KR20140056780A - System and method for cross bump reduction of vehicle with automatic transmission - Google Patents

System and method for cross bump reduction of vehicle with automatic transmission Download PDF

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Publication number
KR20140056780A
KR20140056780A KR1020120122495A KR20120122495A KR20140056780A KR 20140056780 A KR20140056780 A KR 20140056780A KR 1020120122495 A KR1020120122495 A KR 1020120122495A KR 20120122495 A KR20120122495 A KR 20120122495A KR 20140056780 A KR20140056780 A KR 20140056780A
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KR
South Korea
Prior art keywords
vehicle
rotation speed
engine
engine rotation
control unit
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Application number
KR1020120122495A
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Korean (ko)
Inventor
박한준
Original Assignee
콘티넨탈 오토모티브 시스템 주식회사
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Application filed by 콘티넨탈 오토모티브 시스템 주식회사 filed Critical 콘티넨탈 오토모티브 시스템 주식회사
Priority to KR1020120122495A priority Critical patent/KR20140056780A/en
Publication of KR20140056780A publication Critical patent/KR20140056780A/en

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14Inputs being a function of torque or torque demand
    • F16H59/34Inputs being a function of torque or torque demand dependent on fuel feed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74Inputs being a function of engine parameters
    • F16H59/76Number of cylinders operating
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H2059/366Engine or motor speed

Abstract

A cross bump reduction system of a vehicle equipped with an automatic transmission according to the present invention includes a deceleration determiner for determining deceleration of a vehicle equipped with an automatic transmission; A fuel cutoff unit that cuts off the fuel until the clutch of the automatic transmission is released during the running due to the impact force when the deceleration determining unit determines that the vehicle is decelerating; A torque control unit for increasing the torque of the engine of the vehicle in a state in which the fuel is blocked by the fuel cutoff unit; The engine rotational speed is changed by the rotational force control unit to the engine rotational speed set in accordance with the turbine rotational speed reduction amount of the vehicle while the vehicle is traveling by the impact force in the state where the rotational force of the engine is increased, An engine rotation speed control unit for setting a limit value of the change amount; And a vehicle speed control section for controlling the speed of the vehicle to be maintained within a set value in accordance with the variation amount of the engine rotation speed in a state where the engine rotation speed is changed by the engine rotation speed control section.
According to the present invention, it is possible to prevent a shock of shifting and a jolt by reducing an impact caused by a difference between an engine rotation speed and a turbine rotation speed in a vehicle equipped with an automatic transmission.

Description

TECHNICAL FIELD [0001] The present invention relates to a cross bump reduction system for a vehicle equipped with an automatic transmission,
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a cross bump reduction system for a vehicle equipped with an automatic transmission and a reduction method thereof, and more particularly, to a system and a method for reducing an impact generated in a vehicle equipped with an automatic transmission.
In general, when an operator selects a shift lever at a position of a gear position desired by a driver, a port of the manual valve is changed so that the hydraulic pressure supplied from the oil pump forms a line pressure, In accordance with the running speed, the opening of the throttle valve, and the condition conditions of the vehicle in a state in which the corresponding speed change stage is engaged by the selection of the speed change stage by the shift lever as described above, the shift control device is controlled by a plurality of solenoid valves The duty control of the hydraulic pressure operates the various operating elements of the transmission mechanism to automatically perform the shift to the target speed change stage, thereby providing the convenience of operation.
However, when the opening degree of the throttle valve is abruptly changed due to the sudden operation of the accelerator pedal during the shifting in which an arbitrary speed change stage is engaged by the shift lever selection by the shift lever, and the engine torque rapidly rises, However, since the fastening of the engaging elements is performed quickly due to the relative increase of the line pressure and the duty pressure, the shifting is carried out accompanied by a large shifting shock. As a result, the impact is generated by the abrupt engagement action of the clutch, There is a problem such as breakage.
As shown in FIG. 1, the impact generated in the STATIC speed change (R → N) is an impact caused by the forward and backward movement of the engine and the transmission itself as described above. When the speed of the forward and backward movement is decreased, the impact is somewhat reduced have. That is, since the VFS DUTY is maintained at 100% for a predetermined period of time in the STATIC shift (R → N), REV clutch oil pressure is instantaneously increased during shifting, and the REV clutch hydraulic pressure reduction speed is slowed, As a result, sudden back and forth movement of the engine transmission can be prevented, thereby reducing the shift shock.
Therefore, by gradually releasing the oil pressure of the REV clutch, it is possible to prevent a sharp increase of the turbine rpm, thereby alleviating the impact caused by the motion of the power train (engine, transmission). If the transmission is not shifted to the STATIC speed change (R → N), it returns to the initial state, that is, it confirms the shift state of the transmission, and if the transmission is shifted to the STATIC speed change (R → N) .
If the L / R DUTY ratio is 100%, the operation returns to the initial state. If the L / R DUTY ratio is not 100%, the operation of the shift operation is confirmed. If the shift is not in operation, the VFS DUTY ratio is adjusted to 0%, and then the initial state is restored.
Meanwhile, if the shift is in operation, the VFS DUTY ratio is adjusted to 100%, and then the initial state is restored. Therefore, by performing the above-described process, the rapid decrease of the hydraulic pressure of the clutch at the time of the STATIC shift (R → N) is reduced, thereby minimizing the impact feeling.
However, the shock caused by the motion of the power train (engine, transmission) is mitigated by preventing the turbine rpm from increasing rapidly, but it is inevitable in the region where there is a large difference from the inertia of the engine rotation speed and the turbine rotation speed There is a problem in that a shift shock and a buzzling caused by the intersection of two speeds can not be avoided.
SUMMARY OF THE INVENTION The present invention has been made to overcome the above problems, and it is an object of the present invention to provide a system and a method for reducing a shock caused by a difference between an engine rotation speed and a turbine rotation speed in a vehicle equipped with an automatic transmission .
To achieve the above object, according to a first aspect of the present invention, there is provided a cross bump reduction system for a vehicle equipped with an automatic transmission, comprising: a deceleration determiner for determining deceleration of a vehicle equipped with an automatic transmission; A fuel cutoff unit that cuts off the fuel until the clutch of the automatic transmission is released while the vehicle is running due to a hit force when the deceleration determining unit determines that the vehicle is decelerating; A torque control unit for increasing the torque of the engine of the vehicle in a state in which the fuel is blocked by the fuel cutoff unit; Wherein the control unit changes the rotational speed of the engine to an engine rotational speed that is set in accordance with the amount of decrease of the turbine rotational speed of the vehicle while the rotational force of the engine is increased by the rotational force control unit, An engine rotation speed control unit for setting a limit value of a variation amount of the engine rotation speed in the engine rotation speed control unit; And a vehicle speed control unit for controlling the speed of the vehicle to be maintained within a set value in accordance with a variation amount of the engine rotation speed in a state where the engine rotation speed is changed by the engine rotation speed control unit.
The fuel cutoff unit according to the preferred embodiment of the present invention is characterized in that the fuel cutoff unit cuts off the fuel at a level set according to the gear shift control state, the engine rotational speed, and the gear stage.
Further, the torque control unit according to the preferred embodiment of the present invention increases the rotational force of the engine to a level set according to the number of gears and the speed of the vehicle.
According to a second aspect of the present invention, there is provided a method of reducing cross bumps in a vehicle equipped with an automatic transmission, comprising the steps of: determining deceleration of a vehicle equipped with an automatic transmission in a deceleration determining unit; Closing the fuel in the fuel cutoff unit until the clutch of the automatic transmission is released during traveling by the impact force when the vehicle is decelerating; Increasing a rotational force of the engine of the vehicle in a torque control unit; Changing an engine rotation speed control unit to an engine rotation speed set in accordance with a turbine rotation speed reduction amount of the vehicle during driving by the driving force; Setting a limit value of a variation amount of the engine rotation speed in a period of change of the engine rotation speed in a low gear transmission in the engine rotation speed controller; And controlling the vehicle speed control unit to maintain the speed of the vehicle within a set value according to the amount of change in the engine rotation speed.
The step of cutting off the fuel according to the preferred embodiment of the present invention is characterized in that the fuel cut-off portion cuts off the fuel at a level set according to the gear-shifting control state, the engine rotation speed, and the number of gears.
The cross bump reduction system and method of the automatic transmission equipped vehicle proposed in the present invention reduces impact caused by the difference between the engine rotation speed and the turbine rotation speed in a vehicle equipped with an automatic transmission, It provides an effect that can be done.
1 is a view for explaining a shift shock reducing method of a conventional automatic transmission equipped vehicle.
2 is a configuration diagram of a cross bump reduction system of an automatic transmission equipped vehicle according to an embodiment of the present invention.
3 is a flowchart of a cross bump reduction method of an automatic transmission equipped vehicle according to an embodiment of the present invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, the embodiments of the present invention may be modified into various other forms, and the scope of the present invention is not limited to the embodiments described below. The shape and the size of the elements in the drawings may be exaggerated for clarity and the same elements are denoted by the same reference numerals in the drawings.
2 is a configuration diagram of a cross bump reduction system of an automatic transmission equipped vehicle according to an embodiment of the present invention. 2, a cross bump reduction system of a vehicle equipped with an automatic transmission includes a deceleration determining unit 100, a fuel cutoff unit 200, a rotational force control unit 300, an engine rotational speed control unit 400, 500).
Deceleration determining unit 100 determines deceleration of the vehicle equipped with the automatic transmission.
When the deceleration determining unit 100 determines that the vehicle is decelerating, the fuel cutoff unit 200 cuts off the fuel until the clutch of the automatic transmission is released during driving due to the impact force. At this time, the fuel cutoff unit 200 cuts off the fuel to a level set according to the gear shift control state, the engine rotation speed, and the number of gears.
That is, the gear-shifting control state, the engine rotation speed, and the gear ratio are classified into several set levels, the three types are classified into the final set levels, and the fuel is cut off according to the classified levels . For example, the finally set levels are A level, B level, and C level. At this time, the degree of fuel cutoff is made lower toward the A level, the B level, and the C level.
The rotational force control unit 300 increases the rotational force of the engine of the vehicle when the fuel is shut off by the fuel shutoff unit 200. [ At this time, the rotational force control unit 300 increases the rotational force of the engine to a level set according to the number of gears and the speed of the vehicle.
That is, the number of gears and the speed of the vehicle are classified into several set levels, and the two are collectively considered, and classified into the finally set level, and the rotational force of the engine is increased according to the classified level. For example, the finally set levels are A level, B level, and C level. At this time, the degree of the increase in the rotational force of the engine is lowered toward the A level, the B level, and the C level.
The engine rotation speed control unit 400 changes the engine rotation speed to the engine rotation speed set in accordance with the turbine rotation speed reduction amount of the vehicle while driving by the torque in the state where the rotation force of the engine is increased by the rotation force control unit 300. [ Here, the engine rotation speed control unit 400 changes the engine rotation speed set in accordance with the number of gears. That is, it is classified into a level set according to the number of gears, and is changed to the engine rotation speed set according to the classified level.
For example, the set levels are A level, B level, and C level. At this time, the degree of the engine rotation speed is lowered toward A level, B level, and C level. Then, the engine rotation speed control unit 400 sets a limit value of the amount of change in the engine rotation speed in the period of change of the engine rotation speed at the time of low-speed gear change.
The vehicle speed control unit 500 controls the speed of the vehicle to be maintained within the set value in accordance with the amount of change in the engine rotation speed in a state where the engine rotation speed is changed by the engine rotation speed control unit 400. [ Thus, it is possible to reduce the impact caused by the difference between the engine rotation speed and the turbine rotation speed in a vehicle equipped with the automatic transmission, thereby increasing the durability of the engine and improving the drivability of the vehicle.
3 is a flowchart of a cross bump reduction method of an automatic transmission equipped vehicle according to an embodiment of the present invention. 2 and 3, a cross bump reduction method for an automatic transmission equipped vehicle is as follows.
First, the deceleration determining unit 100 determines deceleration of the vehicle equipped with the automatic transmission (S100).
After step S100, the fuel cutoff unit 200 cuts off the fuel until the clutch of the automatic transmission is released while the vehicle is running due to the impact force when the vehicle is decelerating (S200). At this time, the fuel cutoff unit 200 cuts off the fuel to a level set according to the gear shift control state, the engine rotation speed, and the number of gears. That is, the gear-shifting control state, the engine rotation speed, and the gear ratio are classified into several set levels, the three types are classified into the final set levels, and the fuel is cut off according to the classified levels .
For example, the finally set levels are A level, B level, and C level. At this time, the degree of fuel cutoff is made lower toward the A level, the B level, and the C level. However, after step S100, if the vehicle is not decelerating, step S100 is performed again.
After step S200, the rotational force control unit 300 increases the rotational force of the engine of the vehicle (S300). At this time, the rotational force control unit 300 increases the rotational force of the engine at a level set according to the gear stage speed and the vehicle speed. That is, the number of gears and the speed of the vehicle are classified into several set levels, and the two are collectively considered, and classified into the finally set level, and the rotational force of the engine is increased according to the classified level. For example, the finally set levels are A level, B level, and C level. At this time, the degree of the increase in the rotational force of the engine is lowered toward the A level, the B level, and the C level.
After the step S300, the engine rotational speed control unit 400 changes the engine rotational speed to the engine rotational speed set in accordance with the amount of decrease of the turbine rotational speed of the vehicle on the way to traveling by the impact force (S400). Here, the engine rotation speed control unit 400 changes the engine rotation speed set in accordance with the number of gears.
That is, it is classified into a level set according to the number of gears, and is changed to the engine rotation speed set according to the classified level. For example, the set levels are A level, B level, and C level. At this time, the degree of the engine rotation speed is lowered toward A level, B level, and C level.
After the step S400, the engine rotation speed control unit 400 sets a limit value of the amount of change in the engine rotation speed in the change period of the engine rotation speed at the time of the low-gear change (S500).
After step S500, the vehicle speed control unit 500 controls the speed of the vehicle to be maintained within the set value according to the amount of change in the engine rotation speed (S600). Thus, it is possible to reduce the impact caused by the difference between the engine rotation speed and the turbine rotation speed in a vehicle equipped with the automatic transmission, thereby increasing the durability of the engine and improving the drivability of the vehicle.
In the prior art, in the region where the driving range of the vehicle is largely different from the inertia of the engine rotation speed and the turbine rotation speed, inevitably, a shift shock and a buzzing caused by the intersection of the two speeds I could not avoid it. However, in the embodiment of the present invention, the impact generated due to the difference between the engine rotation speed and the turbine rotation speed is reduced in the vehicle equipped with the automatic transmission, thereby preventing the shift shock and the jerking.
The present invention is not limited to the above-described embodiments and the accompanying drawings. It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined in the appended claims. It will be clear to those who have it.
100: Deceleration judging unit 200:
300: torque control unit 400: engine speed control unit
500: Vehicle speed control unit

Claims (6)

  1. A deceleration judging unit for judging deceleration of the vehicle equipped with the automatic transmission;
    A fuel cutoff unit that cuts off the fuel until the clutch of the automatic transmission is released while the vehicle is running due to a hit force when the deceleration determining unit determines that the vehicle is decelerating;
    A torque control unit for increasing the torque of the engine of the vehicle in a state in which the fuel is blocked by the fuel cutoff unit;
    Wherein the control unit changes the rotational speed of the engine to an engine rotational speed that is set in accordance with the amount of decrease of the turbine rotational speed of the vehicle while the rotational force of the engine is increased by the rotational force control unit, An engine rotation speed control unit for setting a limit value of a variation amount of the engine rotation speed in the engine rotation speed control unit; And
    And a vehicle speed control unit for controlling the speed of the vehicle to be maintained within a set value in accordance with a variation amount of the engine rotation speed in a state where the engine rotation speed is changed by the engine rotation speed control unit Cross bump reduction system of mounted vehicle.
  2. The method according to claim 1,
    Wherein the fuel cut-off portion cuts off the fuel at a level set in accordance with the gear shift control state, the engine rotational speed, and the number of gears.
  3. The method according to claim 1,
    Wherein the rotational force control unit increases the rotational force of the engine at a level set according to the number of gears and the speed of the vehicle.
  4. The method according to claim 1,
    Wherein the engine rotation speed control unit changes the engine rotation speed set in accordance with the number of gear stages.
  5. Determining deceleration of the vehicle equipped with the automatic transmission in the deceleration determining unit;
    Closing the fuel in the fuel cutoff unit until the clutch of the automatic transmission is released during traveling by the impact force when the vehicle is decelerating;
    Increasing a rotational force of the engine of the vehicle in a torque control unit;
    Changing an engine rotation speed control unit to an engine rotation speed set in accordance with a turbine rotation speed reduction amount of the vehicle during driving by the driving force;
    Setting a limit value of a variation amount of the engine rotation speed in a period of change of the engine rotation speed in a low gear transmission in the engine rotation speed controller; And
    And controlling the speed of the vehicle so that the speed of the vehicle is maintained within a set value in accordance with a variation amount of the engine rotation speed in the vehicle speed control unit.
  6. 6. The method of claim 5,
    Wherein the step of shutting off the fuel cuts off the fuel at a level set in accordance with the gear shift control state, the engine rotation speed, and the number of gears in the fuel cut-off portion.
KR1020120122495A 2012-10-31 2012-10-31 System and method for cross bump reduction of vehicle with automatic transmission KR20140056780A (en)

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Application Number Priority Date Filing Date Title
KR1020120122495A KR20140056780A (en) 2012-10-31 2012-10-31 System and method for cross bump reduction of vehicle with automatic transmission

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JP2004197595A (en) * 2002-12-17 2004-07-15 Toyota Motor Corp Gear shaft control device of automatic transmission
JP2004262340A (en) * 2003-02-28 2004-09-24 Toyota Motor Corp Speed change control device of vehicle
JP2005163763A (en) * 2003-12-05 2005-06-23 Nissan Motor Co Ltd Engine control device
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KR20100060485A (en) * 2008-11-27 2010-06-07 주식회사 케피코 Power train control method of vehicle
JP2010125874A (en) * 2008-11-25 2010-06-10 Toyota Motor Corp Controller for vehicle
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JP2011189890A (en) * 2010-03-16 2011-09-29 Mazda Motor Corp Travel controller for vehicle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20030050766A (en) * 2001-12-19 2003-06-25 현대자동차주식회사 Method of controlling a direct connection of the reduction for an automatic transmission in a vehicles
KR20030084733A (en) * 2002-04-25 2003-11-01 도요다 지도샤 가부시끼가이샤 Driving control device for vechile
JP2004169867A (en) * 2002-11-21 2004-06-17 Toyota Motor Corp Drive control device for vehicle
JP2004197595A (en) * 2002-12-17 2004-07-15 Toyota Motor Corp Gear shaft control device of automatic transmission
JP2004262340A (en) * 2003-02-28 2004-09-24 Toyota Motor Corp Speed change control device of vehicle
JP2005163763A (en) * 2003-12-05 2005-06-23 Nissan Motor Co Ltd Engine control device
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