KR19990059790A - Upshift shift preventing device and method on an uphill steep curve - Google Patents

Abstract

Vehicle driving state detection means for detecting a signal that is variable according to the driving state of the vehicle and outputs a predetermined electric signal in order to prevent frequent upshift shifting in the automatic transmission vehicle traveling on an uphill steep curve; The engine signal, the gradient, the acceleration, etc. are calculated by applying a predetermined electric signal output from the driving state detecting means and processed according to the driving state of the vehicle, and whether or not a specific gradient is entered into or out of time. A TCU which grasps and improves the accuracy and stability of control entry and outputs a predetermined duty control signal to maintain the second speed even on an uphill steep curve; It consists of a drive means for performing a shift in accordance with a predetermined duty control signal output from the TCU has the effect of improving the driving performance and ride comfort to increase the running stability, the durability of the automatic transmission.

Description

Upshift shift preventing device and method on an uphill steep curve

The present invention relates to an automatic transmission. More particularly, the present invention relates to an upshift shift preventing device and a method for preventing an upshift on a steep curve to improve durability of an automatic transmission by preventing frequent shift stage shifting when driving an uphill sharp curve.

In general, a vehicle equipped with an automatic transmission has a target shift speed determined by a shift pattern stored in a memory of a shift control device (hereinafter referred to as a TCU) due to a throttle valve opening amount that varies according to the driver's intention to drive and a driving vehicle speed. When the shift condition is established, the shift stage is shifted to the target shift stage.

Therefore, when driving uphill steep curves during two-speed driving with a vehicle equipped with the automatic transmission, the driver often releases his foot on the accelerator pedal to decelerate the vehicle.

At this time, the automatic transmission shifts up to three speeds due to its characteristics.

However, in the prior art, the shift stage is shifted down to 2 speed due to the lack of acceleration of the vehicle when driving uphill sharp curve in the state where the driver releases the accelerator pedal, so the driver performs frequent accelerator pedal operation and thereby frequently shifts. This reduces the shifting feeling, and when the durability of the automatic transmission is lowered, there is a problem that the running stability is lowered.

Accordingly, an object of the present invention is to solve the above problems, to calculate the engine torque, gradient, acceleration, etc. by processing the output signal that is variable according to the vehicle driving state, and whether or not to enter a specific gradient It is to provide an upshift shift inhibiting device and a method for the upshift curve on the uphill steep curve to increase the accuracy and stability of the control entry and maintain the second speed even on the steep curve.

1 is a block diagram of an upshift shift prohibiting apparatus in an uphill steep curve road according to an embodiment of the present invention;

2 is a flowchart illustrating a method of prohibiting upshift shifting in an uphill steep curve road according to an exemplary embodiment of the present invention.

The present invention for achieving the above object,

A shift control apparatus for an automatic transmission vehicle traveling on an uphill steep curve, the shift control apparatus comprising: vehicle driving state detection means for detecting a signal that is varied according to a driving state of the vehicle and outputting a predetermined electric signal;

The engine torque, gradient, acceleration, etc. are calculated by applying a predetermined electric signal output from the driving state detecting means and processed according to the vehicle driving state, and the time is added or decremented to enter a specific gradient. A TCU which outputs a predetermined duty control signal so as to increase the accuracy and stability of the control entry and maintain the second speed even in an uphill steep curve;

And driving means for shifting according to a predetermined duty control signal output from the TCU.

Another invention for achieving the above object,

A shift control apparatus for an automatic shift vehicle traveling on an uphill steep curve, the shift control apparatus comprising: determining a gradient degree (Rgf) of a vehicle driving road during an uphill driving while traveling at a second speed of the vehicle;

Determining the shift stage of the entire loop by decreasing the first setting variable RLOffCnt for determining a road driving state to a predetermined value when the gradient degree Rgf determined in the step is larger than the setting reference gradient degree. Wow;

In this step, if the shift stage state of the entire loop is the normal two-speed control state, the condition for increasing the second set variable RRLOnCnt to determine a road driving state to a predetermined value and setting the shift stage to the second speed. Determining whether to satisfy;

Resetting the second set variable RLLOnCnt for determining a road driving state if the condition for setting the speed change stage to the second speed hold condition is set, and setting the speed change stage to the second speed hold condition;

And outputting the shift stage second speed hold control signal as a predetermined control signal as the shift stage is set to the second speed hold condition.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention, which can be achieved and realized in detail by the above objects, will be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, the upshift shift prohibition apparatus in an uphill steep curve road according to an embodiment of the present invention is

A vehicle driving state detecting means 10 for detecting a signal that is variable and output according to a driving state of the vehicle and outputting a predetermined electric signal;

The engine torque, gradient, acceleration, etc. are calculated by applying a predetermined electric signal output from the driving state detecting means and processed according to the vehicle driving state, and the time is added or decremented to enter a specific gradient. A TCU 20 which outputs a predetermined duty control signal so as to increase the accuracy and stability of the control entry and maintain the second speed even in an uphill steep curve;

It comprises a drive means 30 for performing a shift in accordance with a predetermined duty control signal output from the TCU (20).

In the above, the vehicle driving state detection means 10,

A throttle valve opening degree detector 11 for detecting an opening degree of a throttle valve whose opening and closing state is variable in association with an operation state of the accelerator pedal and outputting a predetermined signal;

A vehicle speed detector 12 that detects an output shaft rotational speed of the vehicle and outputs a predetermined signal corresponding to the traveling speed of the vehicle;

A turbine shaft rotational speed sensing unit 13 for sensing a rotational speed of the turbine shaft of the torque converter connected to the input shaft of the transmission and outputting a predetermined signal;

It comprises an engine speed detection unit 14 for detecting the rotational speed of the crankshaft variable according to the operating state of the engine and outputs a predetermined signal.

The upshift shift prohibition method in the uphill steep curve road formed by the above configuration will be described with reference to FIG.

When the driver climbs the uphill steep curve while driving the vehicle at two speeds, the TCU 20 determines whether the uphill driving gradient of the vehicle is greater than a predetermined reference slope (S100 and S110).

The method of calculating the uphill gradient of the traveling vehicle may be calculated by Equation 1 below.

In order to calculate the value calculated by calculating the output shaft rotation speed (No) output per minute with the vehicle tire radius (Rr) per hour, it is 60 minutes per hour, so the value calculated by calculating 60 to the above value is calculated. The actual running vehicle speed (V) calculated by calculating 1000 to convert the vehicle speed into kilometers (Km / h) to the longitudinal deceleration ratio (FGR),

(No is the number of rotation of the output shaft in consideration of the vehicle speed,

Rr is the radius of the tire,

FGR is the aspect ratio.)

In addition, to calculate the acceleration (ax) of the vehicle, the value obtained by dividing the speed difference between the output shaft rotational speed No of the current transmission and the output shaft rotational speed No before 20ms by 20ms is the acceleration.

(No is the output shaft speed of the current transmission,

Old No is the rotation speed of output shaft before 20ms,

Rr is the tire radius,

FGR is the reduction ratio.)

The torque Te of the engine can be calculated from the torque map of the engine by the interpolation method according to the input throttle valve opening amount.

The driving force Fe of the engine can be calculated as follows: the force transmitted from the engine to the wheels.

Fe = (Te-Tei) ⋅η⋅tr⋅TGR (i) ⋅FGR / Rr

Where Te is the torque of the engine,

Tei Ie⋅αe (Ie is Inertia of the engine, αe is ▵Ne / ▵t )

η Is the efficiency of each stage,

tr is the torque ratio of the torque converter,

TGR (i) is shift gear ratio

FGR is the aspect ratio,

Rr is the tire radius

to be.)

To calculate the speed ratio e of the torque converter, the ratio of the engine speed Ne and the engine speed Nt of the turbine can be calculated as the speed ratio.

The torque ratio tr of the torque converter can be calculated from the torque map of the torque converter by interpolation in accordance with the speed ratio e.

The rolling resistance RR of the vehicle can be calculated by calculating the rolling resistance coefficient μ and the vehicle weight Kgf (W).

RR = μ⋅W

Where RR is the rolling resistance of the vehicle,

μ is the rolling resistance coefficient of the vehicle,

W is the weight of the vehicle (Kgh)

to be.)

To calculate the air resistance RW of the vehicle, the following calculation may be performed.

RW = 0.5⋅ρ⋅S⋅CD⋅V ²

(Where RW is the air resistance value of the vehicle,

0.5 is an arithmetic constant,

ρ is the air density ( Kgf⋅sec ² / m ⁴ ),

S is the front cross section of the vehicle ( m ² )ego,

CD is the coefficient of air resistance,

V is the speed

to be.)

To calculate the vehicle's gradient resistance (Rg), the engine's driving force (Fe), rolling resistance (RR), air resistance (RW), vehicle's equivalent mass (Me), and acceleration (ax) are calculated using a low pass filter. (axf) can be calculated and calculated by a set arithmetic expression.

Rg = Fe-RR-RW-Meaxf

(Equivalent mass Me of a vehicle can be calculated as follows.

Me = W / 9.8 + Iw / Rr ² + Ip⋅ (TGR (i) / Rr) ²

Where W is the weight of the vehicle,

Iw is the Inertia of the wheel,

Ip is the Inertia of the transmission,

TGR (i) is shift gear ratio,

Rr is the tire radius

to be.) )

In addition, the gradient resistance Rgf can be calculated by the value calculated through the low pass filter of the above-mentioned gradient resistor Rg.

The gradient suitability F [Rg, V] of the vehicle can be calculated as follows by converting the above-described gradient resistance Rg into a value corresponding to the speed.

When the gradient degree Rgf of the vehicle going uphill at the shift stage 2 speed is greater than the predetermined reference value XRGH, the TCU 20 determines a predetermined reference count value RLOffCnt for determining the driving road of the vehicle. It decreases by 1 (S120).

RLOffCnt = RLOffCnt-1

The initial value of the predetermined reference count value RLOffCnt has a value of zero.

In addition, the TCU 20 determines whether the shift stage is a normal two-speed control condition (RLSet = 0) in all loops of the vehicle in operation (S130).

In a case where the speed change stage is a normal two-speed control condition (RLSet = 0) in all the loops of the vehicle that is running in the above, the TCU 20 adds one to the predetermined variable value RLOnCnt, and the speed change stage of the traveling vehicle ( It is determined whether ShiftC) is smaller than 3 speeds (S140 and S150).

However, when the shift stage of the previous loop is the two-speed hold control condition (RLSet = 1), the TCU 20 immediately determines whether the shift stage ShiftC of the traveling vehicle is smaller than three speeds (S150).

Therefore, when the speed change stage of the traveling vehicle is smaller than three speeds, the TCU 20 determines whether the traveling vehicle speed Vss is within the set reference vehicle speed range (S160).

SVSSL <Vss <XVSSH

(SVSSL is the minimum vehicle speed set above.

XVSSH is the maximum vehicle speed set

Vss is the driving speed.)

When the traveling vehicle speed Vss is included in the set reference vehicle speed range, the TCU 20 determines a predetermined variable that is the time when the shift stage of the entire loop is increased in the gradient road driving state in the normal two-speed control state in S140. It is determined whether (RLOnCnt) is smaller than the set gradient reference value XRGH according to the normal second speed control entry condition (S170).

When the predetermined variable RLOnCnt increased according to the gradient road travel time is smaller than the set slope reference value XRGH according to the normal two-speed control entry condition, the TCU 20 constants the road above the gradient road at which the vehicle is set. It is determined that the vehicle continues to run for a period of time, and after the predetermined variable (RLOnCnt) accumulated according to the time of driving the gradient diagram in the normal 2-speed control state (0), the shift stage is subjected to the 2-speed hold condition (RLSet = 1). (S180).

Therefore, the TCU 20 determines whether the speed change stage of the traveling vehicle is set to the second speed hold condition (S300).

When the shift stage of the traveling vehicle is set as the second speed hold condition, the TCU 20 holds the shift stage at two speeds even after the fine acceleration pedal variable operation of the driver and drives the uphill steep curve road (S310). .

However, in the step S150, the driving shift stage of the vehicle is three speeds, and the driving vehicle speed is not included in the set reference vehicle speed range, and the predetermined variable R LONCnt increased according to the driving time of the gradient in a normal two-speed control state is normally used. When the speed is greater than the set gradient reference value XRGH of the 2 speed control entry condition, the TCU 20 determines whether the speed change stage of the traveling vehicle is set to the 2 speed hold condition, and the speed change stage is the 2 speed hold in S300. If the condition is not a condition, the TCU 20 travels on the traveling road set by the normal two-speed control and returns to the main.

However, when the gradient degree Rgf calculated in S110 is smaller than the predetermined reference value XRGH, the TCU 20 determines whether the gradient degree Rgf of the vehicle driving road is smaller than the predetermined reference value XRGL. Determine (S200).

When the gradient degree Rgf of the vehicle driving road is smaller than the predetermined reference value XRGL, the TCU 20 decreases the predetermined reference count value RLOffCnt by 1 for determining the driving road of the vehicle. (S210).

RLOffCnt = RLOffCnt-1

In addition, the TCU 20 determines whether the shift stage of the current driving vehicle is the second speed hold condition (RLOnCnt = 1) (S220).

When the shift stage of the current driving vehicle is the second speed hold condition (RLOnCnt = 1), the TCU 20 determines whether the acceleration axf calculated by Equation 1 is greater than the set reference acceleration value XAXF ( S230).

When the acceleration axf calculated in Equation 1 is greater than the set reference acceleration value XAXF, the TCU 20 increases the variable axfOnCnt for determining the acceleration increase state by one, and the driving vehicle shifts the speed. The driving time is increased by 1 to the predetermined variable RLOffCnt in a state where the speed is held at the second speed (S250).

However, when the acceleration axf calculated by Equation 1 in S230 is smaller than the set reference acceleration value XAXF, the TCU 20 resets the acceleration driving time count value axfOnCnt and the driving vehicle shifts the speed change stage. In step S250, the driving time in the state of holding at the second speed is increased by one to the predetermined variable RLOffCnt.

Therefore, the TCU 20, which has increased the driving time of the traveling vehicle in the second speed hold state by one to a predetermined variable RLOffCnt, adds a counted value according to the acceleration change in step S240 (axfOnCnt). It is determined whether it is larger than the set reference acceleration counter value XTAXF (S260).

When the counted value axfOnCnt according to the acceleration change is larger than the set reference acceleration counter value XTAXF, the TCU 20 sets a predetermined reference value at which the increased count variable value RLOffCnt is set at step S250. It is determined whether it is greater than (XTRGL) (S270).

When the count variable value RLOffCnt increased in S250 is greater than the predetermined reference value XTRGL, the TCU 20 resets the set count increment variable RLOffCnt and controls the shift stage in the normal two-speed control. After setting to the condition, the increment variable axfOnCnt is reset according to the acceleration change, and then it is determined whether the shift stage is the second speed hold condition (S300).

However, when the shift stage of the vehicle being driven in the above (S220) is not the second speed hold condition, the TCU 20 is a reference acceleration counter value (XfAXF) in which the counted value axfOnCnt is set according to the acceleration change in the above (S240). Step (S260) to determine whether greater than.

However, when the driving state of the vehicle is included in the intermediate region, the TCU 20 decreases the predetermined reference count value RLOffCnt by one for determining the driving road of the vehicle by one, and then the shift stage of the vehicle is held at the second speed. The step of determining whether the condition is performed is performed (S201).

The above embodiments are described as the most preferred embodiments, and the present invention is not limited thereto, and the embodiments can be easily described from the above embodiments.

As described above, in the embodiment of the present invention, the signal applied according to the driving state of the vehicle is processed to calculate engine torque, gradient, acceleration, etc. If the acceleration of the vehicle is small, the control release is prohibited, and after climbing the large uphill steep curve, the shift speed is maintained at 2nd speed even on a relatively low slope curve to improve driving performance and ride comfort, and increase driving stability. There is an effect that can improve the durability.

Claims (9)

A shift control apparatus for an automatic transmission vehicle traveling on an uphill steep curve, the shift control apparatus comprising: vehicle driving state detection means for detecting a signal that is varied according to a driving state of the vehicle and outputting a predetermined electric signal; The engine torque, gradient, acceleration, etc. are calculated by applying a predetermined electric signal output from the driving state detecting means and processed according to the vehicle driving state, and the time is added or decremented to enter a specific gradient. A TCU which outputs a predetermined duty control signal so as to increase the accuracy and stability of the control entry and maintain the second speed even in an uphill steep curve; And driving means for shifting according to a predetermined duty control signal output from the TCU. The apparatus of claim 1, further comprising: a throttle valve opening degree detection unit configured to detect an opening degree of a throttle valve whose opening and closing state is variable in association with an operation state of an accelerator pedal and outputting a predetermined signal; A vehicle speed sensing unit configured to sense an output shaft rotational speed of the vehicle and output a predetermined signal corresponding to the traveling speed of the vehicle; A turbine shaft rotational speed sensing unit configured to output a predetermined signal by sensing a rotational speed of the turbine shaft of the torque converter connected to the input shaft of the transmission; And an engine speed detection unit for detecting a rotation speed of the crankshaft which is variable according to the operating state of the engine and outputting a predetermined signal. A shift control apparatus for an automatic shift vehicle traveling on an uphill steep curve, the shift control apparatus comprising: determining a gradient degree (Rgf) of a vehicle driving road during an uphill driving while traveling at a second speed of the vehicle; Determining the shift stage of the entire loop by decreasing the first setting variable RLOffCnt for determining a road driving state to a predetermined value when the gradient degree Rgf determined in the step is larger than the setting reference gradient degree. Wow; In this step, if the shift stage state of the entire loop is the normal two-speed control state, the condition for increasing the second set variable RRLOnCnt to determine a road driving state to a predetermined value and setting the shift stage to the second speed. Determining whether to satisfy; Resetting the second set variable RLLOnCnt for determining a road driving state if the condition for setting the speed change stage to the second speed hold condition is set, and setting the speed change stage to the second speed hold condition; And outputting the shift stage second speed hold control signal as a predetermined control signal as the shift stage is set to the second speed hold condition in the step. The method of claim 3, wherein if the speed change stage is in the second speed hold state, performing the condition determination step of setting the speed change stage to the second speed hold condition without reducing the first setting variable RLOffCnt for determining the road driving state. Prohibiting upshift shifting on uphill steep curves, including. The method of claim 3, wherein the condition determination method for setting the speed change stage to the second speed hold condition is as follows. If the driving shift stage is smaller than three speeds, the driving vehicle speed Vss is included in the set reference vehicle speed range, and the second setting variable RLOnCff for determining the road driving state is larger than the set reference value XTRGH, the road driving state is determined. And a second setting variable (RLLOnCnt) to set the shift stage to the second speed hold condition. The method according to claim 3, wherein when the vehicle running gradient Rgf is smaller than the setting reference gradient when driving uphill, the first setting variable RLOffCnt for determining the road driving state is reduced to a predetermined value, and the state of the speed change stage is reduced. Judging; Determining whether the acceleration of the traveling vehicle is greater than the set reference acceleration when the state of the speed change stage is a second speed hold state in the above step; In the step, when the acceleration of the driving vehicle is greater than the set reference acceleration, the third setting variable axfonCnt for determining the acceleration driving time of the driving vehicle is increased to a predetermined value, and the first setting for determining the road driving state. Increasing the variable RLOffCnt to a predetermined value and determining whether the condition for setting the shift stage to a normal two-speed control condition is satisfied; If the condition for setting the speed change stage to the normal two-speed control condition is satisfied at this step, the first setting variable RLOffCnt for determining the road driving state is reset, and the speed change stage to the normal two-speed control condition. Resetting the third setting variable axfonCnt for determining an acceleration driving time of the driving vehicle after setting; And outputting a predetermined control signal for controlling the second gear speed to the second speed as the shift speed is set to a normal two-speed control condition in the step. The method of claim 6, wherein when the acceleration of the driving vehicle is smaller than the set reference acceleration, the third setting variable axfonCnt for determining the acceleration driving time of the driving vehicle is reset, and the shift stage is set to a normal two-speed control condition. A method of preventing upshift shifting on an uphill steep curve comprising the step of performing a determination step. The method of claim 6, wherein the method for setting the speed change stage to a normal two-speed control condition comprises: a third setting variable axfonCnt for determining an acceleration traveling time of the traveling vehicle is greater than the set reference time XTAXF, If the first setting variable (RLOffCnt) for determining the state is greater than the predetermined reference value (XTRGL), the upshift shift preventing method on the uphill steep curve road comprising the step of setting the shift stage to the normal two-speed control conditions. The method according to claim 6, wherein when the gradient degree value of the vehicle driving road is equal to the setting reference value, the first setting variable RLOffCnt for determining the road driving state is reduced to a predetermined value, and whether the shift stage is a second speed hold condition. A method for preventing upshifts on uphill steep curves including judging.