KR20220152426A - Hill-Start Assistance contorl method and control system for electric clutch vehicles, Electric clutch vehicles cotainign the Hill-Start Assistance control system - Google Patents

Abstract

Disclosed are a hill-start assistance control method and control system for an electric clutch vehicle, which are able to, when a clutch pedal is operated, operate a motor by the control of a clutch controller receiving information on a clutch pedal angle, and control the opening and fastening degree of a clutch, and an electric clutch vehicle including the hill-start assistance control system. According to the present invention, a vehicle control method for preventing a hill-start of an electric clutch vehicle comprises: a step of determining if the current status of the vehicle is a situation where the vehicle is stopped at a hill from the information collected from various units of the vehicle; a step of, if the vehicle is currently stopped at the hill, operating the motor by the control of a clutch controller, keeping the clutch open, and executing the hill-start assist control (HAC) at the same time; a step of drawing an engine creep torque for the creeping of the vehicle by considering the current load of the vehicle; a step of increasing a torque reserve for making an engine status for outputting the drawn engine creep torque; a step of determining the driver's will to start the vehicle based on a brake signal; a step of, if the will to start the vehicle is confirmed, controlling the engine torque with the engine creep torque as a target torque and slip-controlling the clutch; a step of determining whether the current status of the vehicle satisfies the condition for ending the HAC; and a step of, if the condition for ending the HAC is satisfied, ending the HAC and completely closing the clutch. The present invention is able to more definitely prevent accidents.

Description

Hill-Start Assistance control method and control system for electric clutch vehicles, Electric clutch vehicles cotainign the Hill-Start Assistance control system }

The present invention relates to a vehicle control method and system for preventing a vehicle from rolling down a slope, and more particularly, to an electric clutch (the opening and engagement degree of a clutch by operating a motor under the control of a clutch controller receiving information on a clutch pedal angle when a clutch pedal is operated) The present invention relates to a method and system for controlling an electric clutch vehicle equipped with a clutch) to prevent rolling off a slope, and to an electric clutch vehicle including a slope rolling prevention control system.

Hill-Start Assistance Control (hereinafter, referred to as 'HAC' for convenience of description) generally applied to vehicles is a function that prevents the vehicle from rolling backwards when restarting after stopping on a slope. When a stop of the vehicle is detected on a slope higher than a certain level, the HAC controls the pressure of the brake master cylinder for a certain period of time to prevent rolling.

For example, if the slope judgment criterion is set to 3%, when the vehicle stops on a slope of 3% or more and restarts, even if you release your foot from the brake, hold the brake for the set time (approximately 2 to 3 seconds) and press the accelerator pedal. The brake will be released immediately. This HAC system controls the brake through ABS (Anti-Lock Brake System) by receiving slope information from the G-sensor that detects the slope.

However, unlike an automatic transmission vehicle, a manual transmission vehicle requiring clutch operation may cause vehicle rolling when starting after stopping on a slope even when HAC is executed. The cause is inexperienced in clutch operation on a slope. In the case of a novice driver who is not good at clutch operation, there is a high risk of slipping or turning off the engine depending on the slope, leading to a safety accident.

On the other hand, the electric clutch refers to a clutch in which the degree of opening and engagement of the clutch is controlled by a motor, unlike a manual clutch in which clutch operation is entirely manually performed. More specifically, when the clutch pedal is operated, a motor (clutch motor) operates under the control of a clutch controller receiving information about a clutch pedal angle to adjust the degree of opening and engagement of the clutch.

In particular, in a specific driving situation such as the use of start-stop coasting, it has the advantage of providing driving convenience by controlling the open and engaged state of the clutch without inputting the clutch pedal. However, similarly to an electric clutch vehicle, even if HAC is executed when starting from a stop on a slope, vehicle slippage may occur depending on the driver's skill in operating the clutch, or in severe cases, the engine may be turned off.

Moreover, in the case of a vehicle with a small displacement, there is a problem that it is difficult to climb without operating the accelerator pedal due to insufficient torque for creep driving (vehicle driving without operating the accelerator pedal) according to the slope, and to make up for the insufficient torque When the air conditioning system is turned off, there is a problem in that the convenience of the vehicle is greatly reduced due to the air conditioning system turned off when the slope is long and congestion is severe.

Korean Registered Patent No. 10-1516886 (registration date 2015. 04.24.)

A technical problem to be solved by the present invention is a control method for preventing rolling of an electric clutch vehicle on a slope, which can prevent rolling or starting off when starting after stopping on a slope (uphill), and can secure responsiveness and stability to engine creep torque. It is intended to provide an electric clutch vehicle including a system, and an anti-rolling control system on a slope.

According to one aspect of the present invention as a means of solving the problem,

In an electric clutch vehicle in which a motor operates under the control of a clutch controller receiving information about a clutch pedal angle when a clutch pedal is operated to adjust the degree of opening and engagement of a clutch,

(a) determining whether the current state of the vehicle is a stop situation on a slope from information collected from each part of the vehicle;

(b) If the vehicle is currently stopped on a slope, operating the motor under the control of the clutch controller to maintain the clutch in an open state and simultaneously executing Hill-Start Assist Control (HAC) ;

(c) deriving engine creep torque for creep driving in consideration of the current load of the vehicle;

(d) increasing the torque reserve to create an engine condition capable of outputting the engine creep torque derived in step (c);

(e) determining the driver's intention to start the vehicle based on the brake signal;

(f) controlling engine torque and slip control of a clutch by using the engine creep torque as a target torque when the intention to start the vehicle is confirmed;

(g) determining whether the current state of the vehicle satisfies a condition for terminating the HAC; and

(h) if the conditions for terminating the HAC are satisfied, terminating the HAC and completely closing the clutch;

Preferably, in the step (a), the operation of the brake pedal and the clutch pedal are detected (brake pressure > 0 & clutch pedal operation amount (%) > 0), the vehicle speed is zero (0), and the inclination is greater than the set value (G sensor If output ≥ set value), it may be determined that the current state of the vehicle is a stop situation on a slope.

In addition, the control method for preventing slipping on a slope of an electric clutch vehicle according to the present invention,

(b') expressing through a voice output device or a display device so that the driver can recognize that the situation in which the foot can be released from the clutch immediately after the motor is operated to keep the clutch open in step (b); can do.

In the step (c), the engine creep torque may be derived using a creep torque map in which engine creep torque data for each load section is stored for all loads of the vehicle.

Also, in the step (d), the torque reserve may be increased by retarding the ignition angle together with the increase in intake air amount through wide open throttle (WOT) or full throttle open and turbo operation.

Here, when the maximum torque that the engine can produce at the time of wide open throttle (WOT) is smaller than the engine creep torque, the torque reserve may be increased by operating the turbo together with the fully open throttle.

In addition, if the engine creep torque cannot be followed despite wide open throttle (WOT) or increased intake air volume through full throttle and turbo operation, as well as increased torque reserve through ignition angle perception, the target lambda value is raised. In addition, it is possible to increase the torque reserve by increasing the energization time of the spark plug.

In step (e), it may be determined that the driver has the will to start the vehicle when the brake signal is turned off.

In the step (g), when the current engine torque is equal to the engine creep torque and the slip state of the clutch reaches the target slip state, it may be determined that the current state of the vehicle satisfies the condition for terminating the HAC. have.

According to another aspect of the present invention as a means of solving the problem,

a clutch controller controlling the operation of a motor (clutch motor) by receiving information about a clutch pedal angle when the clutch pedal is operated;

A brake controller for controlling a brake state for executing Hill-Start Assist Control (HAC) in a stop situation on a slope;

Based on information collected from each part of the vehicle, it is determined whether the current state of the vehicle is stopped on a slope, and if the vehicle is stopped on a slope, a command to keep the clutch open is transmitted to the clutch controller and a command to execute the HAC to the brake controller. It provides an anti-rolling control system for an electric clutch vehicle including a; engine controller that transmits the.

Here, the engine controller detects the operation of the brake pedal and the clutch pedal (brake pressure > 0 & clutch pedal operation amount (%) > 0), the vehicle speed is zero (0), and the inclination is greater than the set value (G sensor output ≥ set value), it may be determined that the current state of the vehicle is a stop situation on a slope.

In the control system for preventing slipping on a slope of an electric clutch vehicle according to another aspect of the present invention, the driver may release the clutch according to the command of the engine controller immediately after the motor operates according to the command to keep the clutch open. It may further include a message output means for expressing through an audio output device or a display device so as to be recognized.

In addition, the engine controller derives engine creep torque for creep driving in consideration of the current vehicle load immediately after the command to keep the clutch open and the HAC execution command, and the engine torque is calculated according to the derived engine creep torque. Commands for increasing the torque reserve so as to be able to follow, and controlling the engine torque and controlling the clutch slip by using the engine creep torque as the target torque when the driver's intention to start the vehicle is determined based on the brake signal and the vehicle departure intention is confirmed to the clutch controller, and when the current state of the vehicle satisfies the condition for terminating the HAC, a command to terminate the HAC and completely close the clutch may be transmitted to the brake controller and the clutch controller, respectively. .

At this time, the engine controller may increase the torque reserve by recognizing an ignition angle together with an increase in intake air amount through wide open throttle (WOT) or full throttle open and turbo operation.

Preferably, the engine controller may operate the turbo with the fully open throttle when the maximum torque that the engine can produce is smaller than the engine creep torque when the throttle is fully open (WOT).

In addition, the engine controller increases the amount of intake air through wide open throttle (WOT) or full throttle and turbo operation, and increases the target lambda value when the engine creep torque cannot be followed even at the ignition angle perception. It is possible to increase the torque reserve by increasing the energization time of the spark plug.

In addition, the engine controller may determine that the driver has the will to start the vehicle when a brake pedal OFF signal is output from the brake controller.

In addition, the engine controller may determine that the current state of the vehicle satisfies the condition for terminating the HAC when the current engine torque is equal to the engine creep torque and the slip state of the clutch reaches the target slip state.

According to another aspect of the present invention as a means of solving the problem,

When the clutch pedal is operated, a motor is operated under the control of a clutch controller that receives information about the clutch pedal angle, and an electric clutch is installed to adjust the degree of opening and engagement of the clutch. to provide.

According to an embodiment of the present invention, the electric clutch is automatically opened when the vehicle is stopped on a slope. Accordingly, since the driver does not have to step on the clutch pedal, driving convenience can be provided.

In addition, by calculating the creep torque that can start without pushing after stopping on a slope and before starting, and creating a vehicle condition that can follow the creep torque in advance through the process of increasing the torque reserve, pushing or engine off when starting after stopping on a slope It has the advantage of being able to respond immediately to the driver's request for departure.

In addition, in the present invention, the HAC is released only when the set condition (a condition in which the vehicle can creep without being pushed, when the engine torque is equal to the engine creep torque and the clutch engagement state reaches the target slip state) is satisfied. In contrast to the prior art, in which the HAC is released when the set time elapses regardless of whether the vehicle is behind, safety accidents due to the vehicle behind the vehicle can be prevented reliably.

In addition, with respect to the torque reserve, conventionally, only the amount of air is controlled based on the torque reserve correspondingly mapped according to the driving situation, but in the present invention, the amount of air is increased by operating the turbo when necessary based on the torque required for creep driving (engine creep torque). By increasing it, the reserve torque can be increased more reliably.

1 is a schematic configuration diagram of a vehicle including an inclination prevention control system of an electric clutch vehicle according to an embodiment of the present invention.
FIG. 2 is a flow chart sequentially showing a series of control processes for preventing pushing from a slope performed by the control system for preventing pushing from a slope of the electric clutch vehicle of FIG. 1; FIG.
FIG. 3 is a flow chart showing the process of increasing the torque reserve of FIG. 2 in detail;

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

In describing the present invention, terms used in the following specification are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise.

In addition, the terms "include" or "having" in this specification are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other It should be understood that the presence or addition of features, numbers, steps, operations, components, parts, or combinations thereof is not precluded.

Also, terms such as first and second may be used to describe various components, but the components should not be limited by the terms. These terms are only used for the purpose of distinguishing one component from another.

In addition, terms such as "...unit", "...unit", and "...module" described in the specification mean a unit that processes at least one function or operation, which may be implemented by hardware or software or a combination of hardware and software. can

In the description with reference to the accompanying drawings, the same reference numerals will be assigned to the same components, and duplicate descriptions of the same components will be omitted. In addition, in the description of the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description will be omitted.

A slope prevention control system according to an embodiment of the present invention is applied to an electric clutch vehicle. Here, in the electric clutch vehicle, when the clutch pedal is operated, a motor (clutch motor) operates under the control of a clutch controller that receives information about the clutch pedal angle (information output from the clutch position sensor) to adjust the degree of opening and engagement of the clutch. Means a vehicle equipped with an electric clutch.

1 is a schematic configuration diagram of a vehicle including an anti-rolling control system for an electric clutch vehicle according to an embodiment of the present invention. Referring to this diagram, the control system for preventing rolling off a slope of an electric clutch vehicle according to an embodiment of the present invention is described in FIG. Let's take a look in detail.

Referring to FIG. 1 , a control system for preventing rolling of an electric clutch vehicle on a slope according to an embodiment of the present invention includes the aforementioned clutch controller 10 . The clutch controller 10 is electrically connected to the engine controller 30, which will be described later, so that necessary information can be exchanged. to control the motor 17 to create a corresponding clutch state.

A control system for preventing rolling of an electric clutch vehicle on a slope according to an embodiment of the present invention also includes a brake controller 20 . The main function of the brake controller 20 is a brake control function, which cooperates with the engine controller 30 to execute Hill-Start Assist Control (HAC) in a specific situation (stopping on a slope). It means to control the brake state in order to

The engine controller 30 determines whether the current state of the vehicle is stopped on a slope based on information collected from each part of the vehicle. As a result of the determination, if the vehicle is stopped on a slope, a command to keep the clutch open is transmitted to the clutch controller 10 and a command to execute the HAC is transmitted to the brake controller 20, and the clutch controller 10 and With each control of the brake controller 20, the clutch 18 is opened and the HAC is executed.

In order to determine whether the vehicle is stopped on a slope, the engine controller 30 collects information from sensors in each part of the vehicle. The information collected by the engine controller 30 to determine whether the vehicle is stopped on a slope includes vehicle speed information provided by the vehicle speed sensor 50, brake pedal operation information obtained from information provided by the brake pressure sensor 25, and clutch pedal Clutch pedal operation information provided by the position sensor 15 and road slope information (gradient information) by the G sensor 40 may be included.

In some cases, other information may be additionally included in addition to the information listed above, or some of the listed information may be omitted. For example, the current position of the vehicle and vehicle speed information among navigation information based on a GPS signal may be used to determine a stop situation on a slope. In this case, since the output information of the vehicle speed sensor 50 and the brake pressure sensor 25 can be replaced with navigation information, it can be omitted.

The engine controller 30 preferably detects a situation where the outputs of the brake pressure sensor 25 and the clutch pedal position sensor 15 are greater than '0', that is, operation of the brake pedal and clutch pedal 12 (brake pressure > 0 & clutch pedal operation amount (%) > 0), the vehicle speed is zero (0), and the gradient is greater than or equal to the set value (G sensor output ≥ set value), it can be determined that the current state of the vehicle is a stop situation on a slope .

Among the values that are the criteria for determining the stop situation on a slope, the set value that is the criterion for the G sensor output may be preferably 2%, but depending on the maximum torque that the engine can output for each engine displacement, it may be less than 2% (or engine (applied to a low engine displacement vehicle with a relatively small output), may be set to a value greater than 2% (applied to a high engine displacement vehicle with a relatively large engine output).

In addition, the engine controller 30 applied to the present embodiment also serves to derive engine creep torque for creep driving in consideration of the current load of the vehicle immediately after the command to keep the clutch open and the command to execute the HAC. . And it includes logic that performs a series of controls for increasing torque reserve step by step in order to create an engine state capable of outputting the derived engine creep torque.

Here, a method of using a dedicated map (creep torque map) may be considered for deriving the engine creep torque. At this time, the dedicated map is a map that stores engine creep torque data for each load section for all loads of the vehicle. The minimum torque at which the vehicle can move stably without operating the accelerator pedal is experimentally derived for each load section for each load section. It may be data-generated by matching.

For reference, creep driving refers to a state in which a vehicle travels without an accelerator pedal operation, and engine creep torque is preferably understood as the minimum engine torque required to stably implement such creep driving.

In the above series of controls for increasing the torque reserve performed by the engine controller 30, the amount of intake air is increased through full throttle opening through control of the throttle valve 70 or full throttle opening and operation of the turbo (80, electronic turbo). In order to quickly respond to the demand for torque increase according to the increase in engine load, the ignition timing of the engine is detected over a certain angle in advance and used as a compensation term when additional torque compensation is required.

The engine controller 30 preferably operates the turbo 80 together with the full throttle (WOT control) when the maximum torque that the engine can produce is smaller than the engine creep torque during wide open throttle (WOT). It is possible to increase the torque reserve by increasing the amount of intake air by operating. That is, the operating condition of the turbo 80 for increasing the torque reserve may be engine creep torque > WOT torque.

Engine torque may not follow the required torque (engine creep torque) despite the increase in intake air amount through full throttle opening or full throttle opening and turbo 80 operation and securing of reserve torque according to ignition angle perception. In preparation for this, the engine controller 30 may perform additional control to additionally secure torque reserve. Additional control may include control of increasing the energization time of the spark plug 90 together with upward adjustment of the target lambda value.

If the target lambda value is adjusted upward, the output torque will decrease due to low combustion efficiency due to lean combustion. Therefore, when the torque increase is requested, the target lambda value can be adjusted downward to compensate for the demand for torque increase. Misfire, which may occur when the target lambda value is adjusted upward, is prevented by increasing the energization time of the spark plug 90.

The engine controller 30 also determines whether the driver has a will to start the vehicle based on the brake signal after the aforementioned torque reserve increase control. Preferably, when the brake pedal off signal (brake pressure '0') is output from the brake controller 20, it is determined that there is a will to start the vehicle, engine torque is controlled using the engine creep torque as a target torque, and clutch slip control is performed. command is transmitted to the clutch controller 10.

Since the HAC is already in operation, the engine controller 30 additionally determines whether the current state of the vehicle satisfies the conditions for terminating the HAC, and if the current state of the vehicle satisfies the conditions for terminating the HAC, A command for terminating the HAC and completely closing the clutch may be transmitted to the brake controller 20 and the clutch controller 10, respectively.

Preferably, when the current engine torque equals the engine creep torque after the aforementioned torque reserve increase control and the slip state of the clutch reaches the target slip state, the current state of the vehicle satisfies the condition for terminating the HAC. can judge

Meanwhile, reference numeral 60 in FIG. 1 denotes a message output unit. The message output means expresses so that the driver can recognize that the situation in which the clutch can be released according to the command of the engine controller 30 when the clutch is automatically opened according to the command to keep the aforementioned clutch open in the stop situation on the slope As means, audio output devices, for example, all display devices in a vehicle such as a speaker or a cluster or AVN (Audio, Video, Navigation) may be included.

Hereinafter, a series of control processes for preventing rolling on a slope performed by the control system for preventing rolling of an electric clutch vehicle according to an embodiment of the present invention described above will be described with reference to control flowcharts of FIGS. 2 and 3 . For convenience of description, the components shown in FIG. 1 will be described with reference to corresponding reference numerals.

FIG. 2 is a flow chart sequentially showing a series of control processes for preventing pushing on a slope performed by the control system for preventing pushing on a slope of the electric clutch vehicle of FIG. 1 .

Referring to FIG. 2 , in a control method for preventing an electric clutch vehicle from rolling down a slope according to an embodiment of the present invention, a motor 17 operates under the control of a clutch controller receiving information about a clutch pedal angle to open and engage a clutch. It is applied to an electric clutch vehicle that adjusts the degree, and starts from the step of determining whether the current state of the vehicle is a stop situation on a slope from information collected from each part of the vehicle (S100).

Information collected from each part of the vehicle to determine whether the vehicle is stopped on a slope includes vehicle speed information provided by the vehicle speed sensor 50, brake pedal operation information determined from information provided by the brake pressure sensor 25, and clutch pedal position sensor 15 ) and road slope information (gradient information) provided by the G sensor 40 may be included.

In some cases, other information may be additionally included in addition to the listed information, or some of the listed information may be omitted. For example, the current position of the vehicle and vehicle speed information among navigation information based on a GPS signal may be used to determine a stop situation on a slope. In this case, since the output information of the vehicle speed sensor 50 and the brake pressure sensor 25 can be replaced with navigation information, it can be omitted.

In step S100, preferably, the output of the brake pressure sensor 25 and the clutch pedal position sensor 15 is greater than '0', that is, the brake pedal and clutch pedal operation are detected (brake pressure > 0 & clutch pedal operation amount (%) > 0), if the vehicle speed is zero (0) and the gradient is greater than or equal to the set value (G sensor output ≥ set value), it can be determined that the current state of the vehicle is a stop situation on a slope.

Among the values that are the criteria for determining the stop situation on a slope, the set value that is the criterion for the G sensor output may be preferably 2%, but depending on the maximum torque that the engine can output for each engine displacement, it may be less than 2% (or engine (applied to a low engine displacement vehicle with a relatively small output), may be set to a value greater than 2% (applied to a high engine displacement vehicle with a relatively large engine output).

As a result of the determination through step S100, if the current vehicle is stopped on a slope, in the next step, the motor 17 operates under the control of the clutch controller 10 to maintain the clutch in an open state and at the same time HAC (Hill- Start Assist Control, slope prevention function) is executed (S200), and the step of expressing so that the driver can recognize that the situation in which the foot can be released from the clutch immediately after the motor is operated by the motor 17 is operated (S300) is going on

In recognizing that it is okay to release the clutch immediately after the motor is operated, all message output means installed in the vehicle, including all display devices in the vehicle such as a speaker or cluster or AVN, for example, an audio output device, remove the foot from the clutch immediately after the motor is operated. It can be used as a means for recognizing to the driver that it can be removed.

After step S300, a step of deriving engine creep torque for creep driving in consideration of the current load of the vehicle (S400) proceeds. In deriving the engine creep torque in step S400, a method using a dedicated map may be considered. In this case, the dedicated map may be a creep torque map in which engine creep torque data for each load section is stored for all loads of the vehicle.

For reference, creep driving means a state in which the vehicle moves without an accelerator pedal operation, and it is preferable to understand engine creep torque as the minimum engine torque required to stably implement such creep driving.

When engine creep torque for creep driving is derived through step S400, a step of increasing torque reserve (S500) proceeds as the next process. The torque reserve increase in step S500 is to put the engine into a state in which the derived engine creep torque can be output, and when a torque increase request is received, reserve torque is secured so as to immediately respond to the request.

The torque reserve increase performed in step S500 will be described in more detail later with reference to FIG. 3 .

After torque reserve increase control, it is determined whether the driver has a will to start the vehicle based on the brake signal (S600). In step S600, preferably, when the brake pedal off signal (brake pressure '0') is output from the brake controller 20, it is determined that there is a will to start the vehicle, the engine creep torque is used as the target torque, the engine torque is controlled, and the clutch is engaged. The step of controlling the slip (S700) proceeds.

Next, it is determined whether the current state of the vehicle satisfies the conditions for terminating the HAC (S800), and if the current state of the vehicle meets the conditions for terminating the HAC, the HAC is terminated and the clutch is fully engaged ( Close) to create a state in which the vehicle can creep (S900), thereby ending a series of controls for preventing the vehicle from rolling down the slope.

Preferably, in the step S800, when the current engine torque is equal to the engine creep torque and the slip state of the clutch reaches a target slip state determined through a dedicated map having engine torque as a main factor, the current state of the vehicle is determined by the HAC It can be determined that the conditions for terminating are met.

FIG. 3 is a flowchart specifically illustrating the process of increasing the torque reserve of FIG. 2 .

Referring to FIG. 3 , in step S500, the ignition angle is retarded along with an increase in the amount of intake air through wide open throttle (WOT) or fully open throttle and turbo (80, electronic turbo) operation (S510). Here, when the maximum torque that the engine can generate when the throttle is fully opened is smaller than the engine creep torque, the turbo 80 may be operated with the throttle fully opened.

After step S510, it is determined whether the engine torque generated when the ignition angle is maximally perceived to prevent misfire can follow the required torque, that is, the aforementioned engine creep torque (S520). In step S520, if the engine torque generated when the ignition angle is maximally perceived is greater than the engine creep torque, it is determined that the follow-up situation is possible, and the process for increasing the torque reserve is terminated.

Unlike this, the maximum engine torque that can be secured through ignition angle perception along with the increase in intake air amount through wide open throttle (WOT) or full throttle open and turbo 80 operation does not follow the engine creep torque. If it is not possible, a control (S530) for increasing the energization time of the spark plug 90 may be added along with an upward adjustment of the target lambda value to secure additional reserve torque.

If the target lambda value is adjusted upward, the output torque will decrease due to low combustion efficiency due to lean combustion. Therefore, when the torque increase is requested, the target lambda value can be adjusted downward to compensate for the demand for torque increase. Misfire, which may occur when the target lambda value is adjusted upward, is prevented by increasing the energization time of the spark plug 90.

According to the embodiment of the present invention as described above, the electric clutch is automatically opened when the car is stopped on a slope. Accordingly, since the driver does not have to step on the clutch pedal, driving convenience can be provided.

In addition, by calculating the creep torque that can start without pushing after stopping on a slope and before starting, and creating a vehicle condition that can follow the creep torque in advance through the process of increasing the torque reserve, pushing or engine off when starting after stopping on a slope It has the advantage of being able to respond immediately to the driver's request for departure.

In addition, in the present invention, the HAC is released only when the set condition (a condition in which the vehicle can creep without being pushed, when the engine torque is equal to the engine creep torque and the clutch engagement state reaches the target slip state) is satisfied. , Compared to the prior art in which the HAC is released when a set time elapses regardless of whether the vehicle is behind, safety accidents caused by vehicle behind can be prevented reliably.

In addition, with respect to the torque reserve, conventionally, only the amount of air is controlled based on the torque reserve correspondingly mapped according to the driving situation, but in the present invention, the amount of air is increased by operating the turbo when necessary based on the torque required for creep driving (engine creep torque). By increasing it, the reserve torque can be increased more reliably.

In the above detailed description of the present invention, only special embodiments have been described accordingly. However, it should be understood that the present invention is not limited to the particular forms mentioned in the detailed description, but rather it is understood to include all modifications, equivalents and substitutes within the spirit and scope of the present invention as defined by the appended claims. It should be.

10: Clutch controller
12: clutch pedal
15: clutch position sensor
17: motor (clutch motor)
20: brake controller
25: brake pressure sensor
30: engine controller
40: G sensor
50: vehicle speed sensor
60: message output means
70: throttle valve
80: turbo (electronic turbo)
90: spark plug

Claims (19)

In an electric clutch vehicle in which a motor operates under the control of a clutch controller receiving information about a clutch pedal angle when a clutch pedal is operated to adjust the degree of opening and engagement of a clutch,
(a) determining whether the current state of the vehicle is a stop situation on a slope from information collected from each part of the vehicle;
(b) If the vehicle is currently stopped on a slope, operating the motor under the control of the clutch controller to maintain the clutch in an open state and simultaneously executing Hill-Start Assist Control (HAC) ;
(c) deriving engine creep torque for creep driving in consideration of the current load of the vehicle;
(d) increasing the torque reserve to create an engine condition capable of outputting the engine creep torque derived in step (c);
(e) determining the driver's intention to start the vehicle based on the brake signal;
(f) controlling engine torque and slip control of a clutch by using the engine creep torque as a target torque when the intention to start the vehicle is confirmed;
(g) determining whether the current state of the vehicle satisfies a condition for terminating the HAC; and
(h) if the condition for terminating the HAC is met, terminating the HAC and completely closing the clutch;
According to claim 1,
In step (a),
When brake pedal and clutch pedal operation is detected (brake pressure > 0 & clutch pedal operation amount (%) > 0), the vehicle speed is zero (0), and the slope is greater than the set value (G sensor output ≥ set value), the vehicle's A control method for preventing an electric clutch vehicle from rolling down a slope by determining that the current state is a stop situation on a slope.
According to claim 1,
(b') expressing through a voice output device or a display device so that the driver can recognize that the situation in which the foot can be released from the clutch immediately after the motor is operated to keep the clutch open in step (b); A control method for preventing slipping on a slope of an electric clutch vehicle.
According to claim 1,
In the step (c), the engine creep torque is derived using a creep torque map in which engine creep torque data for each load section is stored for all loads of the vehicle.
According to claim 1,
In step (d),
A method for controlling an electric clutch vehicle to increase torque reserve by retarding the ignition angle along with increasing the amount of intake air through WOT (Wide Open Throttle) or full throttle opening and turbo operation.
According to claim 5,
A control method for controlling an electric clutch vehicle to prevent slipping on a slope in which the turbo is operated with the throttle fully opened when the maximum torque that the engine can produce is less than the engine creep torque when the throttle is fully opened (WOT, Wide Open Throttle).
According to claim 5,
When the above engine creep torque cannot be followed even when the ignition angle is late, along with the increase in intake air volume through WOT (Wide Open Throttle) or full throttle open and turbo operation, the target lambda value is increased and the energization time of the spark plug is reduced. A control method for preventing slipping on a slope of an electric clutch vehicle by increasing torque reserve.
According to claim 1,
In step (e),
A control method for preventing rolling of an electric clutch vehicle on a slope by determining that a driver has a will to start the vehicle when a brake signal is turned off.
According to claim 1,
In step (g),
A control method for preventing an electric clutch vehicle from rolling down a slope, determining that the current state of the vehicle satisfies the condition for terminating the HAC when the current engine torque is equal to the engine creep torque and the slip state of the clutch reaches the target slip state .
a clutch controller controlling the operation of a motor (clutch motor) by receiving information about a clutch pedal angle when the clutch pedal is operated;
A brake controller for controlling a brake state for executing Hill-Start Assist Control (HAC) in a stop situation on a slope;
Based on information collected from each part of the vehicle, it is determined whether the current state of the vehicle is stopped on a slope, and if the vehicle is stopped on a slope, a command to keep the clutch open is transmitted to the clutch controller and a command to execute the HAC to the brake controller. An engine controller that transmits a; slope prevention control system of an electric clutch vehicle comprising a.
According to claim 10,
The engine controller,
When brake pedal and clutch pedal operation is detected (brake pressure > 0 & clutch pedal operation amount (%) > 0), the vehicle speed is zero (0), and the slope is greater than the set value (G sensor output ≥ set value), the vehicle's An anti-slope control system of an electric clutch vehicle that determines that the current state is a stop situation on a slope.
According to claim 10,
A ramp of an electric clutch vehicle further comprising a message output means for displaying so that a driver can recognize that a situation in which the clutch can be released immediately after the motor is operated according to the command to keep the clutch open, according to the command of the engine controller anti-roll control system.
According to claim 10,
The engine controller,
Deriving engine creep torque for creep driving in consideration of the current vehicle load immediately after the command to keep the clutch open and the HAC execution command, and creating an engine state capable of outputting the derived engine creep torque When the driver's intention to start the vehicle is confirmed after determining the driver's intention to start the vehicle based on the brake signal, a command for controlling the engine torque and controlling the slip of the clutch using the engine creep torque as the target torque is given to the clutch controller, and if the current state of the vehicle meets the conditions for terminating the HAC, an electric clutch vehicle that transmits a command to terminate the HAC and completely close the clutch to the brake controller and the clutch controller, respectively. Inclination prevention control system.
According to claim 13,
The engine controller,
An anti-rolling control system of an electric clutch vehicle that increases the torque reserve by retarding the ignition angle along with the increase in intake air volume through WOT (Wide Open Throttle) or full throttle open and turbo (80) operation.
15. The method of claim 14,
The engine controller,
When the maximum torque that the engine can produce is less than the engine creep torque when the throttle is fully open (WOT, Wide Open Throttle), the control system for preventing the vehicle from slipping on a slope of an electric clutch vehicle operating the turbo with the full throttle open.
15. The method of claim 14,
The engine controller,
When the above engine creep torque cannot be followed even when the ignition angle is late, along with the increase in intake air volume through WOT (Wide Open Throttle) or full throttle open and turbo operation, the target lambda value is increased and the energization time of the spark plug is reduced. An anti-rolling control system of an electric clutch vehicle that increases torque reserve by increasing it.
According to claim 13,
The engine controller,
An anti-rolling control system for an electric clutch vehicle that determines that the driver has the will to start the vehicle when a brake pedal OFF signal is output from the brake controller.
According to claim 13,
The engine controller,
When the current engine torque is equal to the engine creep torque and the slip state of the clutch reaches the target slip state, the vehicle's current state satisfies the condition for terminating the HAC. .
When the clutch pedal is operated, a motor operates under the control of a clutch controller that receives information about the angle of the clutch pedal to adjust the degree of opening and engagement of the clutch. The ramp according to any one of claims 10 to 18 Electric clutch vehicle with anti-roll control system.

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