KR20200125267A - Apparatus and method for reducing vehicle vibration - Google Patents

Abstract

A vehicle vibration reduction method according to an embodiment of the present invention includes the steps of: receiving information necessary for vibration reduction by a vibration reduction device of a vehicle; determining a vibration reduction condition based on the received information necessary for vibration reduction by the vibration reduction device of the vehicle; and performing feed forward control of current disturbance torque when the vibration reduction device of the vehicle satisfies the vibration reduction condition.

Description

Vehicle vibration reduction device and reduction method {APPARATUS AND METHOD FOR REDUCING VEHICLE VIBRATION}

The present invention relates to an apparatus and a method for reducing vibration of a vehicle. More specifically, the present invention relates to a vehicle vibration reduction apparatus and a reduction method capable of reducing vehicle vibration in a section in which the Anti-Jerk function is not exhibited and resonance is generated.

When a vehicle is shifting, a phenomenon that provides an unpleasant sense of vibration to the driver occurs due to the difference in the load between the transmission in charge of the shift and the engine. This is called a Jerk phenomenon. To prevent this, the existing engine controllers Jerk function is essential.

However, most of these existing engine controllers simply grasp only the phase change based on the input engine speed, and only adopt a one-dimensional method that only calculates the corresponding torque. Injector), or more specifically, if there is a difference in the amount of fuel injected in the area not covered by the injection correction amount, or if a fuel injection delay occurs in injecting the fuel as much as the desired fuel injection command value, the Anti-Jerk function is not displayed. Rather, the unpleasant sense of vibration provided to the driver by generating resonance is doubled, and this inevitably has a negative effect on drivability.

Therefore, there is a need for a new method that can improve drivability by supplementing the one-dimensional Anti-Jerk function adopted by existing engine controllers to reduce unpleasant vibrations in any situation. The present invention relates to this.

Republic of Korea Patent Application Publication No. 10-2010-0049175 (2010.05.12)

The technical problem to be solved by the present invention is to provide a vehicle vibration reduction apparatus and a reduction method capable of supplementing the one-dimensional Anti-Jerk function adopted by the existing engine controllers.

Another technical problem to be solved by the present invention is that there is a minute error of the injector that injects fuel, more specifically, there is a difference in the amount of fuel injected in an area not covered by the injection correction amount, or when injecting fuel as much as a desired fuel injection command value, fuel It is to provide a vehicle vibration reduction device and a reduction method that can prevent the situation in which the injection delay occurs and the Anti-Jerk function is not exhibited, but rather causes resonance and the unpleasant vibration feeling provided to the driver is doubled.

The technical problems of the present invention are not limited to the technical problems mentioned above, and other technical problems that are not mentioned will be clearly understood by those skilled in the art from the following description.

Vehicle vibration reduction method according to an embodiment of the present invention for achieving the above technical problem is (a) the vibration reduction device of the vehicle receives information necessary for vibration reduction, (b) the vibration reduction device of the vehicle receives the Determining a vibration reduction condition based on the required information for vibration reduction, and (c) when the vibration reduction device of the vehicle satisfies the vibration reduction condition as a result of the determination, the current disturbance torque is fed forward. ) Controlling.

According to an embodiment, the step (a) includes: (a-1) information on current input torque, information on whether injection is currently in progress, information on current disturbance torque, and current gear stage. It may include the step of receiving at least one of the information about the vibration reduction necessary information.

According to an embodiment, the step (b) includes: (b-1) determining whether the input torque is greater than or equal to a first set value based on the received information on the current input torque, (b-2) Determining whether the current injection is in progress based on the received information on whether the current injection is in progress, (b-3) whether the current disturbance torque exceeds the torque limit based on the received information on the current disturbance torque It may include one or more steps of determining whether the current gear number has been changed compared to before a predetermined time, based on the received information on the current gear level and (b-4).

According to an embodiment, (b-5) counting how many times the current disturbance torque exceeds the torque limit value from a predetermined time before to the present, based on the received information on the current disturbance torque, and (b- 6) The step of determining whether the counting result is greater than or equal to the second set value may be further included.

According to an embodiment, when the vibration reduction condition of step (c) is satisfied, the determination results of steps (b-1) to (b-6) may be all "Yes".

According to an embodiment, the step (c) includes: (c-1) calculating an engine speed vibration period Tp, which is a time including the highest and lowest points of the current engine speed of the vehicle, and (C- 2) It may include the step of checking whether there is a delay time learning value (Tdf) for feed forward control of the current disturbance torque.

According to an embodiment, when the determination result for step (c-2) is "No", (C-3) the highest point of the current engine speed within the calculated engine speed vibration period TP and It may further include calculating a first delay time Td1, which is a time between the peaks of the current disturbance torque.

According to an embodiment, when the determination result for step (c-2) is "Yes", (C-4) feed forward by applying the delay time learning value (Tdf) to the vibration period of the current disturbance torque Controlling step and (C-5) between the highest point of the current engine speed within the calculated engine speed vibration period (TP) and the highest point within the vibration period of the current disturbance torque to which the delay time learning value (Tdf) is applied It may further include the step of calculating the second delay time (Td2) which is a time of.

According to an embodiment, (C-6) determining whether the calculated second delay time Td2 is 0, and (C-7) when the determination result for the C-6 is “Yes”, the It may further include updating the delay time learning value Tdf to the second delay time Td2.

According to an embodiment, (C-6) determining whether the calculated second delay time Td2 is 0, and (C-8) when the determination result for the C-6 step is “No”, the It may further include the step of initializing the delay time learning value (Tdf).

An apparatus for reducing vibration of a vehicle according to an embodiment of the present invention for achieving the above technical problem includes at least one processor, a network interface, a memory for loading a computer program executed by the processor, and large-capacity network data, and the computer. Including a storage for storing a program, wherein the computer program by the one or more processors, (a) an operation of receiving vibration reduction necessary information, (b) determining a vibration reduction condition based on the received vibration reduction necessary information And (c) when the vibration reduction condition is satisfied as a result of the determination, the operation of controlling the current disturbance torque to feed forward is executed.

A computer program stored in a medium according to an embodiment of the present invention for achieving the above technical problem is combined with a computing device, (a) an operation of receiving vibration reduction necessary information, (b) the received vibration reduction necessary information An operation of determining a vibration reduction condition based on the (c) a vibration reduction condition as a result of the determination, and an operation of controlling a current disturbance torque feed forward is executed.

According to the present invention as described above, the feed forward control is performed in the vibration period of the disturbance torque, so that the vibration period of the engine rotation speed and the vibration period of the disturbance torque can be matched in real time. Since no resonance occurs, fuel is injected. Unpleasant vibration provided to the driver even if there is a slight error of the injector, more specifically, a difference in the amount of fuel injected in an area not covered by the injection correction amount, or a fuel injection delay occurs when injecting fuel as much as the desired fuel injection command value. There is an effect that it can prevent this from occurring.

In addition, since it is possible to prevent the occurrence of unpleasant vibration provided to the driver, it is possible to improve the drivability of the vehicle, and there is an effect that the one-dimensional Anti-Jerk function of the existing engine controllers can be supplemented.

The effects of the present invention are not limited to the above-mentioned effects, and other effects that are not mentioned will be clearly understood by those skilled in the art from the following description.

1 is a view showing an overall configuration included in a vehicle vibration reduction apparatus 100 according to a first embodiment of the present invention.
2 is a flow chart showing representative steps of a method for reducing vibration of a vehicle according to a second embodiment of the present invention.
FIG. 3 is a flowchart illustrating a step S220 of determining a vibration reduction condition in a method for reducing vibration of a vehicle according to a second exemplary embodiment of the present invention as a first exemplary embodiment.
FIG. 4 is a flowchart illustrating a step S220 of determining a vibration reduction condition in a method for reducing vibration of a vehicle according to a second exemplary embodiment of the present invention as a second exemplary embodiment.
FIG. 5 is a flowchart illustrating a step S230 of performing feed forward control in a method for reducing vibration of a vehicle according to a second exemplary embodiment of the present invention.
6 is a graph showing the engine speed, disturbance torque, and final torque reflecting the disturbance torque and fuel amount of a problem vehicle providing an unpleasant sense of vibration to the vehicle and driver in a normal state.
FIG. 7 is a view showing separately one of the vibration period of the engine speed and the vibration period of the disturbance torque of the style vehicle shown in FIG. 6 together with a first delay time.
FIG. 8 is a diagram illustrating a state in which the vibration period of the disturbance torque is time-shifted by a first delay time in the vibration period of the engine rotation speed and the vibration period of the disturbance torque shown in FIG. 7.
9 is a fuel amount, vehicle speed, engine rotational speed and disturbance torque to which the vehicle vibration reduction method according to the second embodiment of the present invention is applied in the case of the problem vehicle shown in FIG. 6, and the amount of fuel not applied, vehicle speed, and engine It is a graph showing the rotation speed and disturbance torque at the same time.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Advantages and features of the present invention, and a method of achieving them will become apparent with reference to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments to be posted below, but may be implemented in various different forms, and only these embodiments make the posting of the present invention complete, and common knowledge in the technical field to which the present invention pertains. It is provided to completely inform the scope of the invention to the possessor, and the invention is only determined by the scope of the claims. The same reference numerals refer to the same components throughout the specification.

Unless otherwise determined, all terms (including technical and scientific terms) used in the present specification may be used with meanings that can be commonly understood by those of ordinary skill in the art to which the present invention belongs.

In addition, generally used terms determined in advance are not interpreted ideally or excessively unless clearly specifically determined. The terms used in the present specification are for describing exemplary embodiments and are not intended to limit the present invention. In this specification, the singular form also includes the plural form unless specifically stated in the phrase.

As used in the specification, "comprises" and/or "comprising" refers to the presence of one or more other components, steps, actions and/or elements, and/or elements, steps, actions and/or elements mentioned. Or does not exclude additions.

Hereinafter, the present invention will be described in more detail according to the accompanying drawings.

1 is a view showing an overall configuration included in a vehicle vibration reduction apparatus 100 according to a first embodiment of the present invention.

However, this is only a preferred embodiment for achieving the object of the present invention, and some components may be added or deleted as necessary, and of course, the role of one component may be performed by another component.

The vehicle vibration reduction apparatus 100 according to the first embodiment of the present invention includes a processor 10, a network interface 20, a memory 30, a storage 40, and a data bus 50 connecting them. I can.

The processor 10 controls the overall operation of each component. The processor 10 may be any one of a central processing unit (CPU), a micro processor unit (MPU), a micro controller unit (MCU), or a type of processor widely known in the technical field to which the present invention belongs. In addition, the processor 10 may perform an operation on at least one application or program for performing the vehicle vibration reduction method according to the second exemplary embodiment of the present invention.

The network interface 20 supports wired/wireless Internet communication of the vehicle vibration reduction apparatus 100 according to the first embodiment of the present invention, and may support other known communication methods. Therefore, the network interface 20 may be configured to include a communication module accordingly.

The memory 30 stores various data, commands and/or information, and can load one or more computer programs 41 from the storage 40 in order to perform the smart lighting control method according to the second embodiment of the present invention. have. In FIG. 1, a RAM is shown as one of the memories 30, but it goes without saying that various storage media can be used as the memory 30.

The storage 40 may non-temporarily store one or more computer programs 41 and mass network data 42. The storage 40 is a nonvolatile memory such as a read only memory (ROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM), a flash memory, a hard disk, a removable disk, or in the technical field to which the present invention belongs. It may be any one of widely known computer-readable recording media.

The computer program 41 is loaded into the memory 30 and, by one or more processors 10, (a) an operation of receiving information necessary for vibration reduction, (b) vibration reduction based on the received information required for vibration reduction. The operation to determine the condition and (c) if the vibration reduction condition is satisfied as a result of the determination, the operation of controlling the current disturbance torque according to the current vehicle speed and gear stage of the vehicle is performed. I can.

The operation performed by the computer program 41 simply mentioned so far can be viewed as a function of the computer program 41, and in this case, the vehicle vibration reduction device 100 is an engine controller (not shown) or included therein. It can be seen as one configuration, and the computer program 41 may be an ECU program. A more detailed description will be given later in the description of a method for reducing vibration of a vehicle according to a second embodiment of the present invention.

2 is a flow chart showing representative steps of a method for reducing vibration of a vehicle according to a second embodiment of the present invention.

This corresponds to a preferred flow chart in achieving the object of the present invention, but it goes without saying that some steps may be added or deleted as necessary.

On the other hand, each step is performed as an individual component included in the vehicle vibration reduction apparatus 100 according to the first embodiment of the present invention or by executing a computer program by one or more processors 10, but for convenience of explanation. For this, the description will be continued as performed by the vibration reduction device 100 of the vehicle.

First, the vibration reduction device 100 of the vehicle receives information necessary for vibration reduction (S210).

Here, the information necessary for vibration reduction is minimum information required to determine whether it corresponds to a situation in which the drivability of the vehicle is to be improved, and various information according to the current state of the vehicle may be information required for vibration reduction.

For example, the information required for vibration reduction is any one of information on the current input torque, information on whether injection is currently in progress, information on the current disturbance torque, and information on the current gear stage. The above may be included, and in addition, any one or more of information on a current vehicle speed, information on a current engine speed (RPM), and information on a fuel cut may be further included.

Therefore, in step S210, any one or more of information on the current input torque, information on whether injection is currently in progress, information on the current disturbance torque, and information on the current number of gear stages are received as information required for vibration reduction. It may include step S210-1.

On the other hand, these vibration reduction necessary information is a configuration in which the vibration reduction device 100 of the vehicle manages the information, for example, an in-vehicle communication method known from an ECU (Engine Control Unit) and an MCU (Mission Control Unit). Using the network interface 20 may be able to receive.

Further, it is preferable that the vehicle vibration reduction apparatus 100 continuously performs step S210 in real time. Through this, the information required for vibration reduction received before a predetermined time or the delay time learning value Tdf to be described later is the memory 30 ) May be stored permanently or temporarily and used for feed forward control for the current disturbance torque.

When the vibration reduction necessary information is received, the vibration reduction condition is determined based on the vibration reduction necessary information received by the vibration reduction apparatus 100 of the vehicle (S220).

Previously, in the description of step S210, it was said that the information required for vibration reduction may include any one or more of information on the current input torque, information on whether injection is currently in progress, information on the current disturbance torque, and information on the current gear stage. , In order to improve the accuracy of determining the vibration reduction condition, it is most preferable to receive all of these information as information necessary for vibration reduction.In the following description, the information required for vibration reduction is information on the current input torque and information on whether the current injection is in progress. , It is assumed that information on the current disturbance torque and information on the current gear level are included. Hereinafter, it will be described with reference to FIG. 3.

FIG. 3 is a flowchart illustrating a step S220 of determining a vibration reduction condition in a method for reducing vibration of a vehicle according to a second exemplary embodiment of the present invention as a first exemplary embodiment.

This corresponds to a preferred flow chart in achieving the object of the present invention, but it goes without saying that some steps may be added or deleted as necessary.

The step S220 of determining the vibration reduction condition is a step of determining whether the input torque is equal to or greater than the first set value based on the received information on the current input torque (S220-1), and the received information on whether the current injection is in progress. As a result, determining whether the current injection is in progress (S220-2), determining whether the current disturbance torque exceeds the torque limit based on the received information on the current disturbance torque (S220-3), and the received current gear stage Based on the information on, the current gear stage may further include any one or more of the steps of determining whether the number of gears has been changed compared to before a predetermined time (S220-4). In order to improve accuracy, it is preferable to include all of steps S220-1 to S220-4, and hereinafter, the description will be continued on the premise that step S220 further includes all of steps S220-1 to S220-4. .

First, it is determined whether the input torque is equal to or greater than a first set value based on the received information on the current input torque (S220-1).

Here, the current input torque may be an input torque that is in pure raw data state, and may be a filtered torque filtered by a predetermined step to be input to the engine, but in any case, the torque must be in a state before attenuation by the disturbance torque. Whether it is the input torque in the state or the filtered torque filtered by a predetermined step may be freely set by the designer of the vibration reduction apparatus 100 of the vehicle.

On the other hand, the first set value may vary depending on the specification of whether the vehicle is a gasoline/diesel vehicle, but in the case of a diesel vehicle, it is generally preferable to set the first set value around 30 Nm. When the input torque is 30 Nm or less, the vehicle This is because the input torque level is so that vibration is not felt during acceleration or deceleration of the gasoline vehicle. Unlike diesel vehicles, the response to the increase in input torque in the medium/low speed range is somewhat slower than that of diesel vehicles. 1 By setting the first set value high, for example around 40 Nm, the first set value corresponding to each specification may be set according to whether the vehicle is a gasoline/diesel vehicle.

Thereafter, based on the received information on whether the current injection is in progress, it is determined whether the current injection is in progress (S220-2).

Here, the current injection is to determine whether fuel is being injected into the engine for driving the vehicle. Through this, it is to check whether the current input torque is actually being used for fuel injection to determine the correlation.

Thereafter, based on the received information on the current disturbance torque, it is determined whether the current disturbance torque exceeds the torque limit value (S220-3).

Here, the disturbance torque refers to a kind of disturbing torque applied to the input torque, as can be understood from the English word “disturbance torque”. In the case of a high input torque, it may be a torque to lower it, and in the case of a low input torque, it may be a torque that increases it. Accordingly, there may be two torque limits, the highest limit, the Max torque limit, and the lowest limit, the Min torque limit, and monitor whether an abnormality in the engine output according to the torque input occurs by determining whether the current disturbance torque exceeds the torque limit. It is possible.

On the other hand, step S220-3 is to determine whether the current disturbance torque exceeds the torque limit, so the torque limit can be viewed as the max torque limit, and if the Min torque limit is applied, it is a step to determine whether the current disturbance torque is less than the torque limit. Step S220-3 could be replaced. However, in the case of using the Max torque limit value or the Min torque limit value, the following steps are the same, so the description will be continued on the premise that the Max torque limit value is used for convenience of explanation.

Thereafter, based on the received information on the current gear level, it is determined whether the current gear level has been changed compared to before a predetermined time (S220-4).

This is to check whether a shift in which the number of gears is changed compared to before a predetermined time has been made.When a gear is shifted, the disturbance torque is calculated beyond the torque limit for a very short time. If it exceeds, it is to judge that there is an injection problem.

On the other hand, here, the predetermined time can be freely set by the designer of the vehicle vibration reduction device 100, but it is generally preferable to set a short time such as 10 ms to a predetermined time to compare the number of gear stages, and the calculation of the disturbance torque is This is because, since it is performed in real time, it is helpful to improve the accuracy of determining the vibration reduction condition by judging the change in the corresponding gear stage based on a very short time.

If the determination result for steps S220-1 to S220-4 described so far is "Yes", it may be determined that the vibration reduction condition has been satisfied, but the vibration reduction method of the vehicle according to the second embodiment of the present invention is Additional steps may be further included in order to improve the accuracy of the determination of the reduction conditions. Hereinafter, it will be described with reference to FIG. 4.

FIG. 4 is a flowchart illustrating a step S220 of determining a vibration reduction condition in a method for reducing vibration of a vehicle according to a second exemplary embodiment of the present invention as a second exemplary embodiment.

This corresponds to a preferred flow chart in achieving the object of the present invention, but it goes without saying that some steps may be added or deleted as necessary.

Referring to FIG. 4, steps S220-1 to S220-4 are the same as those of FIG. 3, and it can be seen that steps S220-5 and S220-6 are added after step S220-4.

Accordingly, the step S220 of determining the vibration reduction condition is a step of determining whether the input torque is greater than or equal to the first set value based on the received information on the current input torque (S220-1), and information about whether the received current injection is in progress. Based on, determining whether the current injection is in progress (S220-2), determining whether the current disturbance torque exceeds the torque limit based on the received information on the current disturbance torque (S220-3), and the received current Based on the information on the number of gears, in addition to any one or more of the steps (S220-4) of determining whether the current number of gears has been changed compared to before a predetermined time, based on the information on the received current disturbance torque, a predetermined Determination of vibration reduction conditions, including counting how many times the current disturbance torque exceeds the torque limit value from time before to the present (S220-5) and determining whether the counting result is greater than or equal to the second set value (S220-6) Can improve the accuracy of.

More specifically, based on the received information on the current disturbance torque, counting how many times the current disturbance torque exceeds the torque limit value from a predetermined time to the present (S220-5), and whether the counting result is greater than or equal to the second set value. It is determined (S220-6).

Here, the counting is to count the number of times the disturbance torque exceeds this, based on the torque limit, and in the case of a predetermined time, it is 0.3sec to 0.4sec, most preferably 0.34sec, reflecting the situation of the disturbance torque that fluctuates in real time. It is desirable to set it very short, but this may vary depending on the value of the torque limit.

On the other hand, in the case of the second set value, the designer of the vehicle vibration reduction device 100 can freely set it, but if it exceeds three or more times, it may be considered that the calculation of the disturbance torque is incorrect, so setting the second set value to three times It would be desirable. If the second set value is set to a value less than 3 times, it will be determined that the calculation of the disturbance torque is not correct even in a slight situation where the disturbance torque exceeds the torque limit for 1 or 2 times. If it is set to a large value, even if the disturbance torque calculation is not correct, it will not be possible to determine that it is not correct, because it can be an overly flexible standard.

Similar to the determination result for steps S220-1 to S220-4 described above, when the determination result for steps S220-1 to S220-6 is "Yes", it may be determined that the vibration reduction condition is satisfied, in this case It is possible to improve the accuracy of determining the vibration reduction condition than that determined by performing only steps S220-1 to S220-4.

In addition, steps S220-5 and S220-6 may be performed together in step S220-3, which determines whether the disturbance torque described above exceeds the torque limit, rather than after step S220-4. The step of determining the disturbance torque This is because processing speed can be improved if it is performed in one batch.

Returning to the description of FIG. 2 again.

As a result of determining the vibration reduction condition, when the vibration reduction condition is satisfied, the vibration reduction apparatus 100 of the vehicle feed-forward controls the current disturbance torque (S230).

Here, the feed forward control of the disturbance torque refers to a control capable of reducing an unpleasant sense of vibration provided to the driver by matching the vibration period of the disturbance torque with the vibration period of the current engine speed of the vehicle. Hereinafter, it will be described in detail with reference to FIG. 5.

FIG. 5 is a flowchart illustrating a step S230 of performing feed forward control in a method for reducing vibration of a vehicle according to a second exemplary embodiment of the present invention.

This corresponds to a preferred flow chart in achieving the object of the present invention, but it goes without saying that some steps may be added or deleted as necessary.

In the step S230 of performing the feed forward control, the step of calculating the engine speed vibration period Tp, which is the time at which the highest and lowest points of the current engine speed of the vehicle are included (S230-1), and the feed forward control of the current disturbance torque. Checking whether there is a delay time learning value (Tdf) for (S230-2), between the highest point of the current engine speed and the highest point within the vibration period of the current disturbance torque within the calculated engine speed vibration period (TP). Calculating a first delay time (Td1), which is a time (S230-3), applying a delay time learning value (Tdf) to the vibration period of the current disturbance torque and controlling the feed forward (S230-4), the calculated engine Calculating a second delay time (Td2), which is the time between the highest point of the current engine speed within the engine speed vibration period (TP) and the highest point within the vibration period of the current disturbance torque to which the delay time learning value (Tdf) is applied ( S230-5), determining whether the calculated second delay time Td2 is 0 (S230-6), and updating the delay time learning value Tdf to the second delay time Td2 (S230-7) And initializing the delay time learning value (Tdf) (S230-8), and includes all of the steps S230-1 to S230-8 in order to improve the accuracy of performing the feed forward control. It is preferable to do this, and hereinafter, the description will be continued on the premise that the step S230 further includes all of the steps S230-1 to S230-8.

First, an engine speed vibration period Tp, which is a time including the highest and lowest points of the current engine speed of the vehicle, is calculated (S230-1).

Here, the engine speed vibration period (Tp) may be calculated by selecting a point and calculating the engine speed vibration period (Tp) when a certain period is continuously repeated, but the highest and lowest points must be included, and a certain period. When is not continuously repeated, the time point at which step S230-1 is performed is included, and the time at which the highest point and the lowest point are simultaneously included may be calculated as the engine speed vibration period Tp.

6 is a graph showing the engine speed, disturbance torque, and final torque and fuel amount reflecting the disturbance torque of a problem vehicle providing an unpleasant sense of vibration to the vehicle and the driver in a normal state. If you look at the number of revolutions, you can see that a certain period is continuously repeated, and the separately marked part can be seen as the engine revolution number vibration period (Tp).

On the other hand, as can be seen with reference to FIG. 6, the vibration graph of the disturbance torque indicates a tendency to follow the vibration graph of the engine speed. In step S230-1, the vibration period of the disturbance torque is not the engine speed vibration period (Tp). It would be okay to calculate.

Thereafter, it is checked whether there is a delay time learning value Tdf for the feed forward control of the torque (S230-2).

Here, the delay time learning value (Tdf) means a learning value of the delay time input to the disturbance torque for feed forward control. If the vehicle vibration reduction method according to the second embodiment of the present invention has been previously performed, The delay time learning value Tdf will exist, and the designer of the vehicle vibration reduction device 100 may preset a delay time learning value Tdf of a predetermined time when initially designing the vehicle. However, if the vehicle vibration reduction method according to the second embodiment of the present invention has not been previously performed, and the designer of the vehicle vibration reduction device 100 has not previously set the delay time learning value (Tdf) during the initial design, the following Step S230-3 is performed.

If the determination result in step S230-2 is "No", more specifically, if it is determined that the delay time learning value (Tdf) does not exist, the highest point of the current engine speed within the calculated engine speed vibration period (TP). The first delay time Td1, which is a time between the peak point of the current disturbance torque and is calculated (S230-3).

Here, the first delay time Td1 is the time between the highest point of the current engine speed and the highest point of the current disturbance torque within the engine speed vibration period Tp calculated in step S230-1, or the lowest point of the current engine speed and the current It can be calculated through any one of the time between the lowest point of the disturbance torque, and in FIG. 7 showing separately any one of the engine speed vibration period Tp of the stylistic vehicle shown in FIG. 6 and the vibration period of the disturbance torque The first delay time Td1 is shown separately.

On the other hand, if the determination result in step S230-2 is "Yes", more specifically, if it is determined that the delay time learning value (Tdf) exists, the delay time learning value (Tdf) is applied to the vibration period of the current disturbance torque. Feed forward control is performed (S230-4).

More specifically, this is to perform time shifting, and the disturbance torque is time-shifted by the delay time learning value (Tdf) confirmed to exist to match the engine speed vibration period (Tp). When the first delay time Td1 is calculated in step S230-3, the disturbance torque is time-shifted by the calculated first delay time Td1 to match the engine speed vibration period Tp. In FIG. 8, the vibration period of the disturbance torque shown in FIG. 7 is time-shifted by the first delay time Td1, and it is confirmed that the delay time learning value Tdf exists in step S230-2. If so, it is sufficient to change the first delay time Td1 shown in FIG. 8 to the delay time learning value Tdf. That is, in step S230-4, since the delay time learning value Tdf and the first delay time Td1 are treated the same, in the following description, the delay time learning value Tdf will be unified to continue the description.

Thereafter, the second delay time (Td2), which is the time between the highest point of the current engine speed within the calculated engine speed vibration period (TP) and the highest point within the vibration period of the current disturbance torque to which the delay time learning value (Tdf) is applied. Is calculated (S230-5).

If feed forward control is performed by applying the delay time learning value (Tdf) in step S230-4, it is common that the engine speed vibration period (Tp) and the vibration period of the disturbance torque coincide, but in some cases, special circumstances, eg For example, there is a possibility that a time delay may occur due to other external factors, and step S230-5 is a step to verify this.

In this case, since the calculation of the second delay time Td2 is performed in the same manner as the calculation of the first delay time Td1 described above, a detailed description will be omitted to prevent redundant description.

Thereafter, it is determined whether the calculated second delay time Td2 is 0 (S230-6), and if the determination result is "Yes", the delay time learning value Tdf is updated to the second delay time Td2 (S230- 7) If the determination result is "No", the delay time learning value Tdf is initialized (S230-8).

When the second delay time (Td2) is 0, it means that the engine rotational speed vibration period (Tp) and the vibration period of the disturbance torque coincide. If they match, the time through the previously identified delay time learning value (Tdf). The delay time learning value (Tdf) is updated to the second delay time (Td2) to prevent the engine speed vibration period (Tp) and the vibration period of disturbance torque from being inconsistent due to the shifting performed again. The delay time learning value (Tdf) will generally be zero.

On the other hand, when the second delay time (Td2) is not 0, it means that the vibration period of the engine speed vibration period (Tp) and the disturbance torque do not coincide. The engine rotation speed vibration period despite the feed forward control is performed. Since (Tp) and the vibration period of the disturbance torque do not match, the delay time learning value (Tdf) is initialized and the process returns to step S230-1 in order to perform accurate feed forward control.

9 is a fuel amount, vehicle speed, engine rotational speed and disturbance torque to which the vehicle vibration reduction method according to the second embodiment of the present invention is applied in the case of the problem vehicle shown in FIG. 6, and the amount of fuel not applied, vehicle speed, and engine It is a graph showing the number of revolutions and disturbance torque at the same time. When the vehicle vibration reduction method according to the second embodiment of the present invention is applied differently from the case where the vehicle vibration reduction method according to the second embodiment of the present invention is applied, the amount of fuel, vehicle speed, engine revolution speed, and disturbance torque are kept constant. Above all, since the vibration period of the engine speed and the vibration period of the disturbance torque coincide, it is possible to prevent an unpleasant vibration feeling to the driver.

So far, a method for reducing vibration of a vehicle according to a second embodiment of the present invention has been described. According to the present invention, the feed forward control is performed in the vibration period of the disturbance torque, so that the engine rotational speed vibration period (Tp) and the vibration period of the disturbance torque can be matched in real time. Since resonance does not occur, an injector that injects fuel Even if there is a difference in the amount of fuel injected in an area not covered by the injection correction amount, or a fuel injection delay occurs in injecting fuel as much as the desired fuel injection command value, the unpleasant vibration provided to the driver is It can be prevented from occurring, and accordingly, the drivability can be improved, and the one-dimensional Anti-Jerk function of the existing engine controllers can be supplemented.

Meanwhile, the apparatus 100 for reducing vibration of a vehicle according to the first exemplary embodiment of the present invention and the method for reducing vibration of a vehicle according to the second exemplary embodiment of the present invention are provided according to the third exemplary embodiment of the present invention including the same technical features. It can also be implemented as a computer program stored on a medium. In this case, the computer program stored in the medium is combined with the computing device to: (a) an operation of receiving vibration reduction necessary information, (b) an operation of determining vibration reduction conditions based on the received vibration reduction necessary information, and (c) the As a result of the determination, when the vibration reduction condition is satisfied, an operation of controlling the current disturbance torque to feed forward may be executed.

In addition, although not described in detail for redundancy, the vehicle vibration reduction apparatus 100 according to the first embodiment of the present invention and the computer program stored in the medium according to the third embodiment of the present invention are the second implementation of the present invention. Of course, it is possible to share all the technical features applied to the vehicle vibration reduction method according to the example and the corresponding effects.

Although the embodiments of the present invention have been described with reference to the accompanying drawings, those of ordinary skill in the art to which the present invention pertains can be implemented in other specific forms without changing the technical spirit or essential features. You can understand. Therefore, it should be understood that the embodiments described above are illustrative and non-limiting in all respects.

10: processor
20: network interface
30: memory
40: storage
41: computer program
50: data bus
100: vehicle vibration reduction device

Claims (12)

(a) receiving, by the vibration reduction device of the vehicle, information necessary for vibration reduction;
(b) determining, by the vibration reduction device of the vehicle, a vibration reduction condition based on the received vibration reduction necessary information; And
(c) when the vibration reduction device of the vehicle satisfies the vibration reduction condition as a result of the determination, controlling a current disturbance torque feed forward;
Vibration reduction method of a vehicle comprising a. The method of claim 1,
The step (a),
(a-1) Receiving any one or more of information about the current input torque, information about whether injection is currently in progress, information about the current disturbance torque, and information about the current number of gear stages as information required for vibration reduction Step to do;
Vibration reduction method of a vehicle comprising a. The method of claim 2,
The step (b),
(b-1) determining whether the input torque is greater than or equal to a first set value, based on the received information on the current input torque;
(b-2) determining whether injection is currently in progress, based on the received information on whether the current injection is in progress;
(b-3) determining whether the current disturbance torque exceeds a torque limit based on the received information on the current disturbance torque; And
(b-4) determining whether the current gear number has been changed compared to before a predetermined time based on the received information on the current gear level;
Vibration reduction method of a vehicle comprising any one or more of the steps. The method of claim 3,
(b-5) counting how many times the current disturbance torque exceeds the torque limit value from a predetermined time before to the present, based on the received information on the current disturbance torque; And
(b-6) determining whether the counting result is greater than or equal to a second set value;
Vibration reduction method of a vehicle further comprising a. The method of claim 4,
When the vibration reduction condition of step (c) is satisfied,
In the case where the determination results for the steps (b-1) to (b-6) are all "Yes",
How to reduce vehicle vibration. The method of claim 1,
The step (c),
(c-1) calculating an engine speed vibration period Tp, which is a time including the highest and lowest points of the current engine speed of the vehicle; And
(C-2) checking whether there is a delay time learning value (Tdf) for feed forward control of the current disturbance torque;
Vibration reduction method of a vehicle comprising a. The method of claim 6,
When the determination result for step (c-2) is "No",
(C-3) Calculating a first delay time (Td1) that is a time between the highest point of the current engine speed and the highest point within the vibration period of the current disturbance torque within the calculated engine speed vibration period TP ;
Vibration reduction method of a vehicle further comprising a. The method of claim 6,
When the determination result for step (c-2) is "Yes",
(C-4) applying the delay time learning value (Tdf) to the vibration period of the current disturbance torque to control feed forward; And
(C-5) The time between the highest point of the current engine speed within the calculated engine speed vibration period (TP) and the highest point within the vibration period of the current disturbance torque to which the delay time learning value (Tdf) is applied. 2 calculating a delay time (Td2);
Vibration reduction method of a vehicle further comprising a. The method of claim 8,
(C-6) determining whether the calculated second delay time Td2 is 0; And
(C-7) when the determination result for step C-6 is "Yes", updating the delay time learning value Tdf to the second delay time Td2;
Vibration reduction method of a vehicle further comprising a. The method of claim 8,
(C-6) determining whether the calculated second delay time Td2 is 0; And
(C-8) initializing the delay time learning value (Tdf) when the determination result for step C-6 is "No";
Vibration reduction method of a vehicle further comprising a. One or more processors;
Network interface;
A memory for loading a computer program executed by the processor; And
Including storage for storing large-capacity network data and the computer program,
The computer program by the one or more processors,
(a) an operation of receiving vibration reduction necessary information;
(b) an operation of determining a vibration reduction condition based on the received vibration reduction necessary information; And
(c) when the vibration reduction condition is satisfied as a result of the determination, an operation of controlling a current disturbance torque to feed forward;
The vibration reduction device of the vehicle running. Combined with a computing device,
(a) an operation of receiving vibration reduction necessary information;
(b) an operation of determining a vibration reduction condition based on the received vibration reduction necessary information; And
(c) an operation of controlling a current disturbance torque as a feed forward when the vibration reduction condition is satisfied as a result of the determination;
To run,
A computer program stored on a medium.

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