KR20190005620A - Shift control apparatus for vehicle and method of the same - Google Patents

Abstract

The present invention relates to a shift control apparatus for a vehicle and, more specifically, to a shift control apparatus for a vehicle, which uses road information to previously shift a gear before entering a curved road, and a method thereof. To this end, according to one embodiment of the present invention, the shift control apparatus for a vehicle comprises: an engine which is a power source; a transmission receiving power from the engine to transfer the power to a driving wheel; and a controller to check an effective curvature position based on road information. When an arrival time of the effective curvature position is within a set time, the controller generates an expected lateral acceleration in entry to a curved road based on a vehicle speed, generates a vertical acceleration limit based on the predicted lateral acceleration, determines a limit gear in accordance with the horizontal acceleration limit, determines a target gear based on the limit gear and a tendency gear in accordance with a driver tendency index, and controls the transmission based on the target gear.

Description

[0001] SHIFT CONTROL APPARATUS FOR VEHICLE AND METHOD OF THE SAME [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a shift control device for a vehicle, and more particularly, to a shift control device and method for a vehicle capable of performing a shift before a curve enters a road by using road information.

Generally, a vehicle is provided with a transmission that transmits the power generated by the engine to a necessary rotational force according to the running speed of the vehicle. The transmission may be classified into a manual transmission (MT) controlled by a driver and an automatic transmission (AT) in which a shift is automatically controlled according to the running speed of the vehicle.

The automatic transmission is designed to allow the driver to operate the accelerator pedal only to increase or decrease the running speed of the vehicle. In addition to the advantages of being simple and comfortable to operate, the automatic transmission does not transmit excessive force or shock to the engine or the driving device. It is in a situation that it is expanding rapidly.

Such an automatic transmission performs automatic shifting so that the shift gear of the target speed change stage, which is determined in accordance with the running condition, operates regardless of the driver's will. Here, the target speed change stage is determined by a predetermined shift pattern and can be determined in accordance with the running conditions of the vehicle such as the running speed and the acceleration signal. That is, the vehicle equipped with the automatic transmission is uniformly shifted according to the setting result of the shift pattern set with the speed of the vehicle as the x-axis and the accelerator pedal as the y-axis.

Therefore, when the vehicle travels in a bending path, it is impossible to perform the shift in which the amount of engine braking is applied differently depending on the curvature of the road.

Further, when an acceleration sensor attached to the vehicle is used, a delay occurs in the operation of the engine brake as the shifting is performed after the actual lateral acceleration is detected. In particular, since the continuous bending road and the single bending road can not be distinguished and detected, A problem has arisen that the operation can not be properly used.

The matters described in the background section are intended to enhance the understanding of the background of the invention and may include matters not previously known to those skilled in the art.

An embodiment of the present invention provides a vehicular shift control device and method capable of performing a shift in advance before entering a bend road using road information.

The embodiments of the present invention provide a vehicular shift control device and method capable of determining a target shift stage on the basis of an operational propensity index and a curve of a driver.

In an embodiment of the present invention, an engine that is a power source; A transmission provided with power from the engine and transmitting the power to the driving wheels; And generating a predicted lateral acceleration at the time of entry into a curved road by using the vehicle speed when the arrival time of the effective curvature point is within a preset time, Determining a target speed change stage based on the threshold shift stage and the driver tendency index, and determining a target shift stage using the target shift stage, It is possible to provide a vehicular shift control device including a controller for controlling the transmission.

Also, the controller can generate the predicted lateral acceleration using the curvature of the vehicle speed and the curved road.

Also, the controller may extract at least one speed change stage for the closing speed limit value through a predetermined shift control map, and may determine a limit speed change stage by selecting a high speed change stage among the extracted at least one speed change stage.

The vehicle speed change control apparatus may further include a state detector for detecting state data for controlling the transmission, wherein the controller generates an operational propensity index using the state data, A shift speed range matching the operating propensity index can be extracted and confirmed.

Further, the controller may generate the predicted speed change stage using the limit speed change stage and the slash change speed stage, and determine the target speed change stage using the predicted speed change stage and the engagement speed change stage.

Further, the controller may generate the predicted speed change stage by adding the threshold shift stage and the slant shift stage.

Also, the controller may compare the predicted speed change stage and the engagement speed change stage to determine a smaller one of the two as the target speed change stage.

In another embodiment of the present invention, Identifying a valid curvature point based on the road information; Determining whether the arrival time of the effective curvature point is within a set time; Generating a predicted lateral acceleration at the time of entering the bend using the vehicle speed when the arrival time is within a set time; Generating an closing rate limit using the predicted lateral acceleration; Determining a limit shift stage according to the closing speed limit value; Determining a target speed change stage using a shift speed change stage corresponding to the limit shift stage and the driver tendency index; And a step of controlling the transmission using the target speed change stage.

The embodiment of the present invention can improve the shift performance and improve the fuel efficiency because the shift can be performed before entering the bend road using the road information.

In addition, since the target gear range can be determined based on the driver's propensity index and the bend path, the satisfaction of the driver can be improved and the driver's discomfort can be minimized by controlling the amount of the engine brake based on the target gear range.

In addition, effects obtainable or predicted by the embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects to be predicted according to the embodiment of the present invention will be disclosed in the detailed description to be described later.

1 is a block diagram schematically showing a vehicular transmission control device according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating a vehicle speed change control method according to an embodiment of the present invention.
3 is an exemplary view for explaining effective curvature points according to an embodiment of the present invention.
4 is an exemplary diagram for explaining generation of a predicted lateral acceleration according to an embodiment of the present invention.
FIG. 5 is a graph for explaining generation of a closing rate limit value according to an embodiment of the present invention. FIG.
6 is an exemplary view showing a shift control map according to an embodiment of the present invention.
FIG. 7 is an exemplary view showing an operational tendency control map according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, operation principles of an embodiment of a vehicular speed change control apparatus and method according to the present invention will be described in detail with reference to the accompanying drawings and the description. It should be understood, however, that the drawings and the following detailed description are exemplary and explanatory of various embodiments for effectively illustrating the features of the present invention. Therefore, the present invention should not be limited to the following drawings and descriptions.

In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear. The terms used below are defined in consideration of the functions of the present invention, which may vary depending on the user, intention or custom of the operator. Therefore, the definition should be based on the contents throughout the present invention.

In order to efficiently explain the essential technical features of the present invention, the following embodiments will appropriately modify, integrate, or separate terms to be understood by those skilled in the art to which the present invention belongs , And the present invention is by no means thereby limited.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram schematically showing a vehicular transmission control device according to an embodiment of the present invention.

Referring to FIG. 1, a vehicle speed change control apparatus according to an embodiment of the present invention is connected to a route guidance apparatus 50.

The route guide device 50 can guide the driver to the road information such as the speed limit, the stoppage. The road information may include at least one of gradient information, curvature information, speed limit information, and real-time traffic information for a road to be driven.

When the destination is input from the driver, the route guide device 50 generates route guide information based on the start point and the destination, and guides the driver to the destination based on the generated route guide information.

The route guidance device 50 is connected to the shift control device to transmit and receive data. That is, the route guide device 50 can transmit the road information to the shift control device.

The route guidance device 50 may be inserted into the interior of the vehicle or may be configured as a separate device.

If the route guidance device 50 can provide the road information to the driver, the type is irrelevant. For example, the route guidance device 50 may be any one of a mobile communication terminal, a tablet PC, a mobile computer such as a notebook and a netbook, and an audio video navigation (AVN).

The shift control device includes a state detector 110, a controller 150, an engine 160, and a transmission 170. [

The state detector 110 detects state data for controlling the shift of the vehicle. To this end, the state detector 110 includes a position detector 121, a speed detector 123, an accelerator position sensor (APS) 125, and a speed change detector 127 do.

The position detection unit 121 receives the radio wave transmitted from the Global Positioning System (GPS) satellite and detects the position information of the vehicle based on the received signal. The position detection unit 121 provides the position information to the controller 150.

The speed detecting section 123 detects the speed of the vehicle and provides the detected vehicle speed to the controller 150. [ The speed detection unit 123 may be mounted on a driving wheel of the vehicle.

On the other hand, when the speed detector 123 is not provided, the controller 150 may calculate the vehicle speed based on the vehicle position detected by the position detector 121.

The APS 125 measures the extent to which the driver depresses the accelerator pedal. That is, the APS 125 measures the position value of the accelerator pedal (degree of depression of the accelerator pedal) and provides a signal to the controller 150 (260). When the accelerator pedal is fully depressed, the position value of the accelerator pedal is 100%, and when the accelerator pedal is not depressed, the position value of the accelerator pedal is 0%.

Instead of using the APS 125, a throttle valve opening degree detection unit mounted in the intake passage may be used.

The speed change stage detecting unit 127 detects the speed change stage currently engaged with the transmission 150. [ The speed change speed detection unit 127 provides the detected engagement speed change stage to the controller 150. [

The controller 150 controls the overall operation of the vehicle. That is, the controller 150 controls the output torque of the engine 160 so that the vehicle can be driven.

The controller 150 receives the road information from the route guide device 50 and receives the state data from the state detector 110.

The controller 150 identifies the effective curvature point based on the road information. The controller 150 determines whether or not the arrival time of the effective curvature point is within the set time, and generates the predicted lateral acceleration and the closing rate limit at the time of entering the curve in the set time.

The controller 150 determines the target shift stage using the shift speed limit for the limit speed limit and the driver propensity index for the closing speed limit value.

The controller 150 controls the transmission 170 using the target speed change stage.

The controller 150 may be implemented by one or more microprocessors operating according to the set program, and the set program may include a series of commands for performing each step included in the vehicle shift control method according to an embodiment of the present invention And the like. The vehicle shift control method will be described in more detail with reference to Figs. 2 to 7. Fig.

The engine 160 generates power by burning the fuel. That is, the engine 160 may be a known engine 160 such as a gasoline engine or a diesel engine using conventional fossil fuels.

The rotational power generated by the engine 160 is transmitted to the transmission 170 side.

The transmission 170 is connected to the engine 160 and supplied with the torque output from the engine 160 as an input torque. The transmission 170 selects an arbitrary speed change stage in accordance with the vehicle speed and the driving condition, and outputs the driving force to the driving wheels to maintain the running of the vehicle.

Hereinafter, the vehicle shift control method will be described with reference to FIG. 2 to FIG.

FIG. 2 is a flowchart illustrating a vehicular transmission control method according to an embodiment of the present invention. FIG. 3 is a diagram illustrating an effective curvature point according to an embodiment of the present invention. FIG. 5 is a graph for explaining the generation of a predicted lateral acceleration according to an example, FIG. 5 is a graph for explaining generation of a closing rate limit according to an embodiment of the present invention, and FIG. 7 is an exemplary view showing an operational tendency control map according to an embodiment of the present invention.

Referring to FIG. 2, the controller 150 checks the road information (S210). That is, the controller 150 receives and confirms the road information from the route guide device 50. [ At this time, the road information includes curvature information about a road to be driven. The road information may further include at least one of gradient information, speed limit information, and real-time traffic information.

The controller 150 confirms the effective curvature point based on the road information (S215). In other words, the controller 150 confirms the effective curvature point based on the position information of the road information and the state data. At this time, the effective curvature point may indicate a point where the curved road starts in front of the road where the vehicle is located. For example, if the vehicle is located at 310, as shown in FIG. 3, the effective curvature point may be represented by reference numeral 320 of FIG.

The controller 150 determines whether the arrival time of the effective curvature point is within the first set time (S220). Specifically, the controller 150 confirms the distance between the vehicle position and the effective curvature point. Here, the vehicle position can be changed as the vehicle travels, if the vehicle indicates the position where the vehicle is currently located. The spacing distance may indicate a distance between the vehicle position 310 and the effective curvature point 320 as shown in FIG.

The controller 150 generates the arrival time based on the distance of the separation and the vehicle speed of the state data. Here, the arrival time may represent the time taken from the vehicle position to the effective curvature point.

The controller 150 determines whether the arrival time of the effective curvature point is within the first set time. At this time, the first set time may be a preset time, which is a time set to prohibit the lift foot-up (LFU) shift. The first set time may be set through a predetermined algorithm (e.g., a program and a probability model). For example, the first set time may be represented by reference numeral 335 in FIG.

If the arrival time is within the first set time, the controller 150 inhibits the lift foot-up shift (S225). For example, the controller 150 may inhibit lift foot-up shifting at a point where the vehicle position becomes 330 as shown in FIG.

The reason for prohibiting the shift foot-up shift is to prevent an unnecessary upshift due to the driver's operation of the accelerator pedal before performing the predictive shifting.

The controller 150 determines whether the arrival time is within the second set time (S230). At this time, the second set time is a preset time, which is a time set for performing the shift before entering the bending path. The second set time may be set through a predetermined algorithm (e.g., a program and a probability model). For example, the second set time may be represented by reference numeral 345 in FIG.

If the arrival time of the effective curvature point is within the second set time, the controller 150 generates the predicted lateral acceleration (S235). In other words, when the arrival time of the effective curvature point is within the second predetermined time, the controller 150 generates the predicted lateral acceleration using the curvature of the vehicle speed and the curved road. For example, the controller 150 may generate a predicted lateral acceleration at a point where the vehicle position is at number 340 as shown in FIG.

That is, as shown in FIG. 4, the controller 150 can generate the predicted lateral acceleration through Equation (1).

[Equation 1]

Here, G _yp represents the predicted lateral acceleration, k represents the correction coefficient, R represents the curvature of the bending path, and v represents the vehicle speed. At this time, the curvature of the curved road can be confirmed through the road information. The correction coefficient is set according to road and vehicle conditions and is a preset value. The correction coefficient may be set through a predetermined algorithm (for example, a program and a probability model).

The controller 150 generates the closing rate limit value using the predicted lateral acceleration (S240). Specifically, the controller 150 generates the closing rate limit using the predicted lateral acceleration, the lateral acceleration limit value, and the longitudinal acceleration limit value. At this time, the lateral acceleration limit value and the longitudinal acceleration limit value may be a value set in advance through the vehicle evaluation, or a value set in consideration of the safety factor.

5, the controller 150 can generate an end closing rate limit value capable of being maximally accelerated from the elliptical locus, which is the G-G limit line 510, in a curved line.

In other words, the controller 150 can generate the following Equation 2 using the elliptic equation and generate the admission rate limit value using Equation (2).

&Quot; (2) "

Where G _yp represents the predicted lateral angle velocity, G _ym represents the transverse acceleration limit value, G _xl represents the closing rate limit value, and G _xm represents the longitudinal acceleration limit value.

The controller 150 determines a limit shift stage according to the closing speed limit value (S245). In other words, the controller 150 extracts at least one speed change stage for the closing speed limit via a predetermined shift control map. At this time, the shift control map is matched with the gear positions for a plurality of vehicle speeds and the closing speed, and may be a preset control map. For example, the shift control map may be represented by reference numeral 600 in FIG.

Then, the controller 150 selects a high gear position among the extracted at least one gear position to determine the limit gear position. That is, the limit shift stage can represent the highest stage of the shift stages that can exceed the closing speed limit value.

For example, as shown in FIG. 6, the controller 150 can check the closing rate limit value G _xl through the shift control map and extract the first and second stages of the shift range for the closing rate limit . The controller 150 may determine the second gear, which is the higher gear among the first gear and the second gear, as the limit gear ratio GR_l.

The controller 150 confirms the propulsive shift stage according to the driver propensity index (S250). In other words, the controller 150 generates the driver propensity index using the state data. That is, the controller 150 sets a membership function by applying a fuzzy control theory to state data including at least one of an accelerator pedal position value, an accelerator pedal change amount, a vehicle speed and an acceleration, And generates the result, the Sporty Index.

The controller 150 can determine that the driver's propensity to drive is greater as the driving tendency index increases, and can determine that the driving tendency index tends to be MILD driving as the driver's propensity index decreases.

That is, the mild driving propensity is a driver having a defensive driving pattern having a gentle acceleration habit, and the sporty driving propensity can be determined as a driver having an aggressive driving pattern having a rapid acceleration habit.

The controller 150 extracts and confirms the propulsive shift position matched to the driver propensity index through a predetermined operational propensity control map. Here, the operation tendency control map may include a gear stage matched to each of a plurality of driver tendency indexes, and may be a preset control map. For example, the operation tendency control map may be represented by reference numeral 700 of FIG. That is, if the driver tendency index (SI) is 20%, the controller 150 can confirm that the propulsive shift stage (GR_SI) is five stages.

The controller 150 generates the predicted speed change stage using the limit speed change stage and the propulsive speed change stage (S255). That is, the controller 150 can generate the predicted speed change stage through Equation (3).

&Quot; (3) "

Here, GR_p represents a predicted speed change stage, GR_l represents a limit shift stage, and GR_SI represents a shift shift stage. For example, referring to FIGS. 6 and 7, when the limit speed change stage is two and the propulsion speed change stage is five, the controller 150 adds the limit shift stage and the propulsive shift stage to generate a predicted shift stage having seven stages can do.

The controller 150 determines the target speed change stage using the predicted speed change stage (S260). In other words, the controller 150 compares the predicted speed change stage with the engagement speed change stage of the state data, and determines the smaller one of the two as the target speed change stage. Here, the engagement speed change stage may indicate the speed change stage that is engaged with the current transmission 170. [ For example, when the predicted speed change stage is 7 and the engagement speed change stage is 8, the controller 150 compares the 7th stage, which is the predicted speed change stage, and the 8 stage, .

The controller 150 controls the transmission 170 based on the target speed change stage (S265).

Accordingly, as described above, the transmission control apparatus according to the embodiment of the present invention determines the gear stage according to the driving propensity of the driver and the curvature level of the forward curve, and can control the transmission 170, The driving performance of the driver can be improved without providing a sense of incongruity, so that the fuel consumption can be improved.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It will be understood that the invention may be varied and varied without departing from the scope of the invention.

50: Path guide device
110: state detector
150:
160: engine
170: Transmission

Claims (16)

An engine that is a power source;
A transmission provided with power from the engine and transmitting the power to the driving wheels; And
And a predicted lateral acceleration at the time of entry into a curved road by using the vehicle speed when the arrival time of the effective curvature point is within a predetermined time, Determines a limit shift stage in accordance with the closing speed limit value, determines a target shift stage using a shift stage corresponding to the limit shift stage and a driver tendency index, ;
And the vehicle speed change control device. The method according to claim 1,
The controller
And the predicted lateral acceleration is generated using the curvature of the vehicle speed and the curved road. The method according to claim 1,
The controller
Wherein at least one of the speed change stages for the closing rate limit value is extracted through a predetermined shift control map and a limit shift stage is determined by selecting a high speed change stage among the extracted at least one speed change stage. The method according to claim 1,
Further comprising: a state detector for detecting state data for controlling the transmission,
Wherein the controller generates an operational propensity index using the state data and extracts and confirms a propulsive shift stage matched to the operational propensity index through a predetermined operational propensity control map. The method according to claim 1,
The controller
Wherein the predicted speed change stage is generated using the limit speed change stage and the slant speed change stage and the target speed change stage is determined using the predicted speed change stage and the engagement speed change stage. 6. The method of claim 5,
The controller
And the estimated shift stage is generated by adding the threshold shift stage and the slope shift stage to calculate the predicted shift stage. 6. The method of claim 5,
The controller
Wherein the predicted speed change stage and the engagement speed change stage are compared to determine a small one of the two as a target speed change stage. Checking road information;
Identifying a valid curvature point based on the road information;
Determining whether the arrival time of the effective curvature point is within a set time;
Generating a predicted lateral acceleration at the time of entering the bend using the vehicle speed when the arrival time is within a set time;
Generating an closing rate limit using the predicted lateral acceleration;
Determining a limit shift stage according to the closing speed limit value;
Determining a target speed change stage using a shift speed change stage corresponding to the limit shift stage and the driver tendency index; And
Controlling the transmission using the target speed change stage;
And the vehicle speed control method. 9. The method of claim 8,
The step of determining the target shift stage
Generating a driver preference index using state data;
Extracting and confirming a propulsive shift position matched to the driver propensity index through a predetermined operation propensity control map;
And the vehicle-speed change control method. 9. The method of claim 8,
The step of determining the target shift stage
Generating the predicted speed change stage using the limit speed change stage and the slant speed change stage; And
Determining a target shift stage using the predicted shift stage and the engaged shift stage;
And the vehicle-speed change control method. 11. The method of claim 10,
The step of generating the predicted speed change stage
And the step of generating the predicted speed change stage by adding the limit speed change stage and the formed speed change stage. 11. The method of claim 10,
The step of determining the target shift stage
And the step of determining the smaller one of the predicted speed change stage and the contracted speed change stage as the target speed change stage. 9. The method of claim 8,
The step of generating the predicted lateral acceleration
And generating the predicted lateral acceleration using the curvature of the vehicle speed and the curved road. 9. The method of claim 8,
The step of generating the predicted lateral acceleration
Generating the predicted lateral acceleration through the following equation (1)
Here, the expression (1)

ego,
_Wherein G _yp denotes a predicted lateral acceleration, k denotes a correction coefficient, R denotes a curvature of the bending path, and v denotes a vehicle speed. 9. The method of claim 8,
The step of generating the closing rate limit value
And generating the closing rate limit value using the estimated lateral acceleration, the lateral acceleration limit value, and the longitudinal acceleration limit value. 9. The method of claim 8,
The step of determining the limit shift stage
Extracting at least one gear stage for the up-close speed limit via a predetermined shift control map; And
Determining a limit shift stage by selecting a higher shift stage among the extracted at least one shift stage;
And the vehicle-speed change control method.

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