KR20150044140A - A control device for assisting hill start of a car and method thereof - Google Patents
A control device for assisting hill start of a car and method thereof Download PDFInfo
- Publication number
- KR20150044140A KR20150044140A KR20130123135A KR20130123135A KR20150044140A KR 20150044140 A KR20150044140 A KR 20150044140A KR 20130123135 A KR20130123135 A KR 20130123135A KR 20130123135 A KR20130123135 A KR 20130123135A KR 20150044140 A KR20150044140 A KR 20150044140A
- Authority
- KR
- South Korea
- Prior art keywords
- vehicle
- clutch
- speed
- engine
- ramp
- Prior art date
Links
Images
Abstract
Description
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an apparatus and method for preventing sloping of a vehicle, and more particularly, to an apparatus and method for controlling sloping of a vehicle that controls the operation of the braking device at the start from a ramp.
Generally, a technique for braking the vehicle so as to prevent the vehicle from being pushed down during stopping is developed and applied because the vehicle is subjected to a force to move downward due to gravity in the ramp.
The HSA (Hill Start Assist) or EHS (Easy Hill Start) system functions to prevent the vehicle from being thrown by temporarily maintaining the braking state when the vehicle is stopped at the ramp and departing.
That is, since the engagement of the clutch is disengaged during the stop in the ramp, even if the accelerator pedal is depressed while releasing the brake for starting the vehicle, the driving force of the engine is not transmitted to the vehicle until the clutch is engaged In order to prevent such a roll-back, the HSA or EHS system is configured to maintain the brake hydraulic pressure for a predetermined time (about 2 to 3 seconds) in the ramp , The braking is released when the set time has elapsed or when the driver's accelerator pedal is depressed within the set time.
Here, if the HSA or the EHS system is operated for a long period of time despite the driver pressing the accelerator pedal, the vehicle may not oscillate due to the braking force. That is, if the driver outputs the starting signal via the accelerator pedal, the HSA or EHS system must be deactivated.
However, when the driver depresses the accelerator pedal, the condition at which the drive force is transmitted to the vehicle, that is, the condition in which the HSA or the EHS system is inactivated, can not be accurately known, and the oscillation performance is lowered and the oscillation is delayed more than the intention of the driver .
For example, a prior art (Korean Patent Laid-Open Publication No. 2011-0027885) discloses a vehicle hill anti-slip control method for determining whether acceleration is sufficiently performed when an accelerator pedal is depressed and then releasing a braking pressure when acceleration is sufficiently performed .
However, since the driving force from the engine is transmitted to the vehicle from the transmission and the clutch, the acceleration amount is measured to determine whether the braking pressure is released or not The timing at which the braking force is released becomes later than the timing at which the driving force is transmitted to the vehicle, so that the oscillation is delayed more than the intention of the driver.
SUMMARY OF THE INVENTION The present invention has been made in order to solve the problems of the conventional ramp anti-skid control apparatus and method, and it is an object of the present invention to accurately recognize when the driving force is transmitted to the vehicle, The present invention provides an apparatus and method for preventing sloping of a vehicle, which can prevent a vehicle from being delayed in oscillation after acceleration.
In order to achieve the above-mentioned object, according to the present invention, there is provided an inclination preventive control apparatus for a vehicle, comprising an inclination detector for determining whether a driving vehicle is located in a slope, an engine speed detector for detecting an engine speed, An acceleration sensor for determining whether or not the driving vehicle is accelerating, and a controller for receiving information from the slope detector to determine whether the driving vehicle is located in a ramp, Receives information on the number of revolutions of the engine from the number of revolutions of the engine, receives information on the number of revolutions of the clutch from the number of revolutions of the clutch from the number of revolutions of the engine, The rotational speed of the engine is compared with the rotational speed of the clutch, It characterized in that it comprises a control unit to determine whether or not the release state.
In the slip road skid control device for a vehicle according to the embodiment of the present invention, the clutch rotational speed detector may detect the rotational speed of the transmission input shaft and calculate the rotational speed of the clutch.
In the slip road skid control device for a vehicle according to the embodiment of the present invention, the control unit outputs a signal for canceling the braking state when the rotational difference AP between the engine speed and the clutch speed is equal to or smaller than the set value APi can do.
In the ramp slip prevention control apparatus for a vehicle according to the embodiment of the present invention, it is preferable that the rotational difference set value [Delta] Pi of the engine speed rpm_E and the clutch rotational speed rpm_C satisfies 0 < Do.
In the ramp skid control apparatus for a vehicle according to the embodiment of the present invention, the control unit may be set such that the rotational difference set value between the engine speed and the clutch speed decreases as the inclination extracted from the slope detecting unit increases.
In the ramp slip prevention control apparatus for a vehicle according to the embodiment of the present invention, the controller may be set such that the rotational difference set value between the engine speed and the clutch speed decreases as the load of the vehicle becomes heavier.
In the ramp skid control apparatus for a vehicle according to the embodiment of the present invention, the acceleration sensing unit may detect whether the accelerator pedal is operated or whether the brake pedal is operated.
In order to achieve the above-mentioned object, the present invention provides a method of controlling a ramp slope prevention of a vehicle, comprising: determining whether a driving vehicle is stopped in a ramp (S10); determining whether the driving vehicle is stopped A step (S20) of determining whether the driver accelerates the vehicle for starting, comparing the number of revolutions of the engine with the number of revolutions of the clutch when the driver accelerates the vehicle for departure, and determining whether to release the braking state (S30).
In the step S30, a rotation difference between the engine speed and the clutch rotation speed is calculated. When the calculated rotation speed difference is less than the set value, the braking prevention control method of the vehicle according to the embodiment of the present invention, State can be released.
In the ramp slip prevention control method for a vehicle according to an embodiment of the present invention, it is preferable that the step S30 is set so that the rotational difference set value between the engine speed and the clutch speed decreases as the slope degree increases.
In the ramp slip prevention control method for a vehicle according to an embodiment of the present invention, it is preferable that the step S30 is set so that the rotational difference set value between the engine speed and the clutch speed decreases as the load of the vehicle becomes heavier.
The features and advantages of the present invention will become more apparent from the following detailed description based on the accompanying drawings.
As described above, according to the present invention, it is possible to precisely recognize when the driving force due to the acceleration of the engine is transmitted to the vehicle at the time of departure from the ramp and release the braking state, It is possible to prevent the phenomenon that the oscillation is delayed.
BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a configuration diagram showing a ramp skid control apparatus for a vehicle according to an embodiment of the present invention; Fig.
2 is a flowchart showing a ramp slip prevention control method of a vehicle according to an embodiment of the present invention,
3 is a graph for explaining a ramp slip prevention control method of a vehicle according to an embodiment of the present invention.
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Referring to FIG. 1, an inclination preventive control apparatus for a vehicle according to an embodiment of the present invention includes an
The
Also, the
The engine
The clutch
The structures of the clutch pressure plate and the transmission input shaft are well known in the art, and drawings and description of the friction clutch, for example, are disclosed in Korean Patent Publication No. 2006-0058999 in detail, and will not be described further.
Here, as shown in FIG. 3, when the engage is started in the disengaged state (A region), a slip occurs (C region) when the clutch is completely engaged (B region) . In the area A, the output of the engine is not transmitted to the vehicle even if the accelerator pedal is pressed while the clutch is completely disengaged. In the B region, the clutch starts to have a fastening force in a transient state where a slip occurs, and the efficiency of transmitting the engine power varies depending on the slip amount. In the region B, the rotational speed (rpm_C) of the clutch increases in inverse proportion to the slip amount. C region, the power of the engine is completely transmitted to the input shaft of the transmission with the clutch fully engaged.
The
The
Thus, by determining whether or not to release the braking state based on the rotational difference AP between the engine speed rpm_E and the clutch rpm_C, the braking state can be released in a state in which the power transmission of the clutch is effectively performed, As a result, it is possible to prevent a phenomenon that the braking state is released and the vehicle is pushed backward after a lapse of a predetermined time even though the clutch is not tightly engaged as in the conventional art.
Here, the rotational difference set value? Pi of the engine rotational speed rpm_E and the clutch rotational speed rpm_C satisfies 0 <? Pi <rpm_E. That is, the rotation difference set value Pi should be a value smaller than the maximum engine speed rpm_E, and should be a value larger than the case where the engine speed rpm_E and the clutch rotation speed rpm_C are equal to each other (rpm_E - rpm_C = 0) do.
The
The
The
2 and 3, a description will be given of a ramp slip prevention control method for a vehicle according to an embodiment of the present invention.
First, it is determined whether or not the driving vehicle is stopped in the ramp (S10). If it is determined that the driving vehicle is stopped in the ramp, the braking state is maintained (S15). If the driving vehicle is not stopped in the ramp, step S10 is continuously performed.
When the vehicle stops at the ramp and the braking state is maintained, it is determined whether the driver accelerates the vehicle for starting (S20).
In step S20, when the accelerator pedal is operated and the brake pedal is released, it is determined that the driver has accelerated with the departure point.
If it is determined in step S20 that the driver accelerates the vehicle for starting, the engine speed rpm_E is compared with the clutch speed rpm_C (S30).
In step S30, a rotational difference AP between the engine speed rpm_E and the clutch rotational speed is calculated (S31), the calculated rotational difference AP is compared with the set value APi (S32) DELTA P) is equal to or smaller than the set value APi, the braking state is canceled (S33).
In step S30, as the slope of the vehicle stop position is increased, the rotational differential set value Pi of the engine speed and the clutch rotational speed is set to be smaller to delay the release timing of the braking state, thereby increasing the power transmission efficiency of the clutch. Even if the braking state is released, the vehicle is not pushed.
Further, in step S30, the rotation difference set value Pi of the engine speed and the clutch speed is set to be smaller as the load of the vehicle becomes heavier, and the release timing of the braking state is delayed.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is obvious that the modification or the modification is possible by the person.
It will be understood by those skilled 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 by the appended claims.
10: inclination detecting section 20: engine speed detecting section
30: clutch rotation speed detection unit 40: acceleration detection unit
41: Accelerator pedal sensing part 42: Brake pedal sensing part
50: control unit 60: brake device
Claims (12)
A tilt detector for determining whether the driving vehicle is located in a ramp;
An engine rotation speed detector for detecting the rotation speed of the engine;
A clutch rotational speed detector for detecting the rotational speed of the clutch;
An acceleration sensing unit for determining whether the driving vehicle is accelerated or not; And
And a control unit that receives information from the inclination detecting unit to determine whether the driving vehicle is positioned in a ramp, receives information from the acceleration sensing unit to determine whether to accelerate, receives information on the number of revolutions of the engine from the engine speed detecting unit And receives information on the rotational speed of the clutch from the clutch rotational speed detecting section. When the running vehicle is accelerated for starting in a state where the running vehicle is positioned on the inclined road, the rotational speed of the engine is compared with the rotational speed of the clutch, And a control unit adapted to determine a slip angle of the vehicle.
And the rotation number of the transmission input shaft is detected to calculate the rotation number of the clutch.
And outputs a signal for canceling the braking state when the rotational difference AP between the engine speed and the clutch speed is equal to or less than the set value DELTA Pi.
And the rotational difference set value? Pi of the engine rotational speed rpm_E and the clutch rotational speed rpm_C satisfy 0 <? Pi <rpm_E.
And the rotational difference setting value between the engine speed and the clutch rotational speed is set to be smaller as the inclination extracted from the inclination detecting portion is larger.
Wherein the set value of the rotational difference between the engine speed and the clutch speed is set to be smaller as the load of the vehicle is heavier.
Wherein the control means detects whether the accelerator pedal is operated or not.
Wherein the operation of the brake pedal is detected by detecting the operation of the brake pedal.
A step (S10) of judging whether or not the driving vehicle is stopped in the ramp;
(S20) judging whether or not the driver accelerates the vehicle for starting if it is determined that the driving vehicle has stopped at the ramp; And
(S30) of determining whether to release the braking state by comparing the number of revolutions of the engine with the number of revolutions of the clutch when the driver accelerates the vehicle for departure.
The step S30 calculates a rotation difference between the engine speed and the clutch rotation speed, compares the calculated rotation speed difference with the set value, and releases the braking state if the calculated rotation speed difference is equal to or smaller than the set value.
Wherein the step S30 is set so that the rotational difference set value between the engine speed and the clutch speed decreases as the slope degree increases.
Wherein the step S30 sets the rotational difference set value between the engine rotational speed and the clutch rotational speed to be smaller as the vehicle load is heavier.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020130123135A KR101516886B1 (en) | 2013-10-16 | 2013-10-16 | A control device for assisting hill start of a car and method thereof |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020130123135A KR101516886B1 (en) | 2013-10-16 | 2013-10-16 | A control device for assisting hill start of a car and method thereof |
Publications (2)
Publication Number | Publication Date |
---|---|
KR20150044140A true KR20150044140A (en) | 2015-04-24 |
KR101516886B1 KR101516886B1 (en) | 2015-05-04 |
Family
ID=53036489
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
KR1020130123135A KR101516886B1 (en) | 2013-10-16 | 2013-10-16 | A control device for assisting hill start of a car and method thereof |
Country Status (1)
Country | Link |
---|---|
KR (1) | KR101516886B1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106926745A (en) * | 2015-12-29 | 2017-07-07 | 上海大郡动力控制技术有限公司 | Pure electric automobile starts to walk crawling and anti-to slip by slope strategy |
CN111836978A (en) * | 2018-03-14 | 2020-10-27 | 美蓓亚三美株式会社 | Wheel module, moving mechanism, and control method for wheel module |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR102495281B1 (en) | 2021-05-06 | 2023-02-07 | 주식회사 현대케피코 | Hill-Start Assistance contorl method and control system for electric clutch vehicles, Electric clutch vehicles cotainign the Hill-Start Assistance control system |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001030885A (en) | 1999-07-23 | 2001-02-06 | Mitsubishi Motors Corp | Uphill starting auxiliary device |
-
2013
- 2013-10-16 KR KR1020130123135A patent/KR101516886B1/en active IP Right Grant
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106926745A (en) * | 2015-12-29 | 2017-07-07 | 上海大郡动力控制技术有限公司 | Pure electric automobile starts to walk crawling and anti-to slip by slope strategy |
CN106926745B (en) * | 2015-12-29 | 2019-01-18 | 上海大郡动力控制技术有限公司 | Pure electric automobile starting crawling and anti-slip by slope strategy |
CN111836978A (en) * | 2018-03-14 | 2020-10-27 | 美蓓亚三美株式会社 | Wheel module, moving mechanism, and control method for wheel module |
Also Published As
Publication number | Publication date |
---|---|
KR101516886B1 (en) | 2015-05-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US8548712B2 (en) | Acceleration-based safety monitoring of a drive of a motor vehicle | |
US8919314B2 (en) | Engine control apparatus | |
US8849534B2 (en) | Vehicle control system controlling exertion of braking force on wheel | |
US8543303B2 (en) | Anti-rollback control system for hybrid and conventional powertrain vehicles | |
US9663109B2 (en) | Vehicle clutch control method | |
KR101611079B1 (en) | Method and system for preventing overheat of clutch by compulsory creep driving | |
KR101558376B1 (en) | Apparatus and method for controlling engine clutch of hybrid electric vehicle | |
KR20010101215A (en) | Motor vehicle | |
US9399960B2 (en) | Road surface slope estimating device and engine control apparatus | |
US11225254B2 (en) | Driving support device | |
JP6619558B2 (en) | Control device for hybrid vehicle | |
KR101704274B1 (en) | Engine torque control method for vehicle | |
US9567920B2 (en) | Rev-matching without gear or clutch position sensors | |
KR20190079337A (en) | Method for preventing slip down of automatic transmission mounted vehicle | |
KR101516886B1 (en) | A control device for assisting hill start of a car and method thereof | |
US20070225114A1 (en) | Automatic transmission with neutral coast down feature | |
KR102324774B1 (en) | Method for controlling of hybrid vehicle | |
US9663093B2 (en) | Clutch disengagement control mechanism for mechanical automatic transmission | |
CN110094435B (en) | DCT clutch torque obtaining method based on ESP state | |
KR101664705B1 (en) | Control method for vehicle | |
KR101778861B1 (en) | Clutch Cooperative Control Method Of EHS | |
KR101619294B1 (en) | Apparatus and method for upshift prevention during downhill driving | |
KR101487841B1 (en) | Method of preventing slipping on slope for hybrid electric vehicles having tansmission mounted electric device(tmed) | |
CN103228507B (en) | For throwing off the method for Parking Brake in vehicle launch process | |
KR102352410B1 (en) | Traction control system of vehicle and control method thereof |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
E701 | Decision to grant or registration of patent right | ||
GRNT | Written decision to grant | ||
FPAY | Annual fee payment |
Payment date: 20180424 Year of fee payment: 4 |
|
FPAY | Annual fee payment |
Payment date: 20190422 Year of fee payment: 5 |