KR20230101432A - Transmission control apparatus and method for prevention of rapid acceleration - Google Patents

Abstract

According to the present invention, the transmission controller (TCU), which performs close cooperative control with the engine among electrical components, judges whether a torque increase request is suitable to determine a rapid acceleration situation, and when the torque request is excessive within a given time, the vehicle acceleration performance is improved in the limp home mode. By limiting to , it provides a technology capable of blocking power transmission even when the engine is abnormally driven and the throttle opening is opened. According to the present invention, a torque increase request (14) for generating a torque increase request signal and transmitting the torque increase request to an ECU (Engine Control Unit) (40); a shift determination 13 for determining a physical shift situation using the output speed and turbine speed from the output speed sensor 20 and the turbine speed sensor 30; Safety status determination (15) for determining abnormality of the torque increase request; and an actuator control 16 for controlling the current value of the solenoid actuator 50 to enter the LimpHome mode to prevent acceleration when the torque increase request is determined to be abnormal. is provided.

Description

Transmission control apparatus and method for prevention of rapid acceleration

The present invention relates to a technology for preventing sudden acceleration of a vehicle, and more particularly, to a technology for controlling a transmission to prevent sudden acceleration.

Many efforts have been made to prevent sudden acceleration of vehicles. Conventionally, most cases of rapid acceleration of a vehicle are cases of a sudden increase in the throttle valve opening of the engine or an increase in torque due to an ECU calculation error.

Korean Application No. 10-2019-0144832 (Method for Preventing Sudden Acceleration of Vehicle and Apparatus for Preventing the Same) is a patent on a method for preventing rapid acceleration of a vehicle, which takes 1) driver's age, 2) vehicle speed, and 3) accelerator pedal amount as factors. According to this, it is possible to prevent a situation in which the vehicle operates and rapidly accelerates against the driver's intention (for example, when the driver strongly steps on the accelerator pedal even when the driver has to step on the brake) in consideration of the driver's circumstances.

However, rapid acceleration can also be generated by the 'torque increase request signal' transmitted between TCU and ECU without stepping on the accelerator pedal, that is, without physically opening the throttle valve. Rather, the risk factor to be considered is whether to request a torque increase between electric parts.

In addition, although the prior patent predicts prevention of sudden acceleration by pedal return, if the physical connection between the throttle valve opened by sudden acceleration and the pedal is disconnected immediately after sudden acceleration, sudden acceleration cannot be prevented by pedal return alone.

Accordingly, an object of the present invention is to prevent a dangerous situation by determining such a sudden acceleration situation in a transmission controller (TCU) that performs close cooperative control with an engine.

In order to achieve the above object, the present invention determines whether a torque increase request is suitable in a transmission controller (TCU) that performs close cooperative control with an engine among electrical components to determine a sudden acceleration situation and when the torque request is excessive within a given time By limiting vehicle acceleration performance to the limp home mode, a technology capable of blocking power transmission even when the engine is abnormally driven and the throttle opening is opened is provided.

Specifically, according to the present invention, a torque increase request for generating a torque increase request signal and transmitting the torque increase request to an ECU (Engine Control Unit); Shift determination for determining a physical shift situation using the output speed from the output speed sensor and the turbine speed sensor and the turbine speed; Determining the safety state for determining the abnormality of the torque increase request; and actuator control for controlling a current value of a solenoid actuator to enter a LimpHome mode in order to prevent acceleration when the torque increase request is determined to be abnormal.

According to another feature of the present invention, as a shift control method for preventing sudden acceleration performed in a transmission controller (TCU) that transmits a torque increase request to an ECU, the TCU determines whether 1) the torque increase request value is greater than or equal to a first allowable value. If it is determined that the torque increase request is abnormal and dangerous, if it is more than the first allowable value, and if it is not more than the first allowable value, it is determined whether or not the gear is physically engaged in the transmission; 2) determining that the torque increase request is normal when it is determined that the transmission is not in a physical gear engagement state, and determining whether the torque increase request value is equal to or greater than a second allowable value when it is determined that the transmission is in a physical gear engagement state; 3) determining that the torque increase request is normal when it is determined that the torque increase request value is less than the second allowable value, and determining that the torque increase request is abnormal when it is determined that the torque increase request value is greater than or equal to the second allowable value; A shift control method for preventing sudden acceleration is provided.

The configuration and operation of the present invention will become more clear through specific embodiments described later in conjunction with the drawings.

1. Compared to the conventional method of directly controlling sudden acceleration at the shift stage, according to the present invention, faster and more flexible response to sudden acceleration is possible by using a shift controller that calculates and processes at a speed of 10 ms. That is, the method for preventing sudden acceleration according to communication between electric parts according to the present invention can cope more quickly than the conventional method for determining sudden acceleration of a vehicle according to the opening of the accelerator pedal and throttle, in that the electric parts operate in units of 10 ms, and the electrical system It is a more reliable response than a physical system in that it uses .

2. It is possible to cope more safely through the cooperative control of the transmission controller (TCU) than the control of the engine controller (ECU), which has a possibility of failure. In other words, since most rapid acceleration is related to the torque of the engine or motor, control of the engine or motor can be effective in this respect, but there is a limit to controlling a target that has already failed (exceeding the throttle opening or torque output). Since there are many, it can be seen that controlling the normally operating transmission, which is the power transmission device to the wheels, is a more reliable way to prevent the occurrence of danger.

1 is a block diagram of a shift control device for preventing rapid acceleration according to the present invention;
2 is a flow chart of an operation in which the safety state determining unit 15 determines whether the torque increase request is abnormal (ie, rapid acceleration possibility)
Figure 3 is a change in turbine speed according to physical change
4 is a flowchart of an operation in which the shift determining unit 13 determines a physical shift situation

Advantages and features of the present invention, and methods of achieving them, will become clear with reference to the detailed description of preferred embodiments in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments described below and may be implemented in various other forms. The examples are only provided to completely disclose the present invention and to completely inform those skilled in the art of the scope of the invention to which the present invention belongs, the present invention is defined by the description of the claims will be. In addition, terms used in this specification are for describing embodiments and are not intended to limit the present invention. In this specification, singular forms also include plural forms unless otherwise specified. Also, as used herein, the term 'comprises (comprises, comprising, etc.)' refers to the presence or absence of one or more other elements, steps, operations, and/or elements It is used in the sense of not excluding additions.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the embodiments, if a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description will be omitted.

1 is a configuration diagram of a shift control device for preventing sudden acceleration according to the present invention. Here, the shift control device 10 may be included in a transmission control unit (TCU), but is not limited thereto.

The shift control device 10 includes a signal receiving unit 11 for receiving an output speed signal and a turbine speed signal from an output speed sensor 20 and a turbine speed sensor 30; Turbine speed signal processing unit 12 for processing the received turbine speed signal; a shift determination unit 13 for determining a physical shift situation by utilizing the received turbine speed and output speed; A torque increase request unit 14 for generating a torque increase request signal and transmitting it to an ECU (Engine Control Unit) 40; a safety state determination unit 15 determining whether the torque increase request signal is abnormal; and an actuator control unit 16 that controls the current value of the solenoid actuator 50 to enter the LimpHome (5-stage fixed) mode to prevent acceleration when the torque increase request is in an abnormal (dangerous) situation.

The signal receiver 11 receives information on the turbine speed that is the input shaft of the current transmission (connected to the engine output) and the output speed that transmits power to the wheels from the output speed sensor 20 and the turbine speed sensor 30, respectively. do.

The turbine speed signal processing unit 12 applies filtering to respond to rapid changes in the turbine speed with respect to the input turbine speed value. For example, when the turbine speed rapidly rises, it is limited to 'previous turbine speed + 30 rpm', and when it rapidly descends, it is limited to 'previous turbine speed - 30 rpm'.

The shift determination unit 13 uses the turbine speed and the output speed to predict the input speed through the output speed and each fixed gear ratio, and compares it with the actual input turbine speed to determine the current physical shift situation or gear engagement state. Generates a shift signal.

The torque increase request unit 14 is a unit that generates a signal for requesting a torque increase to the ECU. Although it will be described below, the torque increase request from the TCU to the engine is not made in a state where the gear of the transmission is physically engaged. Therefore, if there is a request for a torque increase while the gear is engaged, it will be an abnormal signal.

The safety state determination unit 15 determines whether the torque increase request generated by the torque increase request unit 14 is abnormal (risk of rapid acceleration). In the present invention, the abnormality of the torque increase request means a case where the normal torque increase request value exceeds the first allowable value, or when a torque increase request is made while the gear is physically engaged and the request value exceeds the second allowable value. do.

When the torque increase request is abnormal, the current value of the solenoid actuator 50 is controlled through the actuator control unit 16 to prevent acceleration, and enters the LimpHome (fixed to 5-step) mode and is fixed to 5-step. At this time, the torque increase request unit 14 initializes the torque increase request value (ie, makes the request value 0).

Now, with reference to FIG. 2 , an operation in which the safety state determining unit 15 of the transmission control device 10 according to the present invention determines whether a torque increase request is abnormal (ie, rapid acceleration possibility) will be described.

In the present invention, the fact that the increase in engine torque of the ECU is related to the torque increase request signal generated by the TCU is used. In order to prevent transmission of shock between the engine and transmission during shifting, the TCU requests an intentional torque increase to the engine. However, even if this torque increase request is made, a specific value A, which is a separate limit value, is set during software implementation to prevent more requests than necessary. That is, in the case of an excessive request exceeding this limit, regardless of whether or not the gear shift is abnormal, it is determined that the gear shift is not considered.

The upper limit of this A value can be set separately by the engineer according to the specifications of the engine. For example, in the case of the Hyundai Motor Company model 1.6 Turbo, it is set to a maximum of 200 Nm and R 2.0 to 110 Nm. Since these values are the maximum allowed by the software, a strategy is taken to determine the risk situation by setting a 10% margin (for example, 220 Nm in the case of 200 Nm) regardless of shifting.

Utilizing this torque increase request, first, it is determined whether the torque increase request value is equal to or greater than a certain value A (first allowable value), for example, 220 Nm (110). If the torque increase request value is equal to or greater than the first allowable value, the safe state determining unit 15 determines that the torque increase request is abnormal and is in a dangerous situation (130).

At this time, in order to prevent misdiagnosis (decision error), for example, a grace period of 500 ms is set (120). This is because there is a case where the torque increase request value decreases again before 500 ms. Therefore, even when the grace time has elapsed, if the condition of step 110 is maintained, the safety state determining unit 15 makes a risk decision (130), and if the condition of step 110 is not maintained before the grace time elapses, a problem occurs. A normal decision is made that there is no (135).

Meanwhile, a torque increase request from the TCU to the engine is not made while the gear is engaged. Therefore, after the shift determination unit 13 described in FIG. 1 determines the physical gear engagement state of the transmission, the safety state determination unit 15 determines whether the torque increase request is abnormal. That is, it is determined (110) whether the condition of the previous step 110 in FIG. 2, that is, the torque increase request value is greater than or equal to the first allowable value, so that the driver does not exceed the maximum allowable value, but the driver can determine that it is rapid acceleration while the gear is physically engaged. If there is a torque request (eg, 0→>150Nm), it is judged as an additional risk.

To process this, again referring to FIG. 2 , when the torque increase request value is smaller than the first allowable value in step 110, the shift determining unit 13 determines whether the transmission is in a physical gear engagement state (140). If the physical gear is not engaged, the safety state determining unit 15 determines that the torque increase request is normal (145).

On the other hand, when it is determined that the transmission is in a physical gear engagement state, again, the safety state determination unit 15 determines whether the torque increase request value is a predetermined value B (second allowable value)), for example, 150 Nm or more ( 150). In the case of non-shifting according to the previously determined physical shifting/non-shifting state, since the TCU does not request a torque increase from the engine, this is to make a more robust risk judgment based on the second allowable value (150Nm) lower than the first allowable value. .

If the torque increase request value is smaller than the second allowable value, it is determined that the corresponding torque increase request is normal (150). However, if the torque increase request value is equal to or greater than the second allowable value, the safe state determining unit 15 determines that the torque increase request is abnormal and is in a dangerous situation (170).

Even at this time, a grace period of, for example, 500 ms is set in order to prevent misdiagnosis (decision error) (160). Even after this grace time has elapsed, if the condition of step 150 is maintained, the safety state determining unit 15 makes a risk determination (170), and if the condition of step 150 is not maintained before the grace time elapses, a problem has occurred. A normal decision is made that there is no (175).

When the safety state determination unit 15 makes a risk determination (130, 170), the actuator control unit 16 controls the current value of the solenoid actuator 50 to enter the LimpHome mode and fix the gear to 5th gear (do not shift) and the torque increase request unit 14 initializes the torque increase request value to the ECU (ie, makes the request value 0).

Referring to FIGS. 3 and 4 , a method in which the shift determination unit 13 determines ( 140 ) a physical shift situation (gear engagement state) from the turbine speed will be described in detail.

When a physical shift occurs during operation of the transmission, the tendency of the turbine speed varies depending on whether the shift is upshift or downshift. As shown in the turbine speed change according to the physical shift in FIG. 3, the transmission is downshifted from the current second gear (S2) to the first gear (S1) through the shift state or to the third gear (S3). When upshifted, the turbine speed deviates from a certain range (eg, -30 to +30 rpm) of the existing synchronization speed (output speed × current stage gear ratio). Therefore, the behavior of the turbine speed can be a reliable criterion by which the speed change determination unit 13 can determine the physical speed change situation.

In this way, the principle of determining the physical shift state using the turbine speed will be described according to important shift conditions.

*Case 1: In case of N→D shifting

- High speed: When traveling in N-speed at high speed (eg, output speed > 200 rpm), the turbine speed does not fall within the calculated synchronization speed range and follows the output speed as it is. That is, the shift determination unit 13 may determine the N→D shift only at a low speed.

- Low speed: When the output speed ≤ 200 rpm, the turbine speed follows the synchronization speed, and at this time, the shift determining unit 13 can determine an effective shift situation.

*Case 2: In the case of automatic shifting from D gear (1 to 8 gears)

When the turbine speed value is included within the allowable range of -30 ~ +30 rpm, a non-shifting (in-gear. gear engagement) decision is finally made, and when it is out of this range, a shifting decision is made. A holding time (for example, 1000 ms for non-shift determination and 30 ms for shift determination) is required to prevent a judgment error when determining non-shifting/shifting.

FIG. 4 summarizes a method in which the shift determination unit 13 determines the shift status according to this principle.

First, the shift determining unit 13 (hereinafter, unless otherwise described, the shift determining unit 13 is given) determines whether the output speed is 0 rpm or more in a state where the shift lever position is D (210), so that the output speed is Shift judgment is performed only when the speed exceeds 0 rpm. If it is 0 rpm, the shift state cannot be judged (not defined) (215).

Returning to step 210 again, when the output speed is 0 rpm or more with the shift lever position at D, it is determined whether the transmission lever is shifting from N to D as in Case 1 (220).

In the case of non-N→D shift, the next step 260 is performed. This will be explained later.

If N→D is not shifting, since the inversely calculated turbine value and the current turbine value are the same, 'output speed × gear ratio = inverse turbine speed' is performed (225), and then the process proceeds to the next step 260.

On the other hand, when it is determined that the lever shift is shifting N→D, since the inversely calculated turbine value and the current turbine value are different, the captured value of the turbine speed at the time of N→D shift is captured as a fixed value and stored ( 230) In order to make a shift determination below, first, it is determined whether the output speed is below a preset speed setting value (eg, 200 rpm) (240).

If the output speed is greater than 200 rpm, as mentioned above, since the turbine speed is not in the synchronization speed range and follows the output speed, it is continuously checked until the output speed is less than 200 rpm. If the output speed is determined to be 200 rpm or less in step 240, a current turbine speed value is calculated, and it is determined whether the turbine speed value is within the range of the fixed capture value + 30 rpm or less and the capture value -30 rpm or more (260) .

If the turbine speed value is equal to or less than the capture value + 30 rpm and equal to or greater than the capture value -30 rpm, it is determined that the state is in-gear after being maintained for a first holding time of 1000 ms (262) (270).

On the other hand, in step 260, when the turbine speed value is out of the range of the capture value + 30 rpm or less and the capture value - 30 rpm or more, it is determined that the second holding time of 30 ms has elapsed (264), and then shifting (280) .

Now, returning to the previous step 220, if the lever is not shifting from N to D, step 260 is performed. That is, it is determined whether the turbine speed value is less than or equal to the captured value + 30 rpm and greater than or equal to the captured value -30 rpm (260). If the turbine speed value is in the range of capture value + 30 rpm or less capture value - 30 rpm or more, after the first holding time of 1000 ms has elapsed (262), it is determined that it is in-gear (270), and if If the speed value is out of the range of the capture value + 30 rpm or less and the capture value - 30 rpm or more, it is determined as shifting after the second holding time of 30 ms elapses (264) (280).

So far, the present invention has been described in detail through preferred embodiments of the present invention, but those skilled in the art to which the present invention pertains may differ from the contents disclosed herein without changing the technical spirit or essential features of the present invention. It will be appreciated that it may be embodied in other specific forms. It should be understood that the embodiments described above are illustrative in all respects and not restrictive. In addition, the scope of protection of the present invention is determined by the claims described below rather than the detailed description above, and all changes or modifications derived from the scope of the claims and equivalent concepts should be construed as being included in the technical scope of the present invention. do.

Claims (13)

A torque increase request unit for generating a torque increase request signal and transmitting the torque increase request to an ECU (Engine Control Unit);
a shift determination unit for determining a physical shift situation using the output speed and the turbine speed from the output speed sensor and the turbine speed sensor;
a safety state determination unit determining whether the torque increase request is abnormal; and
A shift control device for preventing rapid acceleration including an actuator controller controlling a current value of a solenoid actuator to enter a LimpHome mode in order to prevent acceleration when the torque increase request is determined to be abnormal. The shift control device for preventing rapid acceleration according to claim 1, further comprising a turbine speed signal processing unit for applying filtering to the turbine speed to respond to rapid changes in the turbine speed. The method of claim 1, wherein the safe state determining unit
Configured to determine that the torque increase request is abnormal when one of the cases in which the torque increase request value is equal to or greater than the first allowable value and the torque increase request is made while the gear is physically engaged and the torque increase request value is equal to or greater than the second allowable value A shift control device for preventing rapid acceleration, characterized in that. The method of claim 1, wherein the shift determining unit
In the case of N → D shifting, a non-shifting (gear engagement) determination is made when the turbine speed value is within a preset tolerance range, and a shifting determination is made when it is out of the tolerance range. Shift control device to prevent sudden acceleration. The method of claim 1, wherein the torque increase request unit
The shift control device for preventing sudden acceleration, characterized in that the safety state determination unit initializes the torque increase request value when it is determined that the torque increase request is abnormal. A torque increase request step of generating a torque increase request signal and transmitting the torque increase request to an ECU (Engine Control Unit);
A shift determination step of determining a physical shift situation using the output speed and the turbine speed from the output speed sensor and the turbine speed sensor;
a safety state determination step of determining whether the torque increase request is abnormal; and
A shift control method for preventing sudden acceleration comprising an actuator control step of controlling a current value of a solenoid actuator to enter a LimpHome mode to prevent acceleration when the torque increase request is determined to be abnormal. 7. The shift control method for preventing rapid acceleration according to claim 6, further comprising a turbine speed signal processing step of applying filtering to the turbine speed to respond to rapid changes in the turbine speed. The method of claim 6, wherein the step of determining the safe state
Determining that the torque increase request is abnormal when either the torque increase request value is equal to or greater than the first allowable value and the torque increase request is made while the gear is physically engaged and the torque increase request value is equal to or greater than the second allowable value A shift control method for preventing rapid acceleration including The method of claim 6, wherein the shift determination step
In the case of N→D shifting, rapid acceleration including determining non-shifting (gear engagement) when the turbine speed value is within a preset allowable range and making a shifting determination when out of the allowable range Shift control method for prevention. A shift control method for preventing rapid acceleration performed in a transmission controller (TCU) that transmits a torque increase request to the ECU, wherein the TCU comprises:
1) It is determined whether the torque increase request value is equal to or greater than the first allowable value, and if it is equal to or greater than the first allowable value, it is determined that the torque increase request is abnormal and dangerous, and if it is not equal to or greater than the first allowable value, whether the gearbox is physically engaged judge;
2) determining that the torque increase request is normal when it is determined that the transmission is not in a physical gear engagement state, and determining whether the torque increase request value is equal to or greater than a second allowable value when it is determined that the transmission is in a physical gear engagement state;
3) determining that the torque increase request is normal when it is determined that the torque increase request value is less than the second allowable value, and determining that the torque increase request is abnormal when it is determined that the torque increase request value is greater than or equal to the second allowable value; A shift control method for preventing sudden acceleration. 11. The method of claim 10, wherein the TCU
In the above 1), abnormal determination when the torque increase request value is equal to or greater than the first allowable value is performed after a predefined grace time has elapsed;
In the above 3), the shift control method for preventing sudden acceleration, characterized in that the abnormal determination when the torque increase request value is equal to or greater than the second allowable value is performed after a predefined grace time has elapsed. 11. The shift control method for preventing rapid acceleration according to claim 10, further comprising making a risk decision by the TCU and entering the transmission into a LimpHome mode in 1) and 3). 11. The method of claim 10, wherein the TCU determines whether the transmission is in a physical gear engagement state.
a) determining whether the transmission lever is shifting from N→D when the output speed is 0 rpm or more in a state where the shift lever position is D;
b) When it is determined that the lever shift is shifting N→D, the turbine speed at this time is fixed and stored as a capture value;
c) determining whether the output speed is less than 200 rpm;
d) if the output speed is determined to be 200 rpm or less in step b), it is determined whether the turbine speed value is within the range of the captured value + 30 rpm or less and the captured value - 30 rpm or more;
e) if the turbine speed value is less than the captured value + 30 rpm and the state of the captured value - 30 rpm or more continues after the first predefined holding time has elapsed, it is determined that the gear is not shifted (in-gear);
f) when the turbine speed value is out of the range of the captured value + 30 rpm or less and the captured value - 30 rpm or more, it is determined as shifting when a predefined second holding time has elapsed;
g) In step a), when the lever is not shifting from N to D, inversion of output speed × gear ratio = turbine speed is performed, and steps d) to f) are performed.

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