KR20130053473A

KR20130053473A - Method for processing signal of accel position sensor

Info

Publication number: KR20130053473A
Application number: KR1020110118020A
Authority: KR
Inventors: 김종익
Original assignee: 현대자동차주식회사
Priority date: 2011-11-14
Filing date: 2011-11-14
Publication date: 2013-05-24

Abstract

PURPOSE: A processing method of an acceleration pedal sensor signal is provided to improve a conventional problem by linearly determining an APS value(%) for using an actual control from the voltage signal output of an acceleration pedal sensor. CONSTITUTION: A processing method of an acceleration pedal sensor signal uses a table which sets a controlling APS value(%) according to the voltage value(V) output signal of an acceleration pedal sensor. An ECU calculates the APS value according to the voltage value set in the table when a corresponding voltage value is inputted to the operation stroke of the acceleration pedal sensor. [Reference numerals] (AA) APS value(%); (BB) Conventional; (CC) Acceleration-intention area; (DD) The present invention; (EE) Constant-speed area; (FF) Pedal stroke(mm)

Description

Method for processing signal of accel position sensor

The present invention relates to a method for processing an accelerator pedal sensor signal, and more particularly, to an improved method for processing an accelerator pedal sensor signal having a degree of freedom of setting and calculating a sensor value (%) according to vehicle driving characteristics. will be.

Generally, an accelerator pedal sensor (APS) is installed in an accelerator pedal of a vehicle, and the accelerator pedal sensor is configured to output a voltage value corresponding to an operation displacement of the accelerator pedal.

The analog signal output from the accelerator pedal sensor (hereinafter referred to as APS), that is, the voltage signal, is a signal (acceleration / deceleration request signal) when the driver operates the accelerator pedal, and thus is widely used as a variable to reflect the driver's intention in vehicle control. It is becoming.

For example, the engine output torque is controlled by using a sensor value (commonly referred to as an 'APS value' or 'accelerator pedal opening', etc.) calculated in% from the voltage signal of the APS as an element of fuel amount control. The shift control means uses the sensor value (hereinafter referred to as APS value) to determine a damper clutch release condition or the like.

In addition, in the electronic throttle system (ETS), the voltage signal of the APS is input to the electronic control unit (ECU) and used to control the motor of the electronic throttle body. Is in control.

In this way, the APS value directly connected to the acceleration of the vehicle is used for various control logics in the vehicle, and the torque map for controlling the engine output torque is also generated by the APS value / engine rpm to reflect the driver's intention in various control maps of the vehicle. It is set as an input variable.

On the other hand, the APS outputs a voltage signal corresponding to the actual displacement (pedal stroke) of the accelerator pedal.When the ECU receives the output voltage value of the APS, the APS is converted to the APS value in% and used for various control such as engine control. Done.

In the conventional case, the minimum value and the maximum value of the voltage output from the APS are set. Based on this, the actual output voltage is converted into an APS value in% unit, or the ratio (%) of the supply voltage and the output voltage of the APS is calculated as an APS value. use.

Accordingly, the APS value is linearly determined as shown in FIG. 1 according to the stroke of the accelerator pedal, and this value cannot be changed according to the pedal characteristics, and when used as it is, it affects fuel economy, exhaust gas, and driver's feeling of acceleration. Will be given.

In more detail, since the APS value is determined according to the pedal stroke, in the conventional case, since the APS value is calculated linearly with respect to the sensor output voltage, the linear APS value for the pedal stroke change is consistently applied to the vehicle. Used for control

Accordingly, the driver may feel a difference in acceleration depending on the pedal effort and stroke, and depend only on the physical characteristics of hardware such as a pedal.

Particularly, in acceleration / deceleration control of the vehicle, there is an accelerator pedal opening section (constant speed maintenance area based on the APS value) that can maintain the current vehicle speed constantly. In this section, the constant speed can be maintained without moving the accelerator pedal as much as possible. If the speed is not maintained in this section, the pedal operation of the driver for acceleration / deceleration is increased, which adversely affects fuel efficiency and exhaust gas.

Fuel cut off / in during the actual deceleration directly increases the amount of NOx and fuel, and in the case of a large vehicle, sufficient driving force is generated even at a low pedal stroke.

Accordingly, the present invention has been created to solve the above problems, and can solve the conventional problems due to the linear determination of the APS value (%) used for actual control from the voltage signal output from the accelerator pedal sensor. It is an object of the present invention to provide a method of processing an accelerator pedal sensor signal.

In order to achieve the above object, the present invention, in the method of processing the accelerator pedal sensor signal comprising the step of calculating the control APS value (%) from the voltage value (V) which is the output signal of the accelerator pedal sensor, the accelerator When a voltage value corresponding to the operation stroke of the accelerator pedal is input from the accelerator pedal sensor using the table in which the control APS value is set according to the voltage value that is the output signal of the pedal sensor, the ECU sets the APS value according to the voltage value set in the table. It provides a method of processing an accelerator pedal sensor signal, characterized in that for calculating.

Accordingly, in the method for processing an accelerator pedal sensor signal according to the present invention, in the process of calculating the control APS value from the voltage value which is the output signal of the accelerator pedal sensor, the APS value for the voltage value is calculated using a separate table. As a result, the conventional problem caused by the APS value being determined as the linear value for the entire voltage value range can be improved, and at the same time, the APS value can have the degree of freedom in setting and calculating the APS value according to the driving characteristics.

1 is a diagram illustrating a linear characteristic of an APS value determined according to a pedal stroke.
2 is a diagram illustrating APS signal processing.
3 is a diagram showing an APS value for a pedal stroke in an embodiment of the present invention.
4 is a view showing another embodiment of the present invention to have a degree of freedom in calculating the APS value at the beginning of an accelerator pedal operation.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains.

The present invention has a main object to improve the conventional problem due to the linear determination of the APS value (%) used for the actual control from the voltage signal output from the APS, and the APS value setting and calculation according to the vehicle driving characteristics An improved APS signal processing method capable of giving freedom.

FIG. 2 is a diagram illustrating APS signal processing. As shown, a voltage value corresponding to the stroke of the accelerator pedal 10 is output from the APS 11, and the voltage value is APS in% in the ECU 20. The value is converted to a value and used to control various vehicles such as engine control.

In this case, in the conventional case, as shown in FIG. 3, the APS value is linearly calculated with respect to the voltage value of the APS corresponding to the pedal stroke (pedal operation displacement) operated by the driver (APS value is calculated for the entire voltage value section. Linear value), the APS value calculated therefrom changes linearly in response to the pedal stroke and the output voltage value of the APS.

3 is a diagram illustrating an APS value for a pedal stroke in the present invention, and a dotted line represents a conventional APS value calculated linearly with respect to a pedal stroke increase and decrease and a corresponding voltage value increase and decrease, and a solid line is calculated according to the present invention. The APS value for the pedal stroke.

3 illustrates an embodiment of the present invention having a degree of freedom in setting and calculating the APS value in the constant speed maintenance region R1. In the conventional case, the APS value is consistently linear with respect to the pedal stroke and the sensor voltage value. In the present invention, the APS value is set and calculated in a specific driving region such as the constant speed maintenance region R1 and has a gradient of increase and decrease different from the rest of the region.

That is, in the constant speed maintenance area R1 equal to or lower than the specific APS value K1 capable of keeping the vehicle speed constant as in the embodiment, the APS value is set smaller than the conventional calculated value with respect to the same voltage value. The APS value is set to change with a smaller slope.

Also, from the point out of the constant speed maintenance area R1, the change in the APS value for the pedal stroke can be increased or decreased with a larger inclination than in the prior art, whereby the pedal in the acceleration will area R4 above the specific APS value K2 is increased. As the stroke increases (as the driver manipulates the pedal larger), a greater inclination allows the driver's acceleration will to be reflected.

In this process, a voltage-APS value table in which the control APS value (%) is set according to the voltage value V, which is an output signal of the APS, is prepared, and the ECU is configured to calculate the APS value from the voltage value of the APS 11. 20, and when the voltage value of the APS 11 is input to the ECU 20 as shown in FIG. 2, a method of calculating an APS value according to the voltage value from the table may be applied.

Of course, in the table, as described above, in the set constant speed maintenance region R1 that can keep the vehicle speed constant, the APS value according to the voltage value is set to a value smaller than the linear value in the entire voltage value section. At the same time, the increase and decrease slope (rate of change) of the APS value is set to have a smaller value than the increase and decrease slope of the linear value.

Further, in the acceleration will area R4 where the driver's acceleration will be large, the APS value according to the voltage value is set to have a large increase and decrease slope compared to the linear value increase and decrease slope in the entire voltage value section.

Unlike the conventional method in which the APS value is calculated from the voltage value as a linear value, in the present invention, since the APS value preset in the table is calculated from the voltage value, it is specified such as the constant speed sustain area R1 and the acceleration will area R4. In the operating region, an APS value different from the conventional linear value can be calculated.

That is, even if the same voltage value is received from the APS, the ECU 20 can calculate an APS value different from the conventional APS value. In the constant speed maintenance area R1, a lower APS value is calculated than the conventional one, and the acceleration will area ( In R4), the APS value is calculated as the linear value of the larger slope with respect to the pedal straw change compared with the prior art.

In addition, in the constant speed maintenance area R1 having a specific APS value K1 or less in FIG. 3, the pedal use period (stroke period) of the constant speed maintenance area R1 is equal to that of R2 in the related art. Interval, but in the present invention, the interval becomes R3.

This means that the section capable of maintaining constant speed is extended in the present invention without moving the accelerator pedal as much as possible, and means that the pedal use section (pedal stroke section) is increased in the constant speed maintaining region R1 below a specific APS value K1. In addition, it means that the engine control is made so that the pedal movement is insensitively reflected in the low pedal stroke region.

Therefore, in the case of the present invention, the driver's pedal operation for maintaining the constant speed is facilitated, and the frequent acceleration / deceleration of the vehicle is reduced by the control of the fuel amount insensitive to the pedal movement, which is advantageous in terms of fuel efficiency and exhaust gas, compared to the conventional one. .

In the conventional case, a more sensitive control is performed on the pedal stroke even in the presence of the constant speed maintenance area. Therefore, the driver frequently presses the pedal in and out of the constant speed maintenance area. Cause adverse effects of gas.

In addition, the control is more sensitive to the pedal movement in the high pedal stroke area, that is, the acceleration will area (R4) with a lot of acceleration will, which provides the effect of improving the feeling of acceleration.

As described above, the present invention has a degree of freedom to set an APS value for a pedal stroke that matches a vehicle driving characteristic in a specific driving region, and thus it is possible to expect improved results compared to the prior art in terms of fuel efficiency, exhaust gas, driving operability, and feeling of acceleration. .

On the other hand, Figure 4 is a view showing another embodiment of the present invention to have the degree of freedom of calculating the APS value at the beginning of the accelerator pedal operation, as shown, low pedal stroke below the initial accelerator pedal operation, that is, a specific value (K3), as shown In a vehicle model in which it is necessary to sharply increase the engine output torque in the region R5, the APS value can be set to a higher value than the conventional one for the same APS output voltage value so that control for rapidly increasing the initial torque output can be made. .

For example, in the case of a gasoline vehicle equipped with a turbocharger, in order to make up for the feeling of acceleration in the initial turbo rack section, it is necessary to set such that the feeling of acceleration is high in the low stroke region R5 at the beginning of the accelerator pedal operation.

To this end, in the embodiment of FIG. 4, the APS value is set to change to a higher APS value and a slope than in the prior art in the low pedal stroke region R5 below the specific value K3.

In this process, as in the embodiment of FIG. 3, a voltage-APS value table is set in which a control APS value (%) is set according to the voltage value V, which is an output signal of the APS, and then the voltage value of the APS 11 is generated. The APS value is stored in the ECU 20 that calculates the APS value from the table. When the voltage value of the APS 11 is input to the ECU 20 as shown in FIG. 2, the APS value according to the voltage value is calculated from the table. Can be applied.

Of course, in the above table, as described above, in the low pedal stroke region R5 which is the initial accelerator pedal operation, the APS value according to the voltage value is set to a value larger than the linear value in the entire voltage value section, It is set to have a larger increase and decrease slope compared to the increase and decrease slope of the linear value.

As a result, an APS value different from the conventional APS value is calculated in the ECU 20 for the same voltage value of the APS. As shown in FIG. 4, the APS value is larger than the conventional APS value in the region R5 below the specific pedal stroke K3. The APS value may be calculated, and when the engine control is performed using the calculated APS value, the engine control for rapidly increasing the engine torque output at the initial stage of the accelerator pedal operation may be implemented.

In this way, the embodiments of FIGS. 3 and 4 have a common feature that allows the APS value to be set and calculated that is different from the conventional values (linearly set in the voltage and stroke intervals) for the preset operating region. 3 is an embodiment in which a differentiated APS value is set and calculated by dividing a driving area of a constant speed sustaining area and an acceleration sustaining area, and the embodiment of FIG. This is an embodiment in which the differentiated APS value is set and calculated.

In addition, when the APS value is calculated, a table in which the APS value is preset according to the voltage value is used as described above, and at this time, the reference for dividing the above-described operation region is a voltage value.

That is, in the description of the embodiment of FIG. 3, the constant speed sustaining area and the acceleration willing area are described by dividing K1 and K2 into reference values, but the reference value for dividing each area in the actual table is a specific voltage value corresponding to K1 and K2. It becomes.

In addition, in applying the above-described embodiments of the present invention, in the case of a vehicle capable of selecting a driver mode, an APS value (constant speed maintenance type) to which the embodiment of FIG. 3 is applied and an APS value to which the embodiment of FIG. 4 is applied according to the selected mode. And, any one of the conventional linear APS value can be selected and used.

As is well known, in a vehicle in which a driver mode can be selected, such as a sports car equipped with a manual transmission, the driver may select one of the driver modes such as active eco, normal, and sports driving. When the selection is made (eg, a button selection method), the engine output torque control for each mode is usually performed by selecting and using a torque map set for each driver mode.

However, for this purpose, the torque map and the shift pattern should be changed when selecting a mode, which requires a lot of time and effort to prepare a torque map according to each mode.

Therefore, it is possible to calculate the differentiated APS value according to the selected driver mode from the APS output voltage without changing the torque map, thereby reducing the time and effort required to prepare or change the torque map.

For example, the APS value to which the embodiment of FIG. 3 is applied in the active eco mode, the conventional linear APS value to the normal mode, and the APS value to which the embodiment of FIG. 4 is applied in the sports driving mode may be selected.

That is, instead of the control method for each mode based on the differentiated torque map, the control method for each mode based on the differentiated APS calculation is applied.

In this case, the APS output voltage value is calculated according to each mode is differentiated by each mode, there is an advantage that the same effect can be obtained without changing the torque map for each mode.

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.

10: accelerator pedal
11: accelerator pedal sensor (APS)
20: ECU

Claims

In the method of processing an accelerator pedal sensor signal comprising the step of calculating a control APS value (%) from the voltage value (V) that is the output signal of the accelerator pedal sensor (11),
Corresponding to the operating stroke of the accelerator pedal 10 from the accelerator pedal sensor 11 by using a table in which a control APS value (%) is set according to the voltage value V which is the output signal of the accelerator pedal sensor 11. When the voltage value is input, the ECU 20 calculates the APS value according to the voltage value set in the table.

The method according to claim 1,
The table is,
In the set constant speed maintenance area R1, which is an APS value area capable of keeping the vehicle speed constant, the APS value according to the voltage value is set to a value smaller than the linear value in the entire voltage value section, and the gradient of the linear value increases and decreases. Accel pedal sensor signal processing method characterized in that it is set to have a smaller increase and decrease inclination.

The method according to claim 1,
The table is,
In the set acceleration will area R4 which is the APS value area where the driver's acceleration will be large, the APS value according to the voltage value is set to have a larger increase / decrease slope than the linear value increase / decrease slope in the entire voltage value section. Method of processing accelerator pedal sensor signal.

The method according to claim 1,
The table is,
In the low pedal stroke region R5, which is the initial stage of the accelerator pedal operation, the APS value according to the voltage value is set to a value larger than the linear value in the entire range of the voltage value, and the increase and decrease slope is larger than the increase and decrease slope of the linear value. Accel pedal sensor signal processing method characterized in that it is set to have.