KR20120136251A - Method for reducing a shift shock of manual transmission vehicle - Google Patents

Method for reducing a shift shock of manual transmission vehicle Download PDF

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Publication number
KR20120136251A
KR20120136251A KR1020110055344A KR20110055344A KR20120136251A KR 20120136251 A KR20120136251 A KR 20120136251A KR 1020110055344 A KR1020110055344 A KR 1020110055344A KR 20110055344 A KR20110055344 A KR 20110055344A KR 20120136251 A KR20120136251 A KR 20120136251A
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KR
South Korea
Prior art keywords
speed
engine
shift
engine speed
clutch pedal
Prior art date
Application number
KR1020110055344A
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Korean (ko)
Inventor
김종익
Original Assignee
현대자동차주식회사
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Priority to KR1020110055344A priority Critical patent/KR20120136251A/en
Publication of KR20120136251A publication Critical patent/KR20120136251A/en

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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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • 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
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/40—Output shaft 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • 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
    • B60W2520/28—Wheel 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/28—Wheel speed

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

PURPOSE: A transmission shock reduction method of a manual transmission vehicle is provided to improve vehicle operability and transmission shocks by controlling engine rev count based on current vehicle speed and gearshift position. CONSTITUTION: A clutch pedal detection unit(11) outputs a signal according to on and off control state of a clutch pedal. A vehicle speed detection unit(12) detects current vehicle speed. A gearshift detection unit(13) outputs a gearshift position signal according to the gearshift operation state of an operator. An engine rev count detection section(14) detects engine rev count. An engine control unit(20) controls the rev count of an engine(30) according to the current vehicle speed and the gearshift position. [Reference numerals] (110) First control unit; (120) Second control unit; (130) Memory; (140) Comparator; (150) Third control unit

Description

METHOD FOR REDUCING A SHIFT SHOCK OF MANUAL TRANSMISSION VEHICLE}

The present invention relates to a shift shock reduction method of a manual transmission vehicle, and more particularly, to a method of effectively reducing shift shock in all shifting processes of upshift and downshift.

The driving force required for driving the vehicle varies greatly depending on road conditions and driving speeds in the state of carrying passengers and cargoes, and therefore, a device for changing torque between the engine and the driving wheel is required to cope with this, and such a device is called a transmission.

The transmission of the vehicle is installed between the clutch and the propulsion shaft to increase or decrease the rotational force of the engine according to the change of driving state, and is divided into a manual transmission and an automatic transmission.

Among these, the manual transmission includes a plurality of transmission gears installed on the main shaft and the sub-shaft to vary the rotational force of the engine, and when the driver operates the shift lever, the selected transmission gear of each stage gear is engaged. Delivery is to take place.

In a vehicle equipped with such a manual transmission, an artificial shift operation of the driver is essential for shifting, and a shift operation sequence of upshift and downshift is constant.

That is, the driver operates the shift lever with the pedal pedal depressed (acceleration pedal off) after the pedal pedal is turned on (clutch pedal on), and then after the shift lever is completed, the driver releases the clutch pedal (clutch pedal). Pedal Off) Press the accelerator pedal again (Acceleration pedal on).

If this is divided into the case of the upshift and downshift described.

In the case of upshifting, it secures a constant driving force and then upshifts to the next stage. The sequence is the accelerator pedal off → clutch pedal on → shift lever top (upshift) operation → clutch pedal off ) → accelerator pedal on.

In performing the shifting operation in this order, when the accelerator pedal is turned off for shifting, as shown in FIG. 1, the engine speed is lowered, and the engine speed is lowered as the time of depressing the clutch pedal becomes longer. The amount is to be larger.

When the speed of the engine that changes during shifting is greater or smaller than the speed difference due to the gear ratio difference, it adversely affects the operability.

In the case of downshifting, accelerator pedal off → clutch pedal on → downshift lever operation (downshift) operation → acceleration pedal on of the engine speed compensation amount → clutch pedal off → accelerator pedal on In order to accelerate the deficiency, the engine speed compensation is not performed in the upshift.

The reason for compensating the engine speed is to prevent tire slip and transmission shock due to the speed difference for each shift stage caused by the speed ratio difference of each gear stage (gear stage).

That is, as shown in Figure 2, when the lower operation of the shift lever is to step on the accelerator pedal to compensate for the engine speed in the neutral state, after completing the lower operation of the shift lever clutch as in the upshift shifting Release the pedal and press the accelerator pedal.

At this time, the clutch should be attached near the rotational speed corresponding to the vehicle speed of the desired speed change stage.

On the other hand, the conventional problems occurring in the upshift / downshift shift operation process as described above are as follows.

As a problem occurring during upshifting, since the engine speed decreases as the clutch pedal is pressed for a long time, durability problems may occur due to the generation of vehicle inertia torque on the engine side when shifting to the upper side.

In addition, the lower the engine speed, the lower the acceleration performance after the shift, especially turbocharger (turbocharger) vehicle is a large turbo rack size according to the engine speed, the lower the engine speed is disadvantageous to the acceleration.

In addition, the problem occurs when downshifting, when shifting to the lower end of two or more gear stages (e.g., skip shifting from six to four speeds, six to three speeds, etc.) The difference in number adversely affects the driving performance of the vehicle (when crying), and at low engine speeds, the acceleration performance decreases after shifting.

Therefore, the present invention has been created to solve the above problems, a manual transmission that can effectively improve the vehicle driveability and shift shock while maintaining the engine speed optimally in all the shift of the upshift and downshift. It is an object of the present invention to provide a method of reducing a shift shock of a vehicle.

In order to achieve the above, the present invention is to improve the driveability and the shift shock when the shift operation of the manual transmission vehicle, the engine control unit clutch pedal from the clutch pedal detection unit as the driver operates the clutch pedal for shifting Receiving an on signal; Receiving, by the engine control unit, the current vehicle speed from the vehicle speed detector in the clutch pedal on state and the shift lever position operated by the driver from the shift lever detector; Determining, by the engine controller, a target engine speed with a value corresponding to a current vehicle speed and a shift lever position; And an engine control unit controlling the engine speed to a target engine speed determined by a value according to a vehicle speed and a shift lever position.

In a preferred embodiment, the engine control unit determines the target engine speed from the rotation speed map data, the target engine speed is set according to the vehicle speed and the shift lever position, and the rotation speed map data are separately separated during upshift and downshift Characterized in that it is provided.

The controlling of the engine speed to the target engine speed may be performed until the engine controller receives a clutch pedal off signal from the clutch pedal detection unit.

In addition, the shift operation is characterized in that it comprises an upshift, downshift operation of one step and two or more steps.

Accordingly, according to the shift shock reduction method of the manual transmission vehicle according to the present invention, when the driver performs the shift by operating the clutch pedal and the shift lever in the manual transmission vehicle, the engine speed is based on the current vehicle speed and the shift lever position. In this case, it is possible to effectively improve the vehicle driving performance and the shift shock while maintaining the engine rotation speed optimally in all shifting processes of the upshift and the downshift.

1 is a view showing an engine speed state according to a conventional pedal and shift lever operation during upshift.
2 is a view showing that the engine speed compensation is made in the conventional downshift.
3 is a block diagram showing a configuration of an engine speed control apparatus for controlling engine speed according to the method according to the present invention.
4 is a view for explaining a shift shock reduction method according to the present invention, a view showing a state of the engine speed controlled by reflecting the vehicle speed and the shift lever position during upshift.
5 is a view for explaining a shift shock reduction method according to the present invention, it is a view showing that the engine speed compensation is made according to the vehicle speed and the shift lever position during downshift.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present invention.

The present invention relates to a shift shock reduction method of a manual transmission vehicle. When a driver performs a shift by operating a clutch pedal and a shift lever in a manual transmission vehicle, the engine speed is controlled based on the current vehicle speed and the shift lever position. The main focus is to ensure optimal shifting and to improve vehicle driveability and shift shock.

Figure 3 is a block diagram showing the configuration of the engine speed control device for controlling the engine speed during the shift in accordance with the method according to the invention, Figure 4 is a view for explaining a shift shock reduction method according to the invention, The engine speed state is controlled by reflecting the vehicle speed and the shift lever position during the shift.

5 is a view for explaining a shift shock reduction method according to the present invention, it is a view showing that the engine speed compensation is made according to the vehicle speed and the shift lever position during downshift.

In FIG. 5, (a) shows downshift by one step and (b) shows downshift by two or more steps (ie, skip downshift).

First, referring to Figure 3, the configuration of the apparatus for controlling the engine speed in accordance with the current vehicle speed and the operated shift lever position at the time of shifting (during clutch pedal on-off) in order to reduce vehicle driveability and shift shock in the present invention Is showing.

As shown, the engine speed control apparatus includes a clutch pedal detector 11 for outputting a signal according to the on / off operation state of the clutch pedal, a vehicle speed detector 12 for detecting a current vehicle speed, and a shift lever of the driver. The shift lever detection unit 13 outputs a shift lever position signal according to the operation state, the engine speed detection unit 14 for detecting the engine speed, and the engine according to the vehicle speed and the shift lever position from the clutch closed state to the off state. The engine control part 20 which controls the rotation speed of 30 is comprised.

In such a configuration, the clutch pedal detector 11 may be a clutch switch that detects and outputs a signal of the on (pedal press operation and clutch release) / off (pedal press release and clutch engagement) states of the clutch pedal, and outputs the vehicle speed detector 12. May be a conventional vehicle speed sensor.

In addition, the shift lever detection unit 13 is a signal according to the shifted position of the shift lever when the driver operates the shift lever, in particular, a signal divided according to the shift lever position so that the engine control unit 20 can recognize the shift lever position. This is the component that outputs.

In addition, the engine control unit 20 includes the speed map data in which a target engine speed (target rpm) is set according to the vehicle speed and the shift lever position, wherein the speed map data of the engine control unit 20 is a preceding test for the vehicle. The engine speed data that can be obtained after the input through the input, and the optimum shift and shift shock reduction according to the vehicle speed and shift lever position in the preceding test process (in the description of the control process below the vehicle speed and shift lever position The target rotational speed data that is set by stars).

Of course, the rotation speed map data is provided by being divided into upshift and downshift.

Or, it can be obtained from the engine speed calculation formula. If the current vehicle speed and the position of the shift lever are known in the following equation, the remaining values are determined and thus can be obtained by inverting the target engine speed.

Vehicle speed = Tire companion diameter × 2π × Target engine speed × Constant / (FGR × Gear ratio for each gear)

Here, the constant is a value for matching the unit of the vehicle speed, and is 60/1000 when the vehicle speed unit is km / h.

Hereinafter, the engine control at the time of shift for reducing the shift shock by the above device will be described.

Basically, the shifting operation of the manual transmission vehicle is to operate the shift lever with the driver's foot off the accelerator pedal (acceleration pedal off) and then press the clutch pedal (clutch pedal on), and then when the shift lever operation is completed, the clutch This is done by releasing the pedal (clutch pedal off) and then pressing the accelerator pedal again (acceleration pedal on).

This shifting operation is performed the same for both upshift and downshift (including both 1st downshift and 2nd or more downshifts), and at the moment when the driver operates the shift lever to the desired position with the clutch pedal depressed, The engine speed is adjusted to the shift lever position.

That is, when the clutch pedal is pressed while driving, the clutch pedal on signal is output from the clutch pedal detector 11, and the engine controller 20 receives the clutch pedal on signal to recognize that the driver has stepped on the clutch pedal.

Subsequently, when the driver manipulates and inputs the shift lever to a desired shift position, the shift lever position signal according to the operation state is output from the shift lever detection unit 13, and the engine control unit 20 receives the input of the shift lever position signal. The shift lever position is recognized.

At this time, the engine control unit 20 receives the current vehicle speed from the vehicle speed detection unit 12 even during the shift, and the engine control unit 20 determines the target engine speed based on the current vehicle speed and the shift lever position. Until the clutch pedal is turned off, the current engine speed is controlled to the target engine speed through a normal engine speed control method such as fuel injection amount adjustment.

In this process, the engine controller 20 may use the engine speed signal detected by the engine speed detector 14 as a feedback signal.

4 and 5 show control states of the engine speed reflecting the vehicle speed and the shift lever position at the time of upshift and downshift, respectively, in the current vehicle speed and the operated shift lever position in the clutch pedal on state after the accelerator pedal off. As a result, the engine speed is controlled.

Referring to FIG. 5, the vehicle speed and the shift lever position in the case where the shift operation is performed in two or more steps of downshifting (for example, in the sixth speed to the fourth speed and the sixth speed to the third speed) as in the case of the first speed downshift. The engine speed compensation process of controlling the engine speed at a predetermined target engine speed according to the above is performed.

In this manner, the present invention has the following advantages.

The present invention is an active control method for controlling the engine speed in a desired form according to the vehicle speed and gear stage (shift stage) in a manual transmission vehicle, the engine according to the vehicle speed and gear stage by using a shift lever detection unit (gear stage position sensor) It calculates the number of revolutions in advance and controls the engine speed according to the gear and vehicle speed value when certain conditions are satisfied.It has the advantage that it can be applied to all shifts (6 → 4, Compatible with all shifts, including 6 → 3 shift)

In addition, in the conventional case, when the normal shift is performed during the upshift operation, the engine speed drops at the moment of stepping on the clutch pedal, and synchronization with the engine speed of the next stage is possible to some extent, so that the shift can be performed without a large impact. If it is delayed, the shift shock becomes large.

In addition, since the rapid acceleration accelerates the engine speed at the time of rapid acceleration, the engine speed decrease amount is increased.

At this time, if the engine speed is controlled to a value determined for each vehicle speed and gear stage as in the present invention, the shift shock due to the engine speed mismatch can be minimized.

Further, in the related art, the compensation for raising the engine speed by a certain rpm is limited to only downshifting. However, in the present invention, the engine speed is set according to the vehicle speed and the shift lever position in all shift operations including the upshift. Compensation control by the engine speed, it is possible to minimize the shift shock in the upshift and downshift, and also has the advantage that it can cope with rapid shifts, such as skip downshift.

In addition, in the conventional case, if the driver had to adjust the clutch mit point to the engine speed compensation, the present invention has an advantage that the engine speed is compensated according to the driver's will, so that the driver can cope actively with the conventional method.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the scope of the present invention is not limited to the disclosed exemplary embodiments. Modified forms are also included within the scope of the present invention.

11 clutch pedal detection unit 12 vehicle speed detection unit
13 shift lever detection unit 14 engine speed detection unit
20: engine control unit 30: engine

Claims (4)

In order to improve the driving performance and the shift shock when the shift operation of the manual transmission vehicle,
Receiving, by the engine controller, a clutch pedal on signal from the clutch pedal detection unit as the driver operates the clutch pedal for shifting;
Receiving, by the engine control unit, the current vehicle speed from the vehicle speed detector in the clutch pedal on state and the shift lever position operated by the driver from the shift lever detector;
Determining, by the engine controller, a target engine speed with a value corresponding to a current vehicle speed and a shift lever position;
Controlling, by the engine controller, the engine speed to the target engine speed determined as a value according to the vehicle speed and the shift lever position;
Shifting shock reduction method of a manual transmission vehicle comprising a.
The method according to claim 1,
The engine controller determines the target engine speed from the rotation speed map data at which the target engine speed is set according to the vehicle speed and the shift lever position, and the rotation speed map data is separately provided during upshift and downshift. Shift shock reduction method of a manual transmission vehicle.
The method according to claim 1,
And controlling the engine speed to the target engine speed until the engine control unit receives a clutch pedal off signal from the clutch pedal detection unit.
Claim 1
The shift operation is a shift shock reduction method of a manual transmission vehicle, characterized in that it comprises an upshift, one-stage and two-stage downshift operation.







KR1020110055344A 2011-06-08 2011-06-08 Method for reducing a shift shock of manual transmission vehicle KR20120136251A (en)

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KR1020110055344A KR20120136251A (en) 2011-06-08 2011-06-08 Method for reducing a shift shock of manual transmission vehicle

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Application Number Priority Date Filing Date Title
KR1020110055344A KR20120136251A (en) 2011-06-08 2011-06-08 Method for reducing a shift shock of manual transmission vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160057250A (en) * 2014-11-13 2016-05-23 현대자동차주식회사 Vehicle control method when shift is performed

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160057250A (en) * 2014-11-13 2016-05-23 현대자동차주식회사 Vehicle control method when shift is performed

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