KR20070063864A - Method for controlling speed down fuel cut in auto transmission car - Google Patents

Method for controlling speed down fuel cut in auto transmission car Download PDF

Info

Publication number
KR20070063864A
KR20070063864A KR1020050124139A KR20050124139A KR20070063864A KR 20070063864 A KR20070063864 A KR 20070063864A KR 1020050124139 A KR1020050124139 A KR 1020050124139A KR 20050124139 A KR20050124139 A KR 20050124139A KR 20070063864 A KR20070063864 A KR 20070063864A
Authority
KR
South Korea
Prior art keywords
fuel cut
speed
rpm
engine
engine speed
Prior art date
Application number
KR1020050124139A
Other languages
Korean (ko)
Other versions
KR101047746B1 (en
Inventor
이성호
Original Assignee
현대자동차주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대자동차주식회사 filed Critical 현대자동차주식회사
Priority to KR1020050124139A priority Critical patent/KR101047746B1/en
Publication of KR20070063864A publication Critical patent/KR20070063864A/en
Application granted granted Critical
Publication of KR101047746B1 publication Critical patent/KR101047746B1/en

Links

Images

Classifications

    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0217—Controlling by changing the air or fuel supply for mixture compressing engines using liquid fuel
    • F02D2700/0261—Control of the fuel supply

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A method for controlling speed down fuel cut in an auto transmission car is provided to prevent an engine rpm (NE) from being lower than a turbine rpm (NT) referring to fuel cut in rpm when performing fuel cut control action. The method for controlling speed down fuel cut in an auto transmission car includes: a first step of detecting an engine revolution per minute (rpm), comparing it with fuel cut in rpm and computing the difference with a turbine rpm (NT); a second step of performing fuel cut in control action when the difference between the turbine rpm and the engine rpm is greater than a predetermined value before the engine rpm reaches the fuel cut in rpm; and performing fuel cut in control action when the engine rpm reaches the fuel cut in rpm.

Description

자동 변속기 차량에서의 감속 연료 컷 제어방법 {Method for controlling speed down fuel cut in auto transmission car}Control method for deceleration fuel cut in automatic transmission vehicle {Method for controlling speed down fuel cut in auto transmission car}

도 1은 종래의 감속 중 연료 컷 및 연료 컷인 상태를 나타낸 도면, 1 is a view showing a fuel cut and a fuel cut in a conventional deceleration;

도 2는 종래의 감속 중 엔진 회전수(NE)와 터빈 회전수(NT) 차이에 따른 TIP-IN SHOCK 차이를 나타낸 도면, 2 is a view showing a difference in tip-in shock according to the engine speed (NE) and the turbine speed (NT) of the conventional deceleration;

도 3은 본 발명에 따른 감속 연료 컷 제어방법이 적용되는 제어 시스템에 대한 구성을 나타낸 도면,3 is a view showing a configuration for a control system to which the deceleration fuel cut control method according to the present invention is applied;

도 4는 본 발명에 따른 감속 중 락업 클러치 비직결시 연료 컷 및 연료 컷인 상태를 나타낸 도면,4 is a view showing a fuel cut and a fuel cut-in state when the lock-up clutch is not directly connected during deceleration according to the present invention;

도 5는 본 발명에 따른 감속 중 락업 클러치 직결시 연료 컷 및 연료 컷인 상태를 나타낸 도면이다. 5 is a view illustrating a fuel cut and a fuel cut-in state when the lockup clutch is directly connected during deceleration according to the present invention.

<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>

10 : 전자 컨트롤 유니트 11 : 엑셀 페달10 electronic control unit 11 excel pedal

12 : 트로틀 포지션 센서 13 : 인젝터12: throttle position sensor 13: injector

본 발명은, 자동 변속기 차량에서의 감속 연료 컷 제어방법에 관한 것으로, 보다 상세하게는, 자동 변속기 차량에서 감속 중, 엔진 회전수(NE)가 터빈 회전수(NT) 보다 크게 낮아지는 것을 방지하기 위한 자동 변속기 차량에서의 감속 연료 컷 제어방법에 관한 것이다. The present invention relates to a method for controlling a deceleration fuel cut in an automatic transmission vehicle, and more particularly, to prevent the engine speed NE from being significantly lower than the turbine speed NT during deceleration in an automatic transmission vehicle. The present invention relates to a method of controlling a reduced fuel cut in an automatic transmission vehicle.

일반적으로 차량 연비를 향상시키는 방법에는, 연료 분사를 중지시키는 감속 연료 컷(Cut) 제어방법이 있는 데, 이것은 운전자가 주행 중 엑셀 페달에서 발을 떼고 감속하는 경우, 엔진에 연료 분사를 중지시킴으로써, 불필요한 연료 소모를 방지하는 것이다. Generally, a method of improving vehicle fuel economy includes a control method of decelerating fuel cut that stops fuel injection. When the driver decelerates from the excel pedal while driving, the engine stops fuel injection. It is to prevent unnecessary fuel consumption.

예를 들어, 운전자가 엑셀 페달에서 발을 떼면, 트로틀 포지션 센서(TPS)의 값이 아이들 상태인 TPS_idle 값이 되고, 이를 수신하게 되는 전자 컨트롤 유니트(ECU: Electronic Control Unit)에서는, TPS=<TPS_idle 조건을 판단하여 이를 만족하면 감속상태로 판단하게 된다. For example, when the driver releases the accelerator pedal, the value of the throttle position sensor (TPS) becomes the TPS_idle value in the idle state, and in the electronic control unit (ECU) that receives the signal, TPS = <TPS_idle If the condition is determined and satisfied, the deceleration state is determined.

그리고, 상기 조건을 만족한 후, 엔진 회전수(NE)가, 사전에 설정된 엔진 회전수 컷(NE_cut) 보다 큰 조건, 즉 NE>NE_cut이 되면, 연료 분사를 중지시켜, 연료 컷 상태가 되도록 한다. After the above condition is satisfied, when the engine speed NE becomes a condition larger than the preset engine speed cut NE_cut, that is, NE> NE_cut, the fuel injection is stopped to be in the fuel cut state. .

이때, 도 1에 나타낸 바와 같이, 자동 변속기 차량의 경우, 엔진 회전수(NE)가 토크 컨버터의 출력 회전수인 터빈 회전수(NT) 이하로 낮아지게 되며, 차량이 엔진을 구동하는 역구동 상태가 되는 데, 차량별로 엔진의 모터링 토크 및 토크 컨버터의 특성에 따라 NT∼NE 차가 다르게 나타낸다.In this case, as shown in FIG. 1, in the case of an automatic transmission vehicle, the engine speed NE is lowered below the turbine speed NT, which is the output speed of the torque converter, and the vehicle is driven in a reverse driving state. The difference between NT and NE is different according to the motoring torque of the engine and the characteristics of the torque converter for each vehicle.

한편, 상기와 같은 연료 컷 상태로 감속하여 엔진 회전수(NE)가 계속 낮아져, NE<설정값(NE_in) 조건이 되면, 연료 분사를 재개하게 되는 데, 상기 설정값 NE_in는 연료 컷인 회전수라고 하며, 하나의 상수 값으로 설정된다.On the other hand, when the engine speed NE is continuously lowered to the fuel cut state as described above and the engine speed NE continues to be lowered, and the condition NE <set value NE_in is reached, the fuel injection is resumed. It is set to one constant value.

그리고, 상기 연료 컷 상태에서 운전자가 다시 엑셀 페달을 밟으면, 연료 분사를 재개하게 되는 데, 종래 기술에서는, 상기 연료 컷인 회전수(NE_in)가 하나의 상수 값으로 설정되며, 또한 일반적으로 감속 중 긴 연료 컷 시간 확보를 위해, 상기 연료 컷인 회전수가 낮게 설정된다. When the driver presses the accelerator pedal again in the fuel cut state, fuel injection is resumed. In the related art, the fuel cut-in rotation speed NE_in is set to a constant value, and in general, a long length during deceleration. In order to ensure fuel cut time, the fuel cut-in rotation speed is set low.

그러나, 이 때문에 감속 연료 컷시 락업 클러치 직결이 되지 않는 경우, 엔진 회전수(NE)가 낮은 연료 컷인 회전수(NE_in)에 도달할 때까지 하강하여 터빈 회전수(NT)보다 낮아지게 되므로, 이때 엔진 회전수(NE)와 터빈 회전수(NT)의 차이가 클수록 이 상태에서 재 가속시 팁 인 쇼크(Tip-In Shock)가 악화되며, 또한 가/감속시 엔진 회전수의 유동량이 크게 되므로 차량 강성감도 악화되는 문제점이 있다.However, because of this, when the lock-up clutch is not directly connected at the time of the reduced fuel cut, the engine speed NE is lowered until it reaches a low fuel cut-in speed NE_in, which is lower than the turbine speed NT. The greater the difference between the rotational speed NE and the turbine rotational speed NT, the worse the tip-in shock during re-acceleration in this state, and the greater the flow rate of the engine rotational speed during acceleration / deceleration. There is a problem that the sensitivity deteriorates.

따라서, 본 발명은 상기와 같은 문제점을 해결하기 위하여 창작된 것으로서, 자동 변속기 차량에서, 감속시, 연료 컷 제어 동작을 수행하는 경우, 기 설정된 연 료 컷인 회전수(NE_in)를 참조함과 아울러, 엔진 회전수(NE)와 터빈 회전수(NT)간의 차이를 고려하여, 엔진 회전수(NE)가 터빈 회전수(NT) 보다 크게 낮아지는 것을 방지할 수 있도록 하기 위한 자동 변속기 차량에서의 감속 연료 컷 제어방법을 제공하는 데, 그 목적이 있는 것이다. Therefore, the present invention was created in order to solve the above problems, in the case of performing the fuel cut control operation during deceleration in the automatic transmission vehicle, while referring to the preset fuel cut-in speed NE_in, Reduction fuel in an automatic transmission vehicle for preventing the engine speed NE from being lower than the turbine speed NT in consideration of the difference between the engine speed NE and the turbine speed NT. To provide a cut control method, the object is to.

상기한 목적을 달성하기 위한 본 발명에 따른 자동 변속기 차량에서의 감속 연료 컷 제어방법은, 자동 변속기 차량에서, 엔진 회전수를 검출하여, 연료 컷인 회전수와 비교함과 아울러, 터빈 회전수와의 차를 산출하는 1단계와, 상기 엔진 회전수가, 상기 연료 컷인 회전수에 도달하기 이전에, 상기 터빈 회전수와 엔진 회전수의 차가, 기 설정된 값 보다 적으면, 연료 컷인 제어 동작을 수행하는 2단계를 포함하여 이루어지는 것을 특징으로 하며,The deceleration fuel cut control method in the automatic transmission vehicle according to the present invention for achieving the above object, in the automatic transmission vehicle, detects the engine speed, compare with the fuel cut-in speed, and with the turbine speed Step 1 of calculating the difference, and before the engine speed reaches the fuel cut-in speed, if the difference between the turbine speed and the engine speed is less than a preset value, performing the fuel cut-in control operation. Characterized in that comprises a step,

또한, 상기 엔진 회전수가, 상기 연료 컷인 회전수에 도달하면, 상기 연료 컷인 제어 동작을 수행하는 단계를 더 포함하여 이루어지고, 또한, 상기 터빈 회전수와 엔진 회전수의 차에 의한 연료 컷인 제어 동작과, 상기 엔진 회전수와 연료 컷인 회전수에 의한 연료 컷인 제어 동작이, 오어(OR) 조건으로 수행되는 것을 특징으로 한다. The fuel cut-in control operation may further include performing the fuel cut-in control operation when the engine speed reaches the fuel cut-in speed, and further, the fuel cut-in control operation by the difference between the turbine speed and the engine speed. And the fuel cut-in control operation by the engine speed and the fuel cut-in speed is performed under OR conditions.

이하, 상기한 바와 같이 구성된 본 발명에 대해 첨부도면을 참조하여 상세히 설명한다.Hereinafter, the present invention configured as described above will be described in detail with reference to the accompanying drawings.

도 3은, 본 발명에 따른 자동 변속기 차량에서의 감속 연료 컷 제어방법이 적용되는 제어 시스템을 나타낸 것으로, 상기 제어 시스템에는, 전자 컨트롤 유니트(ECU)(10), 엑셀 페달(11), 트로틀 포지션 센서(TPS)(12), 그리고 인젝터(Injector)(13) 등이 사용된다.3 shows a control system to which a deceleration fuel cut control method is applied in an automatic transmission vehicle according to the present invention, wherein the control system includes an electronic control unit (ECU) 10, an excel pedal 11, and a throttle position. A sensor (TPS) 12, an injector 13 and the like are used.

한편, 자동 변속기 차량에서, 감속시 연료 컷이 되면, 엔진 토크는 영(0)이 되어 엔진 회전수(NE)가 급격히 감소하려하지만, 엔진은 변속기를 통해 차량의 휠과 연결되어 있어, 차량의 관성으로 인해 차속의 감소와 함께 서서히 감소하게 되는 데, 이때 차량이 엔진을 돌리는 역구동 상태가 된다.On the other hand, in the automatic transmission vehicle, when the fuel cut at the deceleration, the engine torque is zero, and the engine speed NE is about to decrease rapidly, but the engine is connected to the wheel of the vehicle through the transmission, Due to the inertia, the speed decreases gradually with the decrease of the vehicle speed, and the vehicle is in reverse driving state in which the engine is turned.

그리고, 감속시 수동 변속기의 경우, 엔진 회전수는, 차속과 일정비, 예를 들어, 변속기 총 감속비 및 타이어 반경에 의해 결정되는 일정비를 가지나, 자동 변속기의 경우, 엔진과 변속기 사이에 토크 컨버터라고 하는 일종의 유체 클러치가 장착되며, 이 토크 컨버터는 입력측과 출력측의 슬립을 어느 정도 허용하므로 감속시 연료 컷되어 토크가 영(0)인 상태의 엔진의 회전수는 토크 컨버터 출력 회전수인 터빈 회전수(NT)보다 낮아지게 된다. And, in the case of the manual transmission at deceleration, the engine speed has a constant ratio determined by the vehicle speed and a constant ratio, for example, the transmission total reduction ratio and the tire radius, but in the case of the automatic transmission, the torque converter between the engine and the transmission It is equipped with a kind of fluid clutch, and this torque converter allows the input side and the output side slip to some extent, so that the engine speed with the fuel cut during deceleration and zero torque is turbine rotation which is the torque converter output speed. It will be lower than the number NT.

이때, 엔진 회전수와 터빈 회전수의 차이는, 엔진의 모터링 토크와 토크 컨버터가 허용하는 슬립량에 따라 달라지게 되는 데, 많은 슬립을 허용하는 특성을 갖는 토크 컨버터의 경우, 엔진 회전수(NE)는 터빈 회전수(NT) 보다 크게 낮아져, 감속 연료 컷 후, 바로 연료컷인 회전수까지 떨어지게 된다. In this case, the difference between the engine speed and the turbine speed is dependent on the motoring torque of the engine and the slip amount allowed by the torque converter. In the case of a torque converter having a characteristic of allowing a large amount of slip, the engine speed ( NE) is significantly lower than the turbine speed NT, and immediately falls to the fuel cut speed immediately after the deceleration fuel cut.

이처럼, 엔진 회전수(NE)가 터빈 회전수(NT) 보다 크게 낮은 상태에서 운전자가 차량의 재가속을 위해 엑셀 페달을 밟게 되면 터빈 회전수(NE)는 급상승하여 터빈 회전수(NT) 보다 높아지며 역 구동상태에서 정 구동상태로 바뀌는데, 이때 엔진 회전수(NE)가 터빈 회전수(NT) 위로 상승하여 역전되는 순간에 TIP-IN SHOCK가 발생한다.As such, when the driver presses the accelerator pedal for re-acceleration of the vehicle when the engine speed NE is significantly lower than the turbine speed NT, the turbine speed NE increases rapidly and becomes higher than the turbine speed NT. When the engine speed NE rises above the turbine speed NT and is reversed, TIP-IN SHOCK occurs.

한편, 상기 엔진 회전수(NE)와 터빈 회전수(NT)의 차이가 클수록, 도 2에 나타낸 바와 같이, SHOCK가 더 커지며, 엔진 회전수(NE)가 연료 컷인 회전수(NE_in)까지 떨어지므로, 감속시와 가속시의 엔진 회전수(NE)의 차이가 커 엔진 RPM의 유동량이 많아지므로 강성감 측면에서 불리하게 된다.On the other hand, as the difference between the engine speed NE and the turbine speed NT is larger, as shown in FIG. 2, the shock is greater, and the engine speed NE falls to the fuel cut-in speed NE_in. Therefore, since the difference in engine speed NE during deceleration and acceleration increases, the flow rate of the engine RPM increases, which is disadvantageous in terms of rigidity.

또한, 상기와 같은 문제를 해결하기 위해서는, 엔진 회전수(NE) 이하로 떨어지지 않도록 연료 컷인 회전수(NE_in)를 높이면 되지만 연료 컷인 회전수는, 하나의 값으로 설정되어 있어 이 값을 올리면, 실제 연비 개선에 효과가 있는 락업 클러치 직결상태 감속시 연료 컷 기간이 줄어들어, 연비가 나빠지게 된다.In order to solve the above problems, the fuel cut-in speed NE_in may be increased so as not to fall below the engine speed NE. However, the fuel cut-in speed is set to one value. The fuel cut period is reduced when the direct connection of the lock-up clutch is reduced, which is effective for improving fuel economy, resulting in poor fuel economy.

따라서, 본 발명에서는, 감속 연료 컷 중 연료 컷인 회전수(NE_in)에 의해서만 연료 컷인 제어가 수행되는 종래 기술에 비해, 엔진 회전수(NE)와 터빈 회전수(NT)간의 차이에 의해 연료 컷인을 제어하는 조건을 더 추가하여, 엔진 회전수가 터빈 회전수보다 크게 낮아지는 것을 방지하게 된다.Therefore, in the present invention, compared to the prior art in which fuel cut-in control is performed only by the fuel cut-in speed NE_in among the decelerated fuel cuts, the fuel cut-in is changed by the difference between the engine speed NE and the turbine speed NT. Further control conditions are added to prevent the engine speed from being significantly lower than the turbine speed.

즉, 상기 전자 컨트롤 유니트(10)에서는, 통상적인 연료 컷인 회전수(NE_in)에 의한 조건과 함께 오어(OR) 조건으로, 상기 터빈 회전수와 엔진 회전수의 차(NT-NE)가, 사전 설정 값보다 커지면, 엔진 회전수가 연료 컷인 회전수에 도달하기 이전이라도 연료 컷시키는 조건을 제어 조건에 추가한다.That is, in the electronic control unit 10, the difference between the turbine rotational speed and the engine rotational speed (NT-NE) is in advance an OR condition together with the condition of the rotational speed NE_in which is a normal fuel cut. If the engine speed exceeds the set value, the fuel cutting condition is added to the control condition even before the engine speed reaches the fuel cut speed.

이에 따라, 상기 전자 컨트롤 유니트(0)에서는, 도 4에 나타낸 바와 같이, 감속 중 락업 클러치가 비직결 상태인 경우, 엔진 회전수(NE)가 터빈 회전수(NT)보다 설정값 이상으로 더 낮아져, TIP-IN SHOCK가 발생되는 것을 예방하게 되며, 또한 도 5에 나타낸 바와 같이, 감속 중 락업 클러치가 직결 상태인 경우, 기존의 낮은 연료 컷인 회전수까지 연료 컷이 유지되도록 함으로써, 연비에는 영향이 없도록 한다. Accordingly, in the electronic control unit 0, as shown in FIG. 4, when the lock-up clutch is in a non-connected state during deceleration, the engine speed NE becomes lower than the set value more than the turbine speed NT. In addition, the TIP-IN SHOCK is prevented from occurring, and as shown in FIG. 5, when the lock-up clutch is directly connected during deceleration, the fuel cut is maintained up to the existing low fuel cut speed, thereby affecting fuel economy. Do not.

또한, 이렇게 되면, 엔진 회전수(NE)가 터빈 회전수(NT) 보다 크게 낮아지지 않으므로 가/감속시 엔진 RPM 유동량도 줄어 감성감이 크게 향상시킬 수 있게 된다. In this case, since the engine speed NE is not significantly lower than the turbine speed NT, the engine RPM flow rate is also reduced during acceleration / deceleration, thereby improving the sensitivity.

본 발명은 전술한 전형적인 바람직한 실시예들에만 한정되는 것이 아니라 본 발명의 요지를 벗어나지 않는 범위 내에서 여러 가지로 개량, 변경, 대체 또는 부가하여 실시할 수 있는 것임은 당해 기술분야에 통상의 지식을 가진 자라면 용이하게 이해할 수 있을 것이다. 이러한 개량, 변경, 대체 또는 부가에 의한 실시가 이하의 첨부된 특허청구범위의 범주에 속하는 것이라면 그 기술사상 역시 본 발명에 속하는 것으로 보아야 한다.It is to be understood that the present invention is not limited to the above-described exemplary preferred embodiments, but may be embodied in various ways without departing from the spirit and scope of the present invention. If you have it, you can easily understand it. If the implementation by such improvement, change, replacement or addition falls within the scope of the appended claims, the technical idea should also be regarded as belonging to the present invention.

이상과 같이 본 발명에 따르면, 엔진 회전수(NE)가 연료 컷인 회전수(NE_in)에 도달하지 않더라도, 상기 엔진 회전수(NE)가 터빈 회전수(NT) 보다 소정 값 이상 크게 낮아지면, 연료 컷인 제어동작을 수행하게 되므로, 연비를 보다 효율적으로 향상시킬 수 있게 된다.According to the present invention as described above, even if the engine speed NE does not reach the fuel cut-in speed NE_in, when the engine speed NE is significantly lower than the turbine speed NT by a predetermined value or more, the fuel Since the cut-in control operation is performed, fuel efficiency can be improved more efficiently.

Claims (3)

자동 변속기 차량에서, 엔진 회전수를 검출하여, 연료 컷인 회전수와 비교함과 아울러, 터빈 회전수와의 차를 산출하는 1단계와,In the automatic transmission vehicle, the first step of detecting the engine speed, comparing with the fuel cut-in speed, and calculating the difference with the turbine speed, 상기 엔진 회전수가, 상기 연료 컷인 회전수에 도달하기 이전에, 상기 터빈 회전수와 엔진 회전수의 차가, 기 설정된 값 보다 크면, 연료 컷인 제어 동작을 수행하는 2단계를 포함하여 이루어지는 것을 특징으로 하는 자동 변속기 차량에서의 감속 연료 컷 제어방법. And a step of performing a fuel cut-in control operation if the difference between the turbine speed and the engine speed is greater than a preset value before the engine speed reaches the fuel cut-in speed. Control method of deceleration fuel cut in automatic transmission vehicle. 제 1항에 있어서,The method of claim 1, 상기 엔진 회전수가, 상기 연료 컷인 회전수에 도달하면, 상기 연료 컷인 제어 동작을 수행하는 단계를 더 포함하여 이루어지는 것을 특징으로 하는 자동 변속기 차량에서의 감속 연료 컷 제어방법. And performing the fuel cut-in control operation when the engine speed reaches the fuel cut-in speed, further comprising performing the fuel cut-in control operation. 제 1항에 있어서,The method of claim 1, 상기 터빈 회전수와 엔진 회전수의 차에 의한 연료 컷인 제어 동작과, 상기 엔진 회전수와 연료 컷인 회전수에 의한 연료 컷인 제어 동작이, 오어(OR) 조건으로 수행되는 것을 특징으로 하는 자동 변속기 차량에서의 감속 연료 컷 제어방법.A fuel cut-in control operation by the difference between the turbine speed and the engine speed, and a fuel cut-in control operation by the engine speed and the fuel cut-in speed are performed under OR conditions. Control method of deceleration fuel cut in
KR1020050124139A 2005-12-15 2005-12-15 How to Control Decelerated Fuel Cut in Automatic Transmission Vehicles KR101047746B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020050124139A KR101047746B1 (en) 2005-12-15 2005-12-15 How to Control Decelerated Fuel Cut in Automatic Transmission Vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020050124139A KR101047746B1 (en) 2005-12-15 2005-12-15 How to Control Decelerated Fuel Cut in Automatic Transmission Vehicles

Publications (2)

Publication Number Publication Date
KR20070063864A true KR20070063864A (en) 2007-06-20
KR101047746B1 KR101047746B1 (en) 2011-07-07

Family

ID=38363711

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020050124139A KR101047746B1 (en) 2005-12-15 2005-12-15 How to Control Decelerated Fuel Cut in Automatic Transmission Vehicles

Country Status (1)

Country Link
KR (1) KR101047746B1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160094405A (en) 2013-12-03 2016-08-09 데이진 가부시키가이샤 Stretched laminated film for use in piezoelectric polymer material, and manufacturing method thereof

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016017839A1 (en) * 2014-07-31 2016-02-04 볼보 컨스트럭션 이큅먼트 에이비 Engine rpm override control device

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100313817B1 (en) 1999-12-10 2001-11-15 이계안 Power off damper clutch slip controlling methode for automatic transmission of vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160094405A (en) 2013-12-03 2016-08-09 데이진 가부시키가이샤 Stretched laminated film for use in piezoelectric polymer material, and manufacturing method thereof

Also Published As

Publication number Publication date
KR101047746B1 (en) 2011-07-07

Similar Documents

Publication Publication Date Title
JP3191631B2 (en) Slip control device for vehicle direct coupling clutch
JP4172345B2 (en) Vehicle control device
KR101199154B1 (en) Change speed control system of hybrid vehicle with automatic transmission and control method thereof
JP3284959B2 (en) Lockup control device for automatic transmission
US7282009B2 (en) Control of lock-up clutch
KR101047746B1 (en) How to Control Decelerated Fuel Cut in Automatic Transmission Vehicles
JP4112351B2 (en) Automotive engine stop control device
JPH0694122A (en) Slip controller for lock up clutch
JP3186558B2 (en) Acceleration slip control device for vehicles
JP5825437B2 (en) Control device for internal combustion engine
JPH03249474A (en) Acceleration detector and engage force controller of fluid coupling using the same
JP4186396B2 (en) Automatic engine stop / start device
JP2003014101A (en) Lock-up control device for torque converter
KR100373046B1 (en) A method for controlling engine fuel cut of cvt vehicle and a system thereof
KR100354023B1 (en) Method for controlling fuel of auto transmission in vehicle
CN219082221U (en) Control system for reducing in-gear acceleration impact of AT gearbox and automobile
US10814878B2 (en) Control device of automatic transmission
KR100726732B1 (en) A method for controlling damper clutch of automatic transmission
KR100316925B1 (en) Power off damper clutch controlling methode for automatic transmission of vehicle
JPH06185606A (en) Controller of lockup clutch
KR100320532B1 (en) Method for damper clutch controlling of automatic transmission of vehicle
KR20130029144A (en) Method for controlling damper clutch of automatic transmission
KR20240077695A (en) Engine control method and system when reverse slip tip-in
KR100350150B1 (en) Method for controlling damper clutch of auto transmission in vehicle
KR100412708B1 (en) Shift control method of continuous variable transmission vehicles

Legal Events

Date Code Title Description
A201 Request for examination
E701 Decision to grant or registration of patent right
GRNT Written decision to grant
FPAY Annual fee payment

Payment date: 20140630

Year of fee payment: 4

FPAY Annual fee payment

Payment date: 20150630

Year of fee payment: 5

FPAY Annual fee payment

Payment date: 20160630

Year of fee payment: 6

FPAY Annual fee payment

Payment date: 20180628

Year of fee payment: 8