아닌 경우 변속 테크닉을 정확하게 구현하기 힘들기 때문에, 오히려 추가적인 손실이 발생할 수 있는 문제가 있다.However, although fuel efficiency can be improved through the implementation of various shifting techniques in a manual transmission vehicle, it is difficult for non-professional drivers to accurately implement the shifting technique, so there is a problem in that additional losses may occur.

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.The matters described as the background art above are only for improving understanding of the background of the present invention, and should not be taken as an admission that they correspond to prior art already known to those skilled in the art.

KR 10-2013-0115618 AKR 10-2013-0115618 A

본 발명은 전술한 바와 같은 문제점을 해결하기 위하여 안출한 것으로, 클러치의 회전속도를 조절하여 변속시 발생하는 변속손실을 최소화하면서 다이나믹한 수동변속을 구현할 수 있는 수동변속기 차량의 운전 제어방법 및 장치를 제공하는 데 있다.The present invention has been made to solve the above-described problems, and provides a driving control method and apparatus for a manual transmission vehicle capable of realizing dynamic manual shifting while minimizing shift loss occurring during shifting by adjusting the rotational speed of a clutch. is to provide

상기와 같은 목적을 달성하기 위한 본 발명의 구성은, 클러치를 매개로 엔진의 동력이 변속기에 선택적으로 전달되고, 변속기에 모터가 연결되어 모터의 동력이 제공되는 수동변속기 차량으로서, 컨트롤러가, 주행단에서 일정 차속 이상으로 주행시, 변속과정에서 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 상기 모터의 작동을 제어하여 동기화하거나 엔진속도를 보상하는 것을 특징으로 할 수 있다.The configuration of the present invention for achieving the above object is a manual transmission vehicle in which power of an engine is selectively transmitted to a transmission via a clutch, and a motor is connected to the transmission to provide power of the motor. When driving at a certain vehicle speed or more in the stage, when synchronization between the engine speed and the clutch speed is required in the gear shifting process, or when engine speed compensation is required, the operation of the motor is controlled to synchronize or compensate for the engine speed. .

클러치 작동정보와, 변속레버의 위치정보를 입력받는 단계; 상기 클러치가 해제 작동되고, 변속레버의 조작에 의해 현재의 변속단에서 상위 또는 하위의 목표변속단으로 변속되는 경우, 모터의 작동을 제어하여 클러치속도를 엔진속도에 동기화시키는 단계;를 포함할 수 있다.receiving clutch operation information and position information of a shift lever; and synchronizing the clutch speed with the engine speed by controlling the operation of the motor when the clutch is released and shifted from the current gear shift to a higher or lower target gear shift by manipulating the shift lever. there is.

상기 클러치속도가 엔진속도보다 작은 경우, 모터의 회전작동에 의해 클러치속도를 상승시켜 클러치속도를 엔진속도에 동기시킬 수 있다.When the clutch speed is smaller than the engine speed, the clutch speed can be synchronized with the engine speed by increasing the clutch speed by the rotational operation of the motor.

상기 클러치속도가 엔진속도보다 큰 경우, 모터의 부하에 의해 클러치속도를 하강시켜 클러치속도를 엔진속도에 동기시킬 수 있다.When the clutch speed is greater than the engine speed, the clutch speed may be synchronized with the engine speed by lowering the clutch speed by the load of the motor.

상기 변속레버가 목표 변속단에 완전하게 체결된 후 일정시간 이후에 모터의 제어를 정지할 수 있다.Control of the motor may be stopped after a predetermined period of time after the shift lever is completely engaged with the target shift stage.

스티어링휠의 조향각정보와, 가속페달작동정보를 입력받는 단계; 조향각이 일정값 이상이고, 가속페달답입량이 일정값 이상시, 모터를 회전 작동하여 조향각에 의해 손실되는 속도만큼 엔진속도를 보상하는 단계;를 포함할 수 있다.receiving steering angle information of a steering wheel and accelerator pedal operation information; and compensating the engine speed by a speed lost by the steering angle by rotating the motor when the steering angle is equal to or greater than a predetermined value and the accelerator pedal depression is equal to or greater than the predetermined value.

상기 엔진속도 보상단계는, 상기 가속페달답입량에 따른 목표 차속을 계산하는 단계; 현재 차속이 목표 차속에 수렴하도록 엔진속도를 보상하는 단계;를 포함할 수 있다.The engine speed compensating step may include calculating a target vehicle speed according to the amount of depression of the accelerator pedal; Compensating the engine speed so that the current vehicle speed converges to the target vehicle speed; may include.

본 발명은, 특정 주행단에서 일정 차속 이상으로 주행하는 과정에서, 변속시 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 변속기에 연결된 모터의 작동을 제어하여 클러치속도를 제어하여 클러치속도를 엔진속도에 동기화하거나 엔진속도를 보상하도록 제어하는 컨트롤러;를 포함하는 것을 특징으로 할 수 있다.According to the present invention, in the process of driving at a certain vehicle speed or higher in a specific driving stage, when synchronization between an engine speed and a clutch speed is required during gear shifting or compensation of the engine speed is required, the clutch speed is controlled by controlling the operation of a motor connected to a transmission. It may be characterized in that it includes; a controller for controlling to synchronize the clutch speed with the engine speed or to compensate for the engine speed.

상기한 과제 해결수단을 통해 본 발명은, 변속과정에서 모터를 제어하여 클러치속도를 엔진속도에 동기한 후 클러치를 체결함으로써, 수동변속기 차량 고유의 다이나믹한 변속이 가능한 것은 물론, 클러치 슬립에 의해 발생하는 에너지 손실을 줄여 연비를 개선하는 효과가 있다.Through the above problem solving means, the present invention controls the motor in the shifting process to synchronize the clutch speed with the engine speed and then fastens the clutch, thereby enabling dynamic shifting unique to a manual transmission vehicle, as well as caused by clutch slip. It has the effect of improving fuel efficiency by reducing energy loss.

더욱이, 차량의 선회 주행시, 모터를 작동하여 엔진속도를 보상함으로써, 차속의 저감 없이 운전자의 의도에 따라 차속을 보조 및 유지하여 차량을 주행하는 효과도 있다.Furthermore, when the vehicle turns, the engine speed is compensated for by operating the motor, thereby providing an effect of driving the vehicle by assisting and maintaining the vehicle speed according to the driver's intention without reducing the vehicle speed.

도 1은 본 발명에 적용 가능한 수동변속기 차량의 파워트레인 구성을 예시하여 나타낸 도면.
도 2는 본 발명에서 파워온 업시프트 변속시의 모터의 동력 흐름을 나타낸 도면.
도 3은 본 발명에서 파워온 다운시프트 변속시의 모터의 동력 흐름을 나타낸 도면.
도 4는 본 발명에서 선회 주행시의 모터의 동력 흐름을 나타낸 도면.
도 5는 본 발명에서 회생제동시의 모터의 동력 흐름을 나타낸 도면.
도 6은 본 발명에 따른 변속과정에서의 운전 제어흐름을 나타낸 도면.1 is a diagram showing the configuration of a powertrain of a manual transmission vehicle applicable to the present invention as an example.
2 is a diagram showing power flow of a motor during power-on upshift shifting in the present invention.
3 is a diagram showing the power flow of the motor during power-on downshift shifting in the present invention.
Figure 4 is a diagram showing the power flow of the motor during turning driving in the present invention.
5 is a diagram showing power flow of a motor during regenerative braking in the present invention;
6 is a view showing an operation control flow in a shifting process according to the present invention.

본 발명의 바람직한 실시예를 첨부된 도면에 의하여 상세히 설명하면 다음과 같다.A preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.

도 1은 본 발명에 적용 가능한 수동변속기 차량의 파워트레인 구성을 예시하여 나타낸 것으로, 클러치(CL)를 매개로 엔진의 동력이 변속기에 선택적으로 전달되고, 변속기에 모터(M)가 연결되어 모터(M)의 동력이 변속기에 전달된다.1 is an example of a powertrain configuration of a manual transmission vehicle applicable to the present invention, in which engine power is selectively transmitted to a transmission via a clutch CL, and a motor M is connected to the transmission so that the motor ( The power of M) is transmitted to the transmission.

예컨대, 상기 모터(M)가 변속기의 입력축(INPUT)에 연결되어, 모터(M)의 회전력이 입력축(INPUT)에 전달되고, 상기 모터(M)는 컨트롤러(CLR)와 전기적으로 연결되어, 컨트롤러(CLR)의 명령에 의해 모터(M)의 작동이 제어된다.For example, the motor M is connected to the input shaft INPUT of the transmission, the rotational force of the motor M is transmitted to the input shaft INPUT, the motor M is electrically connected to the controller CLR, and the controller The operation of the motor (M) is controlled by the command of (CLR).

아울러, 엔진에 구비된 크랭크샤프트포지션센서 및/또는 캠샤프트포지션센서가 컨트롤러(CLR)에 연결되어 엔진속도(엔진RPM)를 측정 가능하고, 입력축(INPUT)에 구비된 입력축속도센서(1)가 컨트롤러(CLR)에 연결되어 클러치속도를 측정 가능할 수 있다.In addition, the crankshaft position sensor and/or camshaft position sensor provided in the engine is connected to the controller CLR to measure the engine speed (engine RPM), and the input shaft speed sensor 1 provided on the input shaft INPUT The clutch speed may be measured by being connected to the controller CLR.

물론, 상기 입력축속도센서(1) 외에 출력축속도센서 또는 휠속도센서가 컨트롤러(CLR)에 연결되는 경우, 상기 센서에서 측정된 값을 기어비를 통해 역산하여 클러치속도를 측정할 수도 있다.Of course, when an output shaft speed sensor or a wheel speed sensor is connected to the controller CLR in addition to the input shaft speed sensor 1, the clutch speed may be measured by inversely calculating the value measured by the sensor through the gear ratio.

그리고, 상기 클러치페달의 위치를 센싱하는 클러치위치센서(3)가 구비되고, 상기 클러치위치센서(3)가 컨트롤러(CLR)에 연결되어, 상기 클러치(CL)의 체결 및 해제 작동을 검출할 수 있다.In addition, a clutch position sensor 3 for sensing the position of the clutch pedal is provided, and the clutch position sensor 3 is connected to the controller CLR to detect engagement and release operations of the clutch CL. there is.

또한, 가속페달의 답입량을 센싱하는 APS센서(5)가 구비되고, 상기 APS센서(5)가 컨트롤러(CLR)에 연결되어, 상기 가속페달의 답입량을 검출할 수 있다.In addition, an APS sensor 5 for sensing the depression amount of the accelerator pedal is provided, and the APS sensor 5 is connected to the controller CLR to detect the depression amount of the accelerator pedal.

아울러, 스티어링휠의 조향각 및 조향각속도를 센싱하는 조향각센서(9)가 구비되고, 상기 조향각센서(9)가 컨트롤러(CLR)에 연결되어, 스티어링휠의 조향각 및 조향각속도를 검출할 수 있다.In addition, a steering angle sensor 9 for sensing the steering angle and steering angle speed of the steering wheel is provided, and the steering angle sensor 9 is connected to the controller CLR to detect the steering angle and steering angle speed of the steering wheel.

그리고, 변속레버가 컨트롤러(CLR)에 연결되어, 변속레버의 위치를 검출할 수 있고, 이에 현재 변속단을 판단할 수 있다.Also, since the shift lever is connected to the controller CLR, the position of the shift lever can be detected, and the current shift stage can be determined accordingly.

이에, 상기한 구성에 따르면, 본 발명에서는, 컨트롤러(CLR)를 통해 특정 주행 상황에서 차량의 운전을 제어하는 것으로, 상기 컨트롤러(CLR)는, 차량이 특정 주행단에서 일정 차속 이상으로 주행하는 과정에서, 변속시 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 변속기에 연결된 모터(M)의 작동을 제어하여 클러치속도를 제어하여 클러치속도를 엔진속도에 동기화하거나 엔진속도를 보상하도록 제어하게 된다.Therefore, according to the configuration described above, in the present invention, the driving of the vehicle is controlled in a specific driving situation through the controller CLR. In, when synchronization between the engine speed and the clutch speed is required during shifting or compensation of the engine speed is required, the operation of the motor M connected to the transmission is controlled to control the clutch speed to synchronize the clutch speed with the engine speed or engine speed is controlled to compensate for

본 발명에 따른 운전 제어방법의 일실시예로서, 차량의 변속과정에서 모터(M)를 제어하여 클러치속도를 조절하게 된다.As an embodiment of the driving control method according to the present invention, the clutch speed is adjusted by controlling the motor M in the shifting process of the vehicle.

도 2 및 도 3을 참조하여 설명하면, 컨트롤러(CLR)가 클러치위치센서(3) 및 변속레버위치센서(7)를 통해 클러치(CL) 작동정보와, 변속레버의 위치정보를 각각 입력받는다.Referring to FIGS. 2 and 3 , the controller CLR receives clutch CL operation information and shift lever position information through the clutch position sensor 3 and shift lever position sensor 7 , respectively.

이에, 상기 정보들의 판단 결과, 상기 클러치가 해제 작동되고, 변속레버의 조작에 의해 현재의 변속단에서 상위 또는 하위의 목표변속단으로 변속되는 경우, 모터(M)의 작동을 제어하여 클러치속도를 엔진속도에 동기화시키게 된다.Accordingly, as a result of determining the above information, when the clutch is released and shifted from the current gear shift to a higher or lower target shift gear by operating the shift lever, the operation of the motor M is controlled to increase the clutch speed. Synchronized with engine speed.

이때에, 상기 클러치속도와 엔진속도의 차이값이 일정범위 이내인 경우, 동기화가 완료된 것으로 판단할 수 있다.At this time, when the difference between the clutch speed and the engine speed is within a predetermined range, it may be determined that synchronization is completed.

예컨대, 파워온 업시프트와 같이 상위단으로 변속이 이루어지는 경우, 클러치속도가 엔진속도보다 작아지므로, 도 2와 같이 모터(M)의 회전작동에 의해 입력축속도를 상승시켜 클러치속도를 상승시키고, 이에 클러치속도를 엔진속도에 동기시키게 된다.For example, when shifting to the upper stage, such as in power-on upshift, since the clutch speed is smaller than the engine speed, the input shaft speed is increased by the rotational operation of the motor M as shown in FIG. 2 to increase the clutch speed. The clutch speed is synchronized with the engine speed.

즉, 통상의 수동변속기 차량에서 파워온 업시프트 변속시, 변속충격을 최소화하기 위해서는 변속레버를 목표 변속단 위치로 이동 후 엔진RPM이 떨어지는 것을 기다렸다가 클러치(CL)를 천천히 체결해야 변속충격이 줄어들게 되는바, 본 발명에서는 변속레버가 목표 변속단으로 체결되는 순간 클러치속도를 증가시켜 변속 작동이 신속하게 이루어지도록 함은 물론, 클러치(CL) 슬립에 의해 발생하는 에너지 손실을 줄여 연비를 개선할 수 있게 된다.That is, in order to minimize shift shock when shifting power-on upshift in a vehicle with a normal manual transmission, move the shift lever to the target gear position, wait for the engine RPM to drop, and then slowly engage the clutch (CL) to reduce shift shock. Bar, in the present invention, the clutch speed is increased at the moment when the shift lever is engaged to the target shift stage so that the shift operation is performed quickly, as well as reducing the energy loss caused by the slip of the clutch (CL) to improve fuel efficiency. do.

그리고, 파워온 다운시프트와 같이 하위단으로 변속이 이루어지는 경우, 상기 클러치속도가 엔진속도보다 커지므로, 도 3과 같이 모터(M)의 부하에 의해 입력축속도를 하강시켜 클러치속도를 하강시키고, 이에 클러치속도를 엔진속도에 동기시키게 된다.In addition, when shifting to a lower gear is performed, such as in a power-on downshift, since the clutch speed is greater than the engine speed, the input shaft speed is lowered by the load of the motor M as shown in FIG. 3 to lower the clutch speed. The clutch speed is synchronized with the engine speed.

즉, 차량의 주행 중 하위단으로 변속이 진행되는 경우, 엔진과 클러치(CL)의 회전속도 차이에 의해 클러치(CL)의 슬립이 발생하기 때문에 순간적인 엔진브레이크가 발생하게 된다. 이에, 본 발명에서는 하위 변속단으로 변속이 진행되는 경우 클러치속도를 떨어뜨려 엔진속도와 동기된 상태에서 클러치(CL)를 붙이게 됨으로써, 엔진브레이크를 최소화시키는 것은 물론, 클러치(CL) 슬립에 의해 발생하는 에너지 손실을 줄여 연비를 개선할 수 있게 된다.That is, when shifting to a lower gear while driving the vehicle, slip of the clutch CL occurs due to a rotational speed difference between the engine and the clutch CL, and thus momentary engine brake occurs. Therefore, in the present invention, when shifting to a lower shift stage is performed, the clutch CL is applied in synchronization with the engine speed by lowering the clutch speed, thereby minimizing the engine brake and causing the clutch CL to slip. It can reduce energy loss and improve fuel economy.

아울러, 상기 변속레버가 목표 변속단에 완전하게 체결된 후 일정시간 이후에 모터(M)의 제어를 정지하도록 제어할 수 있다.In addition, control of the motor M may be controlled to be stopped after a predetermined time after the shift lever is completely engaged to the target shift stage.

즉, 변속레버를 목표 변속단에 완전하게 체결한 후에 운전자는 클러치(CL)를 붙일 준비를 하고 있을 것인바, 이때에 모터(M)를 제어하여 클러치속도를 일정시간 유지함으로써, 클러치(CL)를 붙이는 과정에서 발생하는 슬립을 최소화시켜 연비 개선에 도움을 줄 수 있게 된다.That is, after completely engaging the gearshift lever to the target gearshift stage, the driver will be preparing to engage the clutch CL. At this time, the clutch CL will It is possible to help improve fuel efficiency by minimizing the slip occurring in the process of attaching.

아울러, 본 발명에 따른 운전 제어방법의 다른 실시예로서, 차량의 선회 운전과정에서 모터(M)를 제어하여 엔진속도를 보상하게 된다.In addition, as another embodiment of the driving control method according to the present invention, the engine speed is compensated by controlling the motor M in the turning driving process of the vehicle.

도 4를 참조하여 설명하면, 컨트롤러(CLR)가 조향각센서(9) 및 APS센서(5)를 통해 스티어링휠의 조향각정보와, 가속페달작동정보를 각각 입력받는다.Referring to FIG. 4 , the controller CLR receives steering angle information of the steering wheel and accelerator pedal operation information through the steering angle sensor 9 and the APS sensor 5, respectively.

이에, 상기 정보들의 판단 결과, 상기 조향각이 일정값 이상이고, 가속페달답입량이 일정값 이상시, 모터(M)를 회전 작동하여 조향각에 의해 손실되는 속도만큼 엔진속도를 보상하게 된다.Accordingly, as a result of determining the above information, when the steering angle is greater than a predetermined value and the amount of depression of the accelerator pedal is greater than a predetermined value, the engine speed is compensated by the speed lost by the steering angle by rotating the motor M.

상기 엔진속도를 보상하는 바람직한 방법으로, 상기 가속페달답입량에 따른 목표 차속을 계산하고, 현재 차속이 목표 차속에 수렴하도록 엔진속도를 보상할 수 있다.As a preferred method of compensating for the engine speed, the target vehicle speed may be calculated according to the amount of depression of the accelerator pedal, and the engine speed may be compensated so that the current vehicle speed converges to the target vehicle speed.

즉, 차량의 선회 주행시, 스티어링휠의 조향상태에 따라 차속이 감소되는바, 이 경우 모터(M)를 작동하여 엔진속도를 보상함으로써, 차속의 저감 없이 운전자의 의도에 따라 차속을 보조 및 유지할 수 있게 된다.That is, when the vehicle is turning, the vehicle speed is reduced according to the steering state of the steering wheel. In this case, the motor (M) is operated to compensate for the engine speed, thereby assisting and maintaining the vehicle speed according to the driver's intention without reducing the vehicle speed. there will be

아울러, 도 5는 본 발명에서 회생제동시의 동력의 흐름을 나타낸 것으로, 모터(M)의 충방전을 통해 엔진의 작동점을 상하방향으로 제어하여 엔진이 최적 작동점에서 구동하도록 보조한다.In addition, FIG. 5 shows the flow of power during regenerative braking in the present invention, and assists the engine to operate at the optimal operating point by controlling the operating point of the engine in the vertical direction through charging and discharging of the motor M.

본 발명에서 회생제동은 클러치(CL)와 기어가 모두 체결되어 있는 경우와, 클러치(CL)만 체결되어 있는 경우, 그리고 기어만 체결되어 있는 경우에 이루어질 수 있다.In the present invention, regenerative braking can be performed when both the clutch CL and the gear are engaged, when only the clutch CL is engaged, and when only the gear is engaged.

클러치(CL)와 기어가 모두 체결된 경우는 운전자가 주행 중 가속페달에서 발을 떼고 전방상황을 주시하며 가감속을 판단할 때 주로 나타나며, 차량의 운동에너지는 엔진의 퓨얼컷에 사용되며 일부는 모터(M)를 통해 충전된다.When both the clutch (CL) and the gear are engaged, it mainly occurs when the driver takes his foot off the accelerator pedal while driving and observes the situation ahead to determine acceleration/deceleration. The vehicle's kinetic energy is used for engine fuel cut, and some It is charged through the motor (M).

클러치(CL)만 체결되어 있는 경우는, 운전자가 변속 판단을 할 때 기어만 중립으로 넣는 경우로서, 이때에 회생제동이 개입하면 이질감이 나타날 수 있으므로 이 상태가 오래 지속되는 경우에 회생제동을 할 수 있다.In the case where only the clutch (CL) is engaged, it is a case where the driver only puts the gear into neutral when making a shift decision. If regenerative braking intervenes at this time, a sense of heterogeneity may appear. can

기어만 체결되어 있는 경우는 운전자가 정차를 원할 경우 또는 변속 도중에 잠시 발생 가능하며, 브레이크페달 작동 여부에 따라 회생제동 여부를 판단할 수 있다.In the case where only the gear is engaged, it may occur for a short time when the driver wants to stop or during gear shifting, and regenerative braking may be determined depending on whether the brake pedal is operated.

즉, 본 발명에 따른 수동변속기 차량에서 차량의 운전상황에 따라 적절한 회생제동이 가능하므로, 연비 개선에 도움이 된다.That is, in the manual transmission vehicle according to the present invention, appropriate regenerative braking is possible according to the driving conditions of the vehicle, which is helpful in improving fuel efficiency.

한편, 도 6은 본 발명에서 변속시 운전 제어흐름을 나타낸 순서도로서, 도면을 참조하여 설명하면, 클러치(CL)가 해제 작동되는지 판단하고(S10), 클러치(CL)의 해제 작동시 변속레버의 위치가 현재 변속단에서 다른 변속단으로 시프트 조작되는지 판단한다(S20).On the other hand, FIG. 6 is a flow chart showing the operation control flow during shifting in the present invention. Referring to the drawings, it is determined whether the clutch CL is released (S10), and when the clutch CL is released, the shift lever shifts. It is determined whether the position is shifted from the current shift range to another shift range (S20).

S20의 판단 결과, 변속레버가 시프트 조작되는 경우, 엔진속도와 클러치속도를 비교하고(S30), 비교 결과 엔진속도가 클러치속도보다 큰 경우, 모터(M)를 작동하여 클러치속도를 증가함으로써, 클러치속도를 엔진속도에 동기시킨다(S40).As a result of the determination in S20, when the shift lever is shifted, the engine speed and the clutch speed are compared (S30), and when the engine speed is greater than the clutch speed as a result of the comparison, the clutch speed is increased by operating the motor M, The speed is synchronized with the engine speed (S40).

다만, S30의 비교 결과 엔진속도가 클러치속도보다 작은 경우, 모터(M)의 부하를 증가시켜 클러치속도를 감소함으로서, 클러치속도를 엔진속도에 동기시킨다(S50).However, when the engine speed is smaller than the clutch speed as a result of comparison in S30, the clutch speed is synchronized with the engine speed by increasing the load of the motor M to decrease the clutch speed (S50).

이어서, 변속레버가 목표 변속단에 완전하게 체결된 후에(S60) 일정시간 동안 모터(M)를 제어하여 클러치속도를 유지한 후에(S70) 모터(M)의 제어를 종료하게 된다(S80).Subsequently, after the shift lever is completely engaged to the target shift stage (S60), the clutch speed is maintained by controlling the motor M for a predetermined time (S70), and then the control of the motor M is terminated (S80).

상술한 바와 같이, 본 발명은 현재 변속단에서 목표 변속단으로 변속되는 경우 모터(M)를 제어하여 클러치속도를 엔진속도에 동기한 후 클러치(CL)를 체결함으로써, 클러치(CL) 슬립에 의해 발생하는 에너지 손실을 줄여 연비를 개선할 수 있게 된다.As described above, the present invention controls the motor M to synchronize the clutch speed with the engine speed when shifting from the current shift stage to the target shift stage, and then engages the clutch CL, thereby causing the clutch CL to slip. It is possible to improve fuel efficiency by reducing the energy loss that occurs.

또한, 차량의 선회 주행시, 모터(M)를 작동하여 엔진속도를 보상함으로써, 차속의 저감 없이 운전자의 의도에 따라 차속을 보조 및 유지하여 차량을 주행할 수 있게 된다.In addition, when the vehicle turns, the motor M is operated to compensate for the engine speed, so that the vehicle can be driven by assisting and maintaining the vehicle speed according to the driver's intention without reducing the vehicle speed.

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.On the other hand, although the present invention has been described in detail only for the specific examples described above, it is obvious to those skilled in the art that various changes and modifications are possible within the scope of the technical idea of the present invention, and it is natural that these changes and modifications fall within the scope of the appended claims. .

1 : 입력축속도센서
3 : 클러치위치센서
5 : APS센서
7 : 변속레버위치센서
9 : 조향각센서
CLR : 컨트롤러
M :모터
CL : 클러치
INPUT : 입력축1: Input shaft speed sensor
3: Clutch position sensor
5 : APS sensor
7: shift lever position sensor
9: steering angle sensor
CLR: Controller
M : motor
CL: Clutch
INPUT: input axis

Claims (8)

클러치를 매개로 엔진의 동력이 변속기에 선택적으로 전달되고, 변속기에 모터가 연결되어 모터의 동력이 제공되는 수동변속기 차량으로서,
컨트롤러가, 주행단에서 일정 차속 이상으로 주행시, 변속과정에서 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 상기 모터의 작동을 제어하여 동기화하거나 엔진속도를 보상하도록 제어하고,
클러치 작동정보와, 변속레버의 위치정보를 입력받는 단계;
상기 클러치가 해제 작동되고, 변속레버의 조작에 의해 현재의 변속단에서 상위 또는 하위의 목표변속단으로 변속되는 경우, 모터의 작동을 제어하여 클러치속도를 엔진속도에 동기화시키는 단계;를 포함하는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법.A manual transmission vehicle in which engine power is selectively transmitted to a transmission via a clutch and a motor is connected to the transmission to provide power from the motor.
When the controller drives at a certain vehicle speed or higher in the driving stage, when synchronization between the engine speed and the clutch speed is required or compensation of the engine speed is required in the gear shifting process, the controller controls the operation of the motor to synchronize or to compensate for the engine speed ,
receiving clutch operation information and position information of a shift lever;
synchronizing the clutch speed with the engine speed by controlling the operation of the motor when the clutch is released and the shift is shifted from the current shift level to a higher or lower target shift level by manipulation of the shift lever; A driving control method for a manual transmission vehicle characterized in that 삭제delete 청구항 1에 있어서,
상기 클러치속도가 엔진속도보다 작은 경우, 모터의 회전작동에 의해 클러치속도를 상승시켜 클러치속도를 엔진속도에 동기시키는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법.The method of claim 1,
When the clutch speed is smaller than the engine speed, the driving control method of a manual transmission vehicle, characterized in that to synchronize the clutch speed with the engine speed by increasing the clutch speed by the rotational operation of the motor. 청구항 1에 있어서,
상기 클러치속도가 엔진속도보다 큰 경우, 모터의 부하에 의해 클러치속도를 하강시켜 클러치속도를 엔진속도에 동기시키는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법.The method of claim 1,
When the clutch speed is greater than the engine speed, the driving control method of a manual transmission vehicle, characterized in that by lowering the clutch speed by the load of the motor to synchronize the clutch speed with the engine speed. 청구항 1에 있어서,
상기 변속레버가 목표 변속단에 완전하게 체결된 후 일정시간 이후에 모터의 제어를 정지하는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법.The method of claim 1,
A driving control method of a manual transmission vehicle, characterized in that stopping the control of the motor after a predetermined time after the shift lever is completely engaged to the target shift stage. 클러치를 매개로 엔진의 동력이 변속기에 선택적으로 전달되고, 변속기에 모터가 연결되어 모터의 동력이 제공되는 수동변속기 차량으로서,
컨트롤러가, 주행단에서 일정 차속 이상으로 주행시, 변속과정에서 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 상기 모터의 작동을 제어하여 동기화하거나 엔진속도를 보상하도록 제어하고,
스티어링휠의 조향각정보와, 가속페달작동정보를 입력받는 단계;
조향각이 일정값 이상이고, 가속페달답입량이 일정값 이상시, 모터를 회전 작동하여 조향각에 의해 손실되는 속도만큼 엔진속도를 보상하는 단계;를 포함하는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법.A manual transmission vehicle in which engine power is selectively transmitted to a transmission via a clutch and a motor is connected to the transmission to provide power from the motor.
When the controller drives at a certain vehicle speed or higher in the driving stage, when synchronization between the engine speed and the clutch speed is required or compensation of the engine speed is required in the gear shifting process, the controller controls the operation of the motor to synchronize or to compensate for the engine speed ,
receiving steering angle information of a steering wheel and accelerator pedal operation information;
Compensating for the engine speed by the speed lost by the steering angle by rotating the motor when the steering angle is greater than a predetermined value and the amount of depression of the accelerator pedal is greater than a predetermined value; driving control method of a manual transmission vehicle comprising: . 청구항 6에 있어서,
상기 엔진속도 보상단계는,
상기 가속페달답입량에 따른 목표 차속을 계산하는 단계;
현재 차속이 목표 차속에 수렴하도록 엔진속도를 보상하는 단계;를 포함하는 것을 특징으로 하는 수동변속기 차량의 운전 제어방법.The method of claim 6,
The engine speed compensation step,
calculating a target vehicle speed according to the amount of depression of the accelerator pedal;
Compensating the engine speed so that the current vehicle speed converges to the target vehicle speed; A driving control method for a manual transmission vehicle, comprising: 특정 주행단에서 일정 차속 이상으로 주행하는 과정에서, 변속시 엔진속도와 클러치속도 간의 동기화가 필요하거나, 엔진속도의 보상이 필요한 경우, 변속기에 연결된 모터의 작동을 제어하여 클러치속도를 제어하여 클러치속도를 엔진속도에 동기화하거나 엔진속도를 보상하도록 제어하는 컨트롤러;를 포함하고,
컨트롤러가, 클러치 작동정보와 변속레버의 위치정보를 입력받고;
컨트롤러가, 상기 클러치가 해제 작동되고, 변속레버의 조작에 의해 현재의 변속단에서 상위 또는 하위의 목표변속단으로 변속되는 경우, 모터의 작동을 제어하여 클러치속도를 엔진속도에 동기화시키는 것을 특징으로 하는 수동변속기 차량의 운전 제어장치.In the process of driving at a certain vehicle speed or higher in a specific driving stage, when synchronization between the engine speed and clutch speed is required during shifting or when engine speed compensation is required, the operation of the motor connected to the transmission is controlled to control the clutch speed to control the clutch speed. Including; a controller that synchronizes with the engine speed or controls to compensate for the engine speed;
The controller receives clutch operation information and shift lever position information;
The controller controls the operation of the motor to synchronize the clutch speed with the engine speed when the clutch is released and the shift is shifted from the current shift level to a higher or lower target shift level by operating the shift lever. A driving control device for a manual transmission vehicle.
KR1020180170511A 2018-12-27 2018-12-27 Driving control method and apparatus for vehicle with manual transmission KR102564953B1 (en)

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