KR20230080936A - Method and apparatus for gradient correction based on the determination of trailer installation when a vehicle departs - Google Patents

Abstract

Disclosed are a method and an apparatus for correcting a gradient in accordance with trailer mounting determination when an automatic-transmission vehicle starts moving. According to the present invention, the method for correcting a gradient in accordance with trailer mounting determination when a vehicle starts moving comprises: an engine toque integrating step of integrating engine torque until the speed of a vehicle reaches a specific speed in a stopped state when a specific condition is satisfied; a trailer sensing step of sensing a trailer by comparing an engine torque integration value and a set reference value; a correction value determination step of determining a gradient correction value matching the time taken until reaching the specific speed and the engine torque integration value by using a gradient correction map when a trailer is sensed; and a gradient correction step of correcting a G sensor-based road gradient by using the determined gradient correction value. The present invention senses trailer mounting by using the point that engine torque increases greatly until reaching a specific speed when a vehicle starts moving in a vehicle state in which a trailer is mounted on the vehicle to determine whether a trailer is mounted simply by a series of software processing tasks. The gradient (G sensor-based road gradient) of a vehicle is corrected by using a gradient correction value to recognize as if climbing on a slope with a large gradient when a trailer is sensed to allow optimal shift control suitable for a trailing situation. Therefore, satisfactory movement, climbing performance, and fuel efficiency of vehicles can be obtained.

Description

Method and apparatus for gradient correction based on the determination of trailer mounting when starting vehicle {Method and apparatus for gradient correction based on the determination of trailer installation when a vehicle departs}

The present invention relates to a gradient correction method and apparatus according to the determination of trailer mounting, in particular, detecting the trailer mounting using an integrated value of engine torque accumulated until the vehicle starts from a stop and reaches a specific speed, and when the trailer is detected A method and apparatus for correcting a gradient (G-sensor-based road gradient) according to determining whether a trailer is mounted when a vehicle starts (when it is determined that a trailer is mounted) to recognize as if climbing a slope with a large gradient.

When a trailer is mounted on a vehicle, a driving inertial load of the vehicle increases, and as a result, vehicle behavior, climbing performance, fuel efficiency, and the like deteriorate. Therefore, in order to maintain good vehicle behavior, climbing performance, and fuel efficiency, it is necessary to quickly determine whether or not a trailer is mounted, and accordingly control the vehicle with a shift pattern map different from a general driving situation.

There are two types of conventional methods for determining whether a trailer is mounted. One is a method of determining whether a trailer is mounted or not from an electrical signal related to whether a dedicated cable is connected when connecting a trailer and a vehicle with a connector. way to judge

In the case of the former, which determines whether or not the trailer is mounted from the electrical signal related to whether or not the dedicated cable is connected, whether or not the trailer is mounted is determined using the electrical signal output according to the connection of the dedicated cable, so it is possible to quickly and immediately determine whether or not the trailer is mounted. Since a cable dedicated to a trailer must be used, an increase in cost is involved, and thus, there is a disadvantage in that it is disadvantageous in terms of cost.

And in the latter case of determining whether or not the trailer is mounted using the total weight of the vehicle, it is a method of figuring out how much the weight has increased with respect to the basic vehicle weight and calculating the weight change by comparing it with the basic vehicle weight, When the number of passengers is large, it may be mistakenly determined that the trailer is mounted on the vehicle even though the trailer is not mounted on the vehicle, and the behavior of the vehicle may be deteriorated.

Korean Registered Patent No. 10-1836290 (registration date 2018. 03. 02)

The technical problem to be solved by the present invention is to take advantage of the fact that engine torque increases significantly until reaching a specific speed when starting with a trailer mounted at the rear of the vehicle, without using separate hardware components such as trailer cables. It is an object of the present invention to provide a method and apparatus for correcting a gradient according to determining whether a trailer is mounted when a vehicle starts that can accurately determine whether or not a trailer is mounted.

Another technical problem to be solved by the present invention is that when a trailer is detected (if it is determined that the trailer is mounted), the gradient (G sensor-based road gradient) is corrected using the engine torque information at the time of detecting the trailer to correct the trailing situation. It is an object of the present invention to provide a method and apparatus for compensating a gradient according to a trailer mounting determination when starting a vehicle, which enables optimal shift control to be implemented.

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

(a) an engine torque integration step of integrating engine torque until the vehicle speed reaches a specific speed in a stopped state when a specific condition is satisfied;

(b) a trailer detection step of detecting a trailer by comparing the engine torque integration value with a set reference value;

(c) a correction value determination step of determining a gradient correction value matched to an integrated engine torque value and a time taken to reach the specific speed by using a gradient correction map when a trailer is detected; and

(d) a gradient correction step of correcting the road gradient based on the G sensor using the determined gradient correction value;

Here, an accelerator position sensor (APS) output that detects the accelerator pedal displacement is within a first set range, a road gradient calculated from the G sensor output is within a second set range, and a steering angle sensor that detects the steering state of the steering wheel. If the output of is within a correspondingly stored third set range and the engine torque calculated from the intake air amount, ignition angle, and air-fuel ratio efficiency is within a correspondingly stored fourth set range, it can be recognized as satisfying the specific condition.

Further, the specific speed may be a vehicle speed just before shift-up of the automatic transmission from the first gear to the second gear when the vehicle is started from a stopped state.

Also, in the trailer detecting step, it may be detected that the trailer is mounted when the engine torque integration value is greater than a set reference value.

The gradient correction method according to the trailer mounting determination when the vehicle starts is also,

(b') a detection count recording step of recording the number of trailer detections while increasing the count by one each time a trailer is detected in the trailer detection step; and

(b") a comparison step of comparing the recorded trailer detection count with the set count; may further include.

Here, the correction value determination step is performed only when the number of times the trailer is detected is less than or equal to the set number, and when the number of times the trailer is detected exceeds the set number, the G sensor-based road gradient is calculated using the gradient correction value immediately before exceeding the set number. can be corrected.

And, the trailer detection count may be initialized to '0' together with ignition OFF.

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

an accelerator position sensor (APS) that detects an accelerator pedal displacement;

G sensor for detecting road gradient;

a steering angle sensor that detects a steering state of a steering wheel;

EMS (Engine Management System) that calculates and outputs engine torque from intake air amount, ignition angle, and air-fuel ratio efficiency; and

A controller that determines whether a trailer is mounted using the information received from the APS, G sensor, steering angle sensor, and EMS, and corrects the road gradient based on the G sensor when determining whether the trailer is mounted; A gradient correction device is provided.

At this time, the controller preferably, an information collection unit for receiving related information from the APS, G sensor, steering angle sensor and EMS, a condition determination unit for determining whether the vehicle state satisfies a specific condition for trailer detection, and the specific condition When satisfied, an engine torque integration unit that integrates engine torque from a stop state to reaching a specific speed, a trailer detection unit that detects a trailer by comparing the engine torque integration value with a set reference value, and a gradient correction map when detecting a trailer It may be configured with a gradient correction unit that determines a gradient correction value matched to the engine torque integration value and the time taken to reach a specific speed by using the gradient correction value, and corrects the road gradient based on the G sensor using the determined gradient correction value. .

Here, the condition determination unit determines that the APS output is within a first set range, the road gradient calculated from the G sensor output is within a second set range, and the output of the steering angle sensor for detecting the steering state of the steering wheel is within a third set range. It may be determined that the condition is satisfied if it is within a set range and the engine torque of the vehicle derived from the EMS is within a fourth set range.

Further, the specific speed may be a vehicle speed just before shift-up of the automatic transmission from the first gear to the second gear when the vehicle is started from a stopped state.

In addition, the trailer detecting unit may detect that the trailer is mounted when the engine torque integration value is greater than a set reference value.

According to another aspect of the present invention, the gradient correction device according to the trailer mounting determination when the vehicle starts also includes a detection count recording unit for recording the number of trailer detection while increasing the count by one each time the trailer detection unit detects a trailer, and a trailer detection count A comparison unit for comparing the set number of times may be further included.

Here, the gradient correction unit corrects the G-sensor-based road gradient by reflecting the gradient correction value determined in real time through the gradient correction map when the number of times the trailer detection is less than or equal to the set number, and the number of trailer detection is set. When the number of times is exceeded, the G-sensor-based road gradient may be corrected using a gradient correction value immediately before the set number of times is exceeded.

The detection count recorder may be configured to initialize the trailer detection count to '0' when the ignition is turned off.

According to an embodiment of the present invention, in consideration of the fact that the engine torque greatly increases until reaching a specific speed when starting from a trailer mounting state, whether or not the trailer is mounted is judged only by a series of software processing, so that a separate cable such as a conventional trailer cable It is possible to exclude the use of hardware parts, and as a result, cost reduction can be sought.

In addition, since it is determined whether or not the trailer is mounted using the integrated value of engine torque until a specific speed is reached when starting from the trailer mounted state, it is possible to more accurately determine whether the trailer is mounted or not compared to the conventional method of determining the vehicle weight using fluctuations. can

In addition, when a trailer is detected (if it is determined that the trailer is mounted), the gradient (G-sensor-based road gradient) is corrected using the engine torque information at the time of detecting the trailer, so that the vehicle is climbing a slope with a large gradient. As a result, optimum shift control suitable for the trailing situation can be implemented, and thus vehicle behavior, climbing performance, fuel efficiency, and the like can be improved.

1 is a schematic diagram of a gradient correction device according to a trailer mounting determination when starting a vehicle according to an embodiment of the present invention.
2 is experimental data showing the time taken to reach the speed just before shifting to 2nd gear in a stopped state according to the weight of the trailer and the integrated value of engine torque.
3 is a control flow chart for explaining a gradient correction method according to determining whether a trailer is mounted when starting a vehicle according to an embodiment of the present invention;

Hereinafter, preferred embodiments of the present invention will be described.

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.

The present invention uses the fact that the engine torque greatly increases until reaching a certain speed when starting with a trailer mounted on the rear of the vehicle compared to the state without a trailer mounted, and quickly determines whether or not the trailer is mounted without adding additional hardware equipment. Optimal shift control suitable for the towing situation is implemented by correcting the gradient (G sensor-based road gradient) so that the vehicle can be accurately judged or detected and recognized as if the vehicle is climbing a slope with a gradient when a trailer is detected. To provide a gradient correction method and device according to the determination of the trailer mounting when starting a vehicle, which can improve the vehicle's behavior, climbing performance, fuel efficiency, etc. through this.

Referring to FIG. 1 , a gradient correction device according to a trailer mounting determination when starting a vehicle according to an embodiment of the present invention will be described.

1 is a schematic diagram of a gradient correction device according to a trailer mounting determination when starting a vehicle according to an embodiment of the present invention.

Referring to FIG. 1 , the gradient correction device according to the trailer mounting determination according to an embodiment of the present invention includes a plurality of information providing elements and a controller 50 . Based on the information provided by the plurality of information providing elements, the controller 50 determines whether the current state of the vehicle satisfies a condition for detecting the trailer mounting, and detects whether the trailer is mounted when the condition is met, and based on the detection result. Perform gradient correction with

A plurality of information providing elements include an accelerator position sensor (APS) 10 that detects the displacement of the accelerator pedal, a G sensor 20 that detects the road gradient, a steering angle sensor 30 that detects the steering state of the steering wheel, and an intake air amount. EMS (Engine Management System, 40) that calculates and outputs engine torque from , ignition angle, and air-fuel ratio efficiency, and in some cases, other information providing elements other than those listed may be further included.

The controller 50 receives related information from the APS 10, the G sensor 20, the steering angle sensor 30, and the EMS 40, so that the current state of the vehicle is a condition in which the trailer can be detected (determining whether or not the trailer is mounted). condition) is determined first. If the corresponding condition is met, the installation of the trailer is detected based on the engine torque information output by the EMS 40, and the road gradient is corrected based on the detection result.

To this end, the controller 50 includes two or more processors that operate on programs programmed to perform a series of trailer detection and gradient correction processes, which will be described later, step by step. Preferably, the plurality of processors may include an information collection unit 52, a condition determination unit 54, an engine torque integration unit 55, a trailer detection unit 56, and a gradient correction unit 59.

The information collecting unit 52 receives information from the APS 10 , the G sensor 20 , the steering angle sensor 30 and the EMS 40 . Accelerator pedal displacement information is received from the APS 10 , and acceleration information in the driving direction of the vehicle necessary for calculating the road gradient is received from the G sensor 20 . Information on the current steering state of the steering wheel is received from the steering angle sensor 30, and information on engine torque is received from the EMS 40.

The information (accelerator pedal displacement information, vehicle traveling direction acceleration information, steering angle information, engine torque information) collected by the information collection unit 52 is provided to the condition determination unit 54, and the condition determination unit 54 collects information. The received information is analyzed in section 52 to determine the current vehicle condition. In particular, it is determined whether the current state of the vehicle is a condition in which trailer detection can be performed by comparing each corresponding piece of information with preset reference information.

The output of the APS 10 that detects the displacement of the accelerator pedal is within a first set range, the road gradient based on the G sensor is within a second set range, and the output of the steering angle sensor 30 that detects the steering state of the steering wheel. When the engine torque of the vehicle derived from the EMS 40 is within the fourth set range while being within the third set range, the condition determining unit 54 may determine that the condition is satisfied.

Here, the first setting range may be in the range of 10% or more to 30% or less when the accelerator pedal full operation is 100% (10% ≤ APS ≤ 30%), road gradient (gradient) condition The second setting range may be -3% ≤ gradient ≤ 3%. The third setting range, which is a steering angle condition, may be -50deg ≤ steering angle ≤ 50deg based on the neutral position of the steering wheel.

In addition, it may be determined that the engine torque satisfies the condition (vehicle condition for determining the trailer installation) when 0Nm ≤ engine torque ≤ 400Nm is satisfied. That is, if 10% ≤ APS(10) ≤ 30% & -3% ≤ gradient ≤ 3% & -50deg ≤ steering angle ≤ 50deg, and engine torque ≤ 0Nm ≤ engine torque ≤ 400Nm, the current state of the vehicle is to perform trailer detection. It can be judged to be a possible condition.

For reference, 'road gradient' among the preceding terms is a value representing the gradient of the road, and its unit is %. For example, it is preferable to understand that a road gradient of 0% means a road with a road inclination angle of 0 degrees, that is, a flat land, and a road gradient of 100% means a road with a road inclination angle of 45 degrees.

Further, the 'G sensor-based road gradient' may be a value derived by substituting the θ value calculated through the known formula (1) below into the formula (2).

tanθ = k * (G - dVs)... Calculation (1)

이다(g는 중력가속도).In the above calculation formula (1), θ means the vehicle's longitudinal direction (vehicle's longitudinal direction) inclination with respect to the horizontal plane, G is the acceleration value measured by the G sensor in the vehicle's traveling direction, and dVs means the vehicle speed change rate . and

(g is the acceleration of gravity).

45(degree) : 100(%) = θ(degree) : Road gradient based on G sensor (%)… Calculation (2)

When the above vehicle state conditions for detecting a trailer are satisfied, the engine torque accumulator 55 accumulates engine torque until a specific speed is reached upon departure. Here, the specific speed may preferably be the speed of the vehicle right before the gear shift of the automatic transmission, which starts from the first gear when the vehicle starts (starts) from a stopped state, is shifted up to two gears.

That is, the engine torque integrator 55 calculates an integrated engine torque value by real-time integrating the engine torque output from the EMS 40 up to a vehicle speed immediately before shifting to the second gear after starting the first gear in a stopped state.

For reference, the vehicle speed shifting from 1st gear to 2nd gear is not limited to a specific speed because the setting value (shift map) is slightly different for each vehicle. It is set to only shift.

The engine torque integration value until just before shifting to the second stage is transmitted to the trailer sensing unit 56, and the trailer sensing unit 56 compares the received engine torque integration value with a set reference value to detect whether the trailer is mounted. In other words, by comparing the engine torque integration value with a preset reference value, it is determined whether a trailer is mounted on the vehicle.

The trailer detecting unit 56 preferably, if the engine torque integration value (a value obtained by real-time integration of engine torque up to the vehicle speed immediately before shifting to the second gear after starting in the first gear from a stopped state) is greater than the preset reference value, the trailer detecting unit 56 can be detected as being installed. That is, if the engine torque integrated value > set value condition is satisfied, it is determined that the trailer is mounted on the vehicle.

Figure 2 is experimental data showing the time taken to reach the speed just before shift-up in 2nd gear in a stopped state according to the weight of the trailer and the integrated value of engine torque. It is the time taken right before the gear shift occurs), and the X-axis represents the integrated torque value (TQ (Nm)).

Referring to FIG. 2, when the trailer weight is 0Kg (when the trailer is not mounted, indicated by a yellow dot), the engine torque integration value is maintained at about 150 to 200 Nm, but when the trailer is mounted, the engine torque integration value is It can be seen that there is a significant increase in In particular, it can be seen that the integrated value of engine torque increases in proportion to the weight of the trailer.

Looking more closely, when the trailer weight is about 300Kg, the engine torque integration value is distributed in the range of 200 ~ 250N, but when the trailer weight increases to about 900Kg, the engine torque integration value is distributed in the range of 250 ~ 300N, and the trailer weight It can be seen from the experimental data of FIG. 2 that when the torque is further increased to about 1200 Kg, the distribution range of the engine torque integration value further increases to about 300 to 350 N.

However, it is good to simply determine whether the trailer is mounted with one specific reference value, but considering the experimental data of FIG. 2, by setting several reference values with different sizes, it is possible to determine not only whether the trailer is mounted or not, but also the approximate weight of the trailer. If set to this, it is possible to apply a dedicated shift pattern suitable for the weight of the towed trailer, so that shift performance or acceleration performance can be further optimized.

Therefore, the set reference value is divided into a light trailer determination reference value, a heavy trailer determination reference value, a heavy trailer determination reference value, etc., and the settings are input to a dedicated memory, and the engine torque received by the trailer sensor 56 from the engine torque accumulator 55 It may also be preferable to configure the integrated value to be compared with the determination reference values to determine whether or not the trailer is mounted and whether or not the weight of the trailer is determined.

The gradient correction unit 59 reaches the integrated engine torque value and the specific speed by using the integrated engine torque value when detecting the trailer and the gradient correction map that stores the gradient correction value using the time taken to reach the specific speed as a factor A gradient correction value matched to the time taken to complete the process is determined, and the G-sensor-based road gradient is corrected (G-sensor-based road gradient + gradient correction value) using the determined gradient correction value.

The purpose of such gradient correction is to recognize that the vehicle is actually climbing a flat or near-flat slope, but when a trailer is detected, it recognizes it as if it were climbing a steep slope. By enabling the shift control (shift control using a high-load shift map) to be implemented, vehicle behavior, climbing performance, fuel efficiency, and the like are improved.

The controller 50 also includes a detection count recording unit 57 that records the number of trailer detection while increasing the count by one each time the trailer detection unit 56 detects a trailer, and the detection count recording unit 57. A comparison unit 58 that compares the number of trailer detection times (the number of times the engine torque integration value accumulated until reaching a specific speed when starting the vehicle exceeds a set value) with the set number of times may be further included.

Here, if the number of trailer detections recorded in the detection count recording unit 57 is less than or equal to the set number, the gradient correction unit 59 reflects the gradient correction value determined in real time through the gradient correction map according to the torque integration value and the arrival time. to correct the G-sensor-based road gradient, and when the number of trailer detections exceeds the set number, the gradient correction value immediately before the set number is exceeded, preventing computational load due to the calculation of the gradient correction value more frequently than necessary. .

In addition, the trail detection count recording function by the detection count recording unit 57 remains active until the ignition is turned off once the ignition is turned on, and when the ignition is turned off, the recorded trailer detection count is initialized to '0'. When the ignition is turned on again, the number of detections can be configured to start from '0'.

Hereinafter, a series of trailer mounting determinations performed by the gradient correction device according to the trailer mounting when the vehicle starts and a gradient correction process accordingly will be described in detail with reference to FIG. 3 .

3 is a control flowchart for explaining a gradient correction method according to determining whether a trailer is mounted when starting a vehicle according to an embodiment of the present invention.

Referring to FIG. 3 , the gradient correction method according to the trailer mounting determination when the vehicle starts according to an embodiment of the present invention is a vehicle in a stopped state when a specific condition (vehicle state condition required for accurate trailer mounting determination and gradient correction) is satisfied. It starts with an engine torque integration step (S100) of integrating engine torque until the speed reaches a specific speed.

Here, an accelerator position sensor (APS) output that detects the accelerator pedal displacement is within a first set range, a road gradient calculated from the G sensor output is within a second set range, and a steering angle sensor that detects the steering state of the steering wheel. If the output of is within the third set range and the engine torque calculated from the intake air amount, ignition angle, and air-fuel ratio efficiency is within the fourth set range, it is determined that the specific condition is satisfied.

For example, the first setting range may range from 10% or more to 30% or less when the full operation of the accelerator pedal is 100% (10% ≤ APS ≤ 30%), and the road gradient (gradient ) condition, the second setting range may be -3% ≤ gradient ≤ 3%. The third setting range, which is a steering angle condition, may be -50deg ≤ steering angle ≤ 50deg based on the neutral position of the steering wheel.

In addition, it may be determined that the engine torque satisfies the condition (vehicle condition for determining the trailer installation) when 0Nm ≤ engine torque ≤ 400Nm is satisfied. That is, if 10% ≤ APS ≤ 30% & -3% ≤ gradient ≤ 3% & -50deg ≤ steering angle ≤ 50deg, and engine torque ≤ 0Nm ≤ engine torque ≤ 400Nm, the current state of the vehicle is for trail detection and gradient correction. It can be judged that the condition is satisfied.

In the engine torque integration step ( S100 ), engine torque is integrated until a specific speed is reached after the vehicle starts from a stopped state. Here, the specific speed may be the speed of the vehicle immediately before the automatic transmission shifts from 1st gear to 2nd gear when the vehicle starts from a stop state. It integrates the engine torque up to the previous vehicle speed in real time.

For reference, the vehicle speed shifting from 1st gear to 2nd gear is not limited to a specific speed because the setting value (shift map) is slightly different for each vehicle, but in the case of a general passenger car, it is approximately 20Km/h (within 30% of APS (10) ) is set so that two-speed shift occurs forward and backward.

When the engine torque integrated value is calculated through step S100, the calculated engine torque integrated value is compared with a set reference value to proceed to a trailer detecting step (S200) of detecting a trailer (determining whether or not the trailer is mounted). Specifically, in step S200, when the engine torque integration value exceeds a preset reference value, it is detected (determined) that the trailer is mounted.

When a trailer is detected in the trailer detection step (S200), the count is increased by one each time (detection count +1) and the number of trailer detections is recorded (S300), and then the recorded number of trailer detections is compared with the set number (S400 ). As a result of comparison through step S400, if the number of times the trailer is detected is less than or equal to the set number, the process is switched to the next step, the correction value determination step (S500).

Specifically, in step S500, at the time when the trailer is detected (when the engine torque integration value exceeds the set reference value), the gradient correction map is used to match the engine torque integration value with the time taken to reach the specific speed. Determine the gradient correction value. Here, the gradient correction map refers to a map in which gradient correction values, which are experimental results, are recorded for two factors: an engine torque integration value and a time taken to reach the specific speed.

When the gradient correction value is determined in step S500, a step of correcting the road gradient based on the G sensor using the determined gradient correction value (S600) is performed. Specifically, in step S600, the final road gradient is derived by adding the gradient correction value determined in the gradient correction map to the G-sensor-based road gradient. That is, the road gradient finally derived through step S600 becomes 'G sensor-based road gradient + gradient correction value'.

On the other hand, in the comparison through step S400, if the number of trailer detections exceeds the set number, the gradient correction value immediately before exceeding the set number is used as it is for G sensor-based road gradient correction (S700), The calculation load due to the calculation of the gradient correction value more frequently than necessary is prevented, and the number of detections recorded in step S300 is initialized to '0' with the ignition OFF.

According to the embodiment of the present invention described above, in consideration of the fact that the engine torque greatly increases until reaching a specific speed when starting from the trailer mounting state, whether or not the trailer is mounted is judged only by a series of software processing, and thus the conventional trailer cable The use of separate hardware components such as .

In addition, since it is determined whether or not the trailer is mounted using the integrated value of engine torque until a specific speed is reached when starting from the trailer mounted state, it is possible to more accurately determine whether the trailer is mounted or not compared to the conventional method of determining the vehicle weight using fluctuations. can

In addition, when a trailer is detected (if it is determined that the trailer is mounted), the gradient (G-sensor-based road gradient) is corrected using the engine torque information at the time of detecting the trailer, so that the vehicle is climbing a slope with a large gradient. As a result, optimum shift control suitable for the trailing situation can be implemented, and thus vehicle behavior, climbing performance, fuel efficiency, and the like can be improved.

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 : APS (Accelerator Position Sensor)
20: G sensor
30: steering angle sensor
40: EMS (Engine Management System)
50: controller
52: information collection unit
54: condition judgment unit
55: engine torque accumulator
56: trailer detection unit
57: detection count record unit
58: comparison unit
59: gradient correction unit

Claims (15)

(a) an engine torque integration step of integrating engine torque until the vehicle speed reaches a specific speed in a stopped state when a specific condition is satisfied;
(b) a trailer detection step of detecting a trailer by comparing the engine torque integration value with a set reference value;
(c) a correction value determination step of determining a gradient correction value matched to an integrated engine torque value and a time taken to reach the specific speed by using a gradient correction map when a trailer is detected; and
(d) a gradient correction step of correcting the road gradient based on the G sensor using the determined gradient correction value;
According to claim 1,
The output of the accelerator position sensor (APS) that detects the accelerator pedal displacement is within the first set range, the road gradient calculated from the G sensor output is within the second set range, and the output of the steering angle sensor that detects the steering state of the steering wheel. If it is within the third set range and the engine torque calculated from the intake air amount, ignition angle, and air-fuel ratio efficiency is within the fourth set range, it is recognized that the specific condition is satisfied.
According to claim 1,
The specific speed,
Gradient compensation method according to the trailer mounting judgment when starting the vehicle, which is the vehicle speed immediately before the automatic transmission shifts from 1st gear to 2nd gear when starting the vehicle from a stop state.
According to claim 1,
In the trailer detection step, when the engine torque integration value is greater than the set reference value, it is detected that the trailer is mounted.
According to claim 1,
(b') a detection count recording step of recording the number of trailer detections while increasing the count by one each time a trailer is detected in the trailer detection step; and
(b") a comparison step of comparing the recorded number of detected trailers with the set number; a gradient correction method according to the determination of the trailer mounting when the vehicle starts, further comprising.
According to claim 5,
The correction value determination step is performed only when the number of trailer detections is less than or equal to the set number,
If the number of times the trailer detection exceeds the set number, the gradient correction method according to the trailer mounting determination when starting the vehicle corrects the G-sensor-based road gradient using the gradient correction value immediately before exceeding the set number.
According to claim 5,
The number of times the trailer is detected is initialized to '0' with the ignition OFF.
an accelerator position sensor (APS) that detects an accelerator pedal displacement;
G sensor for detecting road gradient;
a steering angle sensor that detects a steering state of a steering wheel;
EMS (Engine Management System) that calculates and outputs engine torque from intake air amount, ignition angle, and air-fuel ratio efficiency; and
A controller that determines whether a trailer is mounted using the information received from the APS, G sensor, steering angle sensor, and EMS, and corrects the road gradient based on the G sensor when determining whether the trailer is mounted; Gradient correction device.
According to claim 7,
The controller,
an information collection unit that receives related information from the APS, G sensor, steering angle sensor, and EMS;
A condition determination unit for determining whether the vehicle state satisfies a specific condition for detecting a trailer;
An engine torque accumulator for integrating engine torque from a stop state to a specific speed when the specific condition is satisfied;
A trailer detection unit that detects a trailer by comparing the engine torque integration value with a set reference value;
When detecting a trailer, the gradient correction map is used to determine the gradient correction value that matches the engine torque integration value and the time taken to reach a specific speed, and the gradient correction value is used to correct the G-sensor-based road gradient. Gradient correction device according to the trailer mounting judgment when starting the vehicle, which is composed of a correction unit.
According to claim 9,
The condition judgment unit,
The APS output is within a first set range,
The road gradient calculated from the G sensor output is within a second set range,
An output of a steering angle sensor for detecting a steering state of the steering wheel is within a third set range,
Gradient correction device according to the trailer mounting determination when the vehicle starts to determine that the condition is satisfied if the engine torque of the vehicle derived from the EMS is within the fourth set range.
According to claim 9,
The specific speed,
When the vehicle starts from a stop, the automatic transmission is the vehicle speed just before the shift-up from 1st gear to 2nd gear.
According to claim 9,
The trailer detection unit,
Gradient correction device according to the trailer mounting determination when the vehicle starts detecting that the trailer is mounted when the engine torque integration value is greater than the set reference value.
According to claim 9,
a detection count recorder for recording the number of trailer detections while increasing the count by one each time the trailer detection unit detects a trailer;
Gradient compensation device according to the trailer mounting determination when the vehicle starts further comprising a comparator for comparing the number of times the trailer is detected with the set number.
According to claim 13,
The gradient correction unit,
When the number of times the trailer is detected is less than or equal to the set number, the G sensor-based road gradient is corrected by reflecting the gradient correction value determined in real time through the gradient correction map,
When the number of trailer detection exceeds the set number, the gradient correction device according to the trailer mounting determination when the vehicle starts to correct the road gradient based on the G sensor using the gradient correction value immediately before exceeding the set number.
According to claim 13,
The detection count recording unit,
Gradient compensation device according to the determination of the trailer installation when the vehicle starts to reset the trailer detection count to '0' when the ignition is turned off.

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