KR20240040287A - System and method for controlling shift pattern of vehicle - Google Patents

Abstract

A vehicle shift pattern control system and method are disclosed.
The shift pattern control system for a vehicle to which a drive motor is applied according to an embodiment of the present invention includes a state information detector that detects navigation information and driving information according to the operation of the vehicle, and a state information detector that detects navigation information and driving information according to the location information of the vehicle based on the navigation information and driving information. A congestion state determination unit that checks driving road information and determines a congestion state in which the vehicle speed and APS (Accelerator Position Sensor) value are below the relevant standard, and uses the congestion state determination unit to distinguish between a general driving situation and a highway congestion state and lowers the speed limit in the congestion state. It includes a vehicle control unit that controls the TCU (Transmission Control Unit) by applying a shift pattern for congested driving conditions that delays shifting.

Description

Vehicle shift pattern control system and method {SYSTEM AND METHOD FOR CONTROLLING SHIFT PATTERN OF VEHICLE}

The present invention relates to a vehicle shift pattern control system and method, and more specifically, to a vehicle shift pattern control system and method that reflects road traffic conditions.

Navigation-based Smart Cruise Control (NSCC), which is generally applied to vehicles to improve driver convenience, is more advanced than SCC (Smart Cruise Control), which automatically adjusts speed according to the distance to the vehicle in front. An optimized smart cruise control function can be implemented by adding vehicle information and road information through the navigation map.

NSCC can perform functions such as simply reducing vehicle speed for driving on curved sections after recognizing the entrance and exit of the road by referring to the navigation information, and maintaining the gap between cars using radar information, but it cannot determine the congestion situation on the road. Therefore, there are limitations in utilizing NSCC technology for vehicle control through classification of congested sections of the road.

For example, it is difficult for conventional vehicles to distinguish in real time between congestion on highways (including high-speed/automobile roads) and signal waiting situations during city driving using only PT (Power Train) control elements.

Accordingly, since NSCC frequently re-starts at low speeds during general city driving (i.e., high torque requirement), it is designed to shift to 2nd gear at low vehicle speeds. On the other hand, in the case of highway congestion, the required torque is not high because the vehicle continues to drive at a low speed without stopping, but is controlled with the same shift pattern as city driving, resulting in frequent shifting. Therefore, there is a problem of deteriorating drivability by causing unnecessary shifting and frequent engine on/off.

Meanwhile, recently, technology has been developed to identify road congestion at a center (server) and provide it to OTA (On the Air) applied vehicles. However, since OTA only applies to some vehicle types, there is a problem in that vehicles that do not apply OTA or vehicles that are not in use due to OTA service costs (e.g. communication costs, etc.) cannot determine the traffic congestion status on their own.

The matters described in this background art section have been prepared to enhance understanding of the background of the invention, and may include matters that are not prior art already known to those skilled in the art in the field to which this technology belongs.

An embodiment of the present invention provides a vehicle shift pattern control system and method that independently determines road congestion using navigation information applied to the vehicle and distinguishes between general city driving and highway congestion and applies optimized shift pattern control. I want to do it.

According to one aspect of the present invention, a shift pattern control system for a vehicle to which a drive motor is applied includes a state information detector that detects navigation information and driving information according to the operation of the vehicle; A congestion state determination unit that checks driving road information according to the vehicle's location information based on the navigation information and driving information and determines a congestion state in which the vehicle speed and APS (Accelerator Position Sensor) are below the corresponding standard values; and a vehicle control unit that controls a TCU (Transmission Control Unit) by distinguishing between a general driving situation and a highway congestion situation through the congestion state determination unit and applying a congestion driving condition shift pattern that delays shifting to a low gear in the congestion situation. do.

In addition, the status information detection unit includes at least one of navigation information including vehicle location information (GPS) and driving road information on a map, vehicle speed, APS value, battery state of charge (SOC), transmission gear stage, and operating temperature. Driving information can be detected.

In addition, the congestion state determination unit may check the installation specifications and communication status of the navigation system required for controlling the vehicle's shift pattern through the state information detection unit, and if all are normal, the function may be activated.

In addition, the congestion state determination unit calculates the first vehicle speed (Vs1), which calculates the average movement of the vehicle during unit time based on the driving information, the second vehicle speed (Vs2), which is the current speed, and the APS value according to the operation of the accelerator pedal. Calculate and compare each calculated information (Vs1, Vs2, APS value) with preset reference values (x, y, z) considering the vehicle's driving road information and basic speed limit (kph) to determine whether there is a congestion state. You can judge.

In addition, the congestion state determination unit determines a congestion state if the first vehicle speed (Vs1) is less than or equal to a first reference value (x) for checking whether the first vehicle speed (Vs1) is continuously driven at a low speed. If it exceeds the standard value (x), it can be determined that there is no congestion.

In addition, the congestion state determination unit determines a congestion state if the second vehicle speed (Vs2) is less than or equal to a second reference value (y) for checking real-time vehicle speed changes, and the second vehicle speed (Vs2) is the second reference value ( If it exceeds y), it can be judged that it is not a congestion situation.

In addition, the congestion state determination unit determines the congestion state if the APS value (%) is less than or equal to the third standard value (z) for checking real-time acceleration changes, and the APS value (%) is equal to or less than the third standard value (z). If it exceeds, it can be judged that there is no congestion.

In addition, the congestion state determination unit, when determining the congestion state based on the information, transmits a congestion state flag on signal to the vehicle control unit to notify the state of entering the congestion section, and when it is determined that the congestion state is not present. By transmitting a congestion status flag off signal to the vehicle control unit, it is possible to immediately notify that the vehicle has escaped from the congestion section of the road.

In addition, when the vehicle control unit receives a congestion state flag on signal during highway driving from the congestion state determination unit, the vehicle control unit may apply a congestion driving condition shift pattern that delays shifting from third gear to low gear. .

In addition, when the vehicle control unit does not receive a congestion flag on signal or receives a congestion flag off signal while driving on the highway from the congestion determination unit, it sequentially shifts the gear to a low gear according to the vehicle speed. Normal driving conditions shifting patterns can be applied.

In addition, the vehicle control unit selects a priority control condition shift pattern including a SOC LOW state where the remaining battery power is lower than normal, a TCS (Traction Control System) control state, a cryogenic state, and an EV priority mode compared to the congestion driving condition shift pattern. It can be applied preferentially.

Meanwhile, according to one aspect of the present invention, a method for controlling the shift pattern of a vehicle to which a drive motor is applied includes the steps of: a) collecting navigation information and driving information in real time according to the operation of the vehicle; b) checking the vehicle's driving road information based on the navigation information to determine whether the vehicle is traveling on a highway or expressway; c) determining a congestion state when the vehicle speed and APS (Accelerator Position Sensor) value based on the driving information are below the relevant standard while driving on the highway or expressway; and d) controlling a Transmission Control Unit (TCU) by applying a shift pattern for congestion driving conditions that delays shifting to a low gear during the congestion situation.

In addition, before step a), the step of checking the installation specifications and communication status of the navigation and activating a congestion state determination function using NSCC (Navigation-based Smart Cruise Control) if operating normally may be further included.

In addition, in step c), the first vehicle speed (Vs1), which is the average moving speed of the vehicle calculated per unit time based on the navigation information and the driving information, is less than or equal to the first reference value (x) for checking whether the vehicle is continuously driven at low speed. and the second vehicle speed (Vs2), which is the current speed, is less than or equal to the second reference value (y) for checking real-time vehicle speed changes, and the APS value If (%) satisfies all conditions of being less than or equal to the third reference value (z) for checking real-time acceleration changes, it may include determining a stagnation state (Flag On).

In addition, after step d), if at least one of the first vehicle speed (Vs1), the second vehicle speed (Vs2), and the APS value (%) exceeds the corresponding standard value, the normal driving condition shift to a low gear The step of controlling the TCU by applying a pattern may be further included.

In addition, in step c), based on the driving information, at least one of the priority control of a SOC LOW state, a Traction Control System (TCS) control state, a cryogenic state, and an EV priority mode in which the remaining high-voltage battery of the vehicle is lower than the normal value is performed. further determining whether the condition is met; And if it corresponds to the priority control condition, applying a shift pattern corresponding to the priority control condition preferentially compared to the congestion driving condition shift pattern.

According to an embodiment of the present invention, based on navigation information and driving information, unnecessary shifting is prevented by independently determining a congested driving situation in which a vehicle continuously drives at a low speed on the highway and reducing downshifting through shift pattern control in congested driving conditions. This has the effect of securing drivability.

In addition, in traffic jam situations where the required torque is low, there is an effect of reducing fuel efficiency (fuel efficiency) by reducing high gear-oriented driving and shift loss through control of the shift pattern of the traffic jam condition.

1 is a block diagram schematically showing a vehicle shift pattern control system according to an embodiment of the present invention.
Figure 2 shows a situation in which the congestion state of a vehicle traveling on a highway is determined according to an embodiment of the present invention.
Figure 3 is a flowchart schematically showing a method for controlling a shift pattern of a vehicle according to an embodiment of the present invention.
Figure 4 is a flowchart showing a shift pattern selection method according to an embodiment of the present invention.
Figure 5 shows data resulting from the actual application of a shift pattern in congestion driving conditions according to an embodiment of the present invention.

Below, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily implement the present invention.

The terminology used herein is for the purpose of describing specific embodiments only and is not intended to limit the invention. As used herein, singular forms are intended to also include plural forms, unless the context clearly indicates otherwise. The terms “comprise” and/or “comprising”, when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not include other It will also be understood that this does not exclude the presence or addition of one or more of features, integers, steps, operations, elements, components and/or groups thereof. As used herein, the term “and/or” includes any one or all combinations of the associated listed items.

Throughout the specification, terms such as first, second, A, B, (a), (b), etc. may be used to describe various components, but the components should not be limited by the terms. These terms are only used to distinguish the component from other components, and the nature, sequence, or order of the component is not limited by the term.

Throughout the specification, when a component is referred to as being 'connected' or 'connected' to another component, it may be directly connected or connected to the other component, but other components may exist in the middle. It must be understood that it may be possible. On the other hand, when a component is said to be 'directly connected' or 'directly connected' to another component, it should be understood that there are no other components in between.

Additionally, it is understood that one or more of the methods or aspects thereof below may be implemented by at least one or more controllers. The term “controller” may refer to a hardware device that includes memory and a processor. The memory is configured to store program instructions, and the processor is specifically programmed to execute the program instructions to perform one or more processes described in more detail below. A controller may control the operation of units, modules, components, devices, or the like, as described herein. It is also understood that the methods below can be performed by an apparatus that includes a controller along with one or more other components, as will be appreciated by those skilled in the art.

Now, a vehicle shift pattern control system and method according to an embodiment of the present invention will be described in detail with reference to the drawings.

1 is a block diagram schematically showing a vehicle shift pattern control system according to an embodiment of the present invention.

Figure 2 shows a situation in which the congestion state of a vehicle traveling on a highway is determined according to an embodiment of the present invention.

Referring to Figures 1 and 2, the vehicle shift pattern control system 100 according to an embodiment of the present invention includes a state information detection unit 110, a congestion state determination unit 120, a vehicle control unit 130, and a transmission control unit (TCU). Control Unit) (130).

The vehicle 10 is a vehicle equipped with at least one drive motor and a transmission, and may be, for example, a hybrid electric vehicle (HEV), an electric vehicle, or a hydrogen vehicle.

The state information detection unit 110 detects driving information necessary for determining the vehicle's congestion state and controlling the shift pattern from the navigation 111 and various sensors and controllers according to the operation of the vehicle 10.

For example, the status information detector 110 provides navigation information including vehicle location information (GPS) and driving road information on a map, vehicle speed through the vehicle speed sensor 112, and the accelerator pedal through the APS (Accelerator Position Sensor) sensor 113. Pressure state (hereinafter referred to as APS value), battery state of charge (SOC) through the battery sensor 114, gear stage of the transmission through TPS (Transmission Position Sensor) 115, and temperature sensor ( Driving information including at least one of the vehicle's operating temperature, etc. may be detected through 116) and transmitted to the congestion state determination unit 120 and/or the vehicle control unit 130.

The driving road information distinguishes between types of roads such as highways (including high-speed/automobile roads) and general roads (including city roads), the basic speed limit of the road, and the entrance/exit road for each link section (e.g., interchange (IC)/ Junction point (JC)) location information may be included.

The congestion status determination unit 120 checks the installation specifications (e.g., including hardware, firmware, and software) and communication status of the navigation 111 necessary for controlling the vehicle's shift pattern through the status information detection unit 110, and functions if all are normal. This is activated.

When the congestion state determination function is activated, the congestion state determination unit 120 collects navigation information and driving information detected in real time by the state information detection unit 110.

The congestion state determination unit 120 checks driving road information according to the vehicle's location information (GPS) based on the navigation information and driving information, and determines a congestion state in which the vehicle speed and APS values are below the corresponding standard values.

The congestion state determination unit 120 determines the first vehicle speed (Vs1), which calculates the average movement of the vehicle during unit time based on the driving information, the second vehicle speed (Vs2), which is the current speed, and the APS value according to the accelerator pedal operation ( %) is calculated, and each calculated information (Vs1, Vs2, APS value) is compared with preset reference values (x, y, z) considering the vehicle's driving road information and basic speed limit (kph) to determine congestion status. Determine whether there is a congestion situation. Here, “x” is a first reference value (x) set for the first vehicle speed (Vs1), “y” is a second reference value (y) set for the second vehicle speed (Vs2), and z is It means the third reference value (z) set for the APS value (%), respectively.

For example, as shown in Figure 2, when the basic speed limit of the highway is 100 kph, the first reference value (x) for the first vehicle speed (Vs1), which is a 1-minute moving average, is 55 kph, and for the current second vehicle speed (Vs2) The second reference value (y) can be set to 60 kph, and the third reference value (z) for the APS value can be set to 40%. Here, the reference values (x, y, z) are not limited to the above settings and may be set through a pre-designated algorithm (eg, program and probability model) depending on the design situation and the designer's intention.

At this time, the congestion state determination unit 120 determines if the first vehicle speed (Vs1) of the moving average calculated for 1 minute based on the driving information is less than or equal to the first reference value (x) for checking the continuous low-speed driving state. It may be determined that the situation is congested, and if the first vehicle speed (Vs1) exceeds the first reference value (x), it may be determined that the situation is not congested.

In addition, the congestion state determination unit 120 determines a congestion state if the second vehicle speed (Vs2) corresponding to the current vehicle speed is less than or equal to the second reference value (y) for checking real-time vehicle speed changes based on the driving information, If the second vehicle speed (Vs2) exceeds the second reference value (y), it may be determined that there is no congestion.

In addition, the congestion state determination unit 120 determines a congestion state if the APS value (%) is less than or equal to the third reference value (z) for checking real-time acceleration changes based on the driving information, and determines the APS value (%) as a congestion state. If this third reference value (z) is exceeded, it can be determined that there is no congestion.

The judgment conditions of the first reference value (x), the second reference value (y), and the third reference value (z) can be used independently or in combination of two or more to determine the stagnation state.

As shown in FIG. 2, the congestion state determination unit 120 temporarily reduces the vehicle speed in order for the vehicle 10 just before the junction to drive in the highway off-ramp direction (①) according to the NSCC function and continuously reduces the vehicle speed due to congestion. It is possible to distinguish between driving in a straight direction (②) where the vehicle speed decreases.

When determining the congestion state based on the driving information, the congestion state determination unit 120 transmits a congestion state flag on signal to the vehicle control unit 130 to indicate that the vehicle 10 has entered the congestion section of the relevant road. You can inform. Then, when it is determined that there is no congestion based on the collected driving information, a congestion state flag off signal is transmitted to the vehicle control unit 130 to indicate that the road is out of the congestion section (i.e., congestion is not present). (released) can be notified immediately.

The vehicle control unit 130 controls the overall operation of the vehicle shift pattern control system 100 according to an embodiment of the present invention, and stores at least one program and data for the control.

The vehicle control unit 130 is a higher-level controller that integrates and controls various lower-level controllers in the vehicle, such as the TCU 140 that controls the transmission. For example, in the case of a HEV vehicle, it may correspond to a Hybrid Control Unit (HCU).

The vehicle control unit 130 includes Navigation-based Smart Cruise Control (NSCC), Highway Driving Assist (HDA), and Lane Following Assist, which correspond to advanced driver assistance systems (ADAS). At least one of LFA) and TCS (Traction Control System) can be controlled.

Here, the NSCC has an autoset function that sets the target vehicle speed according to the speed limit of the road, a safety zone function (NSCC-Zone) that automatically reduces the vehicle speed at a safe speed point or section of the road, and a curved road that is identified in advance and the speed is adjusted. It has a curved road function (NSCC-Curve) that reduces driving speed smoothly and safely, and an on-ramp function (NSCC-Ramp) that automatically reduces vehicle speed by recognizing the ingress and egress of highways and automobile roads.

When executing the NSCC or HDA function, the vehicle control unit 130 determines the congestion status of the road using navigation information and driving information through the congestion status determination unit 120, distinguishes between general driving conditions and highway congestion status, and , In case of congestion, the TCU (Transmission Control Unit) 140 is controlled with a shift pattern optimized for congestion driving conditions.

For example, if the vehicle control unit 130 does not receive a congestion state flag on signal from the congestion state determination unit 120 while driving on the highway (i.e., Flag Off state), the vehicle control unit 130 instructs the TCU 140 to change gear according to the vehicle speed. Control by applying a normal driving condition shifting pattern that sequentially shifts to 3-2-1 gears. The general driving condition shift pattern may mean a shift pattern set as default for the vehicle.

When the vehicle control unit 130 receives a congestion state flag on signal while driving on the highway from the congestion state determination unit 120, it instructs the TCU 140 to shift from a specific gear range (e.g., 3rd gear) to a low vehicle speed. Controls to apply a shift pattern to congested driving conditions that delays (reduces). The congestion driving condition shift pattern means that the vehicle speed is reduced compared to the normal driving condition shift pattern and the gear is maintained in 3rd gear just before stopping or until the control is released.

When the vehicle control unit 130 receives a congestion state flag off signal from the congestion state determination unit 120 while controlling with the congestion driving condition shift pattern, the vehicle control unit 130 switches the TCU 140 to the general driving condition shift pattern. You can control it.

However, as an exception, even if the vehicle control unit 130 receives the congestion flag on signal, if a priority control condition related to vehicle/driver safety is being applied, the vehicle control unit 130 does not apply the congestion driving condition shift pattern and the priority control condition is applied. The TCU (140) is controlled using the control conditions. Here, the priority control conditions include conditions related to vehicle control stability and driver safety, such as SOC LOW state in which the remaining battery capacity is lower than normal, TCS (Traction Control System) control state, cryogenic temperature state, and EV priority mode.

In the above description, the vehicle's shift pattern control can be applied to the NSCC function or to HDA that provides semi-autonomous driving control on the highway using the NSCC. Additionally, it can also be applied to the driver's manual driving situation.

This vehicle control unit 130 may be implemented with one or more processors that operate according to a set program, and the set program may be programmed to perform each step of the method for controlling the shift pattern of a vehicle according to an embodiment of the present invention. .

This method of controlling the shift pattern of a vehicle will be described in more detail with reference to the drawings below.

Hereinafter, a method of controlling a vehicle's shift pattern will be described with reference to the drawings.

Figure 3 is a flowchart schematically showing a method for controlling a shift pattern of a vehicle according to an embodiment of the present invention.

Hereinafter, a method for controlling a vehicle's shift pattern according to an embodiment of the present invention will be described assuming a scenario in which the vehicle 10 is driving on a highway (e.g., speed limit 100 kph) as shown in FIG. 2.

Referring to Figures 2 and 3, the vehicle control unit 130 of the shift pattern control system 100 according to an embodiment of the present invention checks the operating state of the navigation system 111 to determine whether it is normal (S110).

The vehicle control unit 130 checks the installation specifications and communication status of the navigation unit 111 necessary for controlling the vehicle's shift pattern through the status information detection unit 110, and if all are normal (S110; example), a congestion status determination function using NSCC is performed. Activate (S120). Here, activating the congestion state determination function means executing the congestion state determination unit 120. For example, the congestion state determination function using NSCC (Navigation-based Smart Cruise Control) can be activated.

On the other hand, if the operating state of the navigation system 111 is not normal (S110; No), the vehicle control unit 130 terminates the operation without activating the congestion state determination function. For example, if the installed specifications (including update status) of the navigation 111 do not support the corresponding function or the communication condition is poor, the operation may be terminated without activating the congestion state determination function.

Meanwhile, when the congestion state determination function is activated, the vehicle control unit 130 collects navigation information and driving information detected through the state information detection unit 110 in real time (S130).

The vehicle control unit 130 determines the first vehicle speed (Vs1), which is the average moving speed of the vehicle per unit time, calculated based on the navigation information and the driving information, and the second vehicle speed (Vs2) which is the current speed through the congestion state determination unit 120. , and calculate the APS value (%) according to the accelerator pedal operation, and each calculated information (Vs1, Vs2, APS value) is set to the corresponding standard value (x) considering the vehicle's driving road information and basic speed limit (kph). , y, z) to determine whether it is in a stagnant state (S140).

Hereinafter, a method for determining a congestion state will be described in detail with reference to FIG. 2.

Based on the navigation information, the vehicle control unit 130 determines driving road information, basic speed limit (kph), and entry/exit road (junction) location information on the map where the vehicle 10 is located.

At this time, the vehicle control unit 130 determines that while the vehicle 10 is driving on a highway (speed limit 100 kph) (S141; example), the first vehicle speed (Vs1) of the moving average calculated for 1 minute is the first reference value. (x) or less (S142; example), the current second vehicle speed (Vs2) is less than or equal to the second reference value (y) (S143; example), and the APS value (%) is less than or equal to the third reference value (z). If all are satisfied (S144; Yes), it is determined to be in a stagnant state (Flag On) (S145).

The vehicle control unit 130 may control the TCU 140 by applying a congestion driving condition shift pattern that delays shifting from a specific gear to a low vehicle speed according to the congestion determination (Flag On) (S150). Accordingly, the TCU 140 can perform shift control by switching to the congestion driving condition shift pattern when applying the normal driving condition shift pattern immediately before, or by maintaining the congestion driving condition shift pattern as is when applying it.

On the other hand, the vehicle control unit 130 determines whether the vehicle 10 is not traveling on a highway (e.g., speed limit 100 kph) (S141; No), or the first vehicle speed (Vs1) or the second vehicle speed (Vs2) And if any of the above APS values (%) does not meet the condition of being less than or equal to the corresponding reference value (x, y. z) (S142 or S143 or S144; No), it is judged as a normal state rather than a stagnant state (Flag Off) ( S145).

At this time, the vehicle control unit 130 controls the TCU 140 by applying a general driving condition shift pattern that sequentially shifts gears to 3-2-1 gears according to the vehicle speed according to the general condition judgment (Flag Off) ( S160). Accordingly, the TCU 140 may perform shift control by switching to the general driving condition shift pattern when the congestion driving condition shift pattern was applied immediately before, or by maintaining the general driving condition shift pattern as is when applying it.

Meanwhile, Figure 4 is a flowchart showing a shift pattern selection method according to an embodiment of the present invention.

Referring to FIG. 4, the vehicle control unit 130 may further determine whether a preferred control condition is met based on the driving information collected when the congestion state determination function is activated (S210).

At this time, if the vehicle control unit 130 meets at least one of the above-mentioned priority control conditions among a SOC LOW state in which the remaining high-voltage battery of the vehicle is lower than the normal value, a Traction Control System (TCS) control state, a cryogenic state, and an EV priority mode ( S210; example), the shift pattern corresponding to the priority control condition is applied. That is, the priority control conditions are applied preferentially over the congestion driving conditions and general driving conditions.

If the vehicle does not meet the priority control condition (S210; No), the vehicle control unit 130 applies the congestion driving condition shift pattern according to whether the congestion state is determined (Flag On) (S230; yes or no). (S240), the general driving condition shift pattern can be applied (S250).

Meanwhile, Figure 5 shows data resulting from the actual application of the shift pattern for congestion driving conditions according to an embodiment of the present invention.

Referring to FIG. 5, a “reference car” to which a conventional general shifting pattern is applied, a “modified car” that is converted to a general driving condition shifting pattern according to an embodiment of the present invention, and a congested driving condition shifting pattern in a traffic jam are shown in the same car on the highway. It shows the results of driving tests in the section.

In the conventional "standard car", the gears are sequentially shifted from 3-2-1 according to the vehicle speed, resulting in a total of 24 frequent shifts, while the "change car" of the present invention is optimized by applying a shift pattern in congested driving conditions to change gears. It can be seen that the total number of shifts has decreased significantly to 2 while maintaining 3rd gear.

Therefore, it is possible to reduce high-speed driving and shift loss in traffic congestion, and when driving in the same section, the SOC of the reference car is Δ-8% and the SOC of the modified car is Δ-6%, so the SOC use of the modified car is small. It can be seen that there is an improvement in fuel efficiency.

In this way, according to an embodiment of the present invention, unnecessary shifting is prevented and reduced by automatically determining a congested driving situation in which a vehicle continuously drives at a low vehicle speed on the highway and reducing downshifting at low vehicle speeds by controlling the shifting pattern of the congested driving condition. It has the effect of ensuring drivability.

In addition, when the required torque is low in a stagnant state, there is an effect of reducing fuel efficiency (fuel efficiency) by reducing high gear-oriented driving and shifting loss through controlling the shifting pattern of the stagnant driving condition.

The embodiments of the present invention are not implemented only through the devices and/or methods described above, but can be implemented through programs for realizing functions corresponding to the configuration of the embodiments of the present invention, recording media on which the programs are recorded, etc. This implementation can be easily implemented by an expert in the technical field to which the present invention belongs based on the description of the embodiments described above.

Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements made by those skilled in the art using the basic concept of the present invention defined in the following claims are also possible. It falls within the scope of rights.

10: Vehicle 100: Shift pattern control system
110: Driving information detection unit 111: Navigation
112: vehicle speed sensor 113: APS sensor
114: Battery sensor 115: TPS
116: temperature sensor 120: stagnation state determination unit
130: vehicle control unit 140: TCU

Claims (16)

In the shift pattern control system for a vehicle equipped with a drive motor,
A status information detection unit that detects navigation information and driving information according to the operation of the vehicle;
A congestion state determination unit that checks driving road information according to the vehicle's location information based on the navigation information and driving information and determines a congestion state in which the vehicle speed and APS (Accelerator Position Sensor) value are below the corresponding standard values; and
The congestion state determination unit distinguishes between a general driving situation and a highway congestion state and controls the TCU (Transmission Control Unit) by applying a congestion driving condition shift pattern that delays shifting from a specific gear range to a low gear when the congestion state is determined. vehicle control unit;
A vehicle shift pattern control system including a. According to paragraph 1,
The status information detection unit,
A vehicle that detects navigation information including vehicle location information (GPS) on a map and driving road information, and driving information including at least one of vehicle speed, APS value, battery state of charge (SOC), transmission gear stage, and operating temperature. Shift pattern control system. According to paragraph 1,
The stagnation state determination unit,
A vehicle's shift pattern control system that checks the navigation's installation specifications and communication status required for controlling the vehicle's shift pattern through the status information detection unit and activates the function if all are normal. According to paragraph 1,
The stagnation state determination unit,
Based on the driving information, the first vehicle speed (Vs1), which calculates the average of the vehicle's movement during unit time, the second vehicle speed (Vs2), which is the current speed, and the APS value according to the accelerator pedal operation are calculated, and each calculation information ( A vehicle shift pattern control system that compares the vehicle's driving road information and basic speed limit (kph) (Vs1, Vs2, APS values) with preset reference values (x, y, z) to determine whether or not there is a congestion. . According to clause 4,
The stagnation state determination unit,
If the first vehicle speed (Vs1) is below the first reference value (x) for checking whether the vehicle is continuously driven at low speed, it is determined to be in a stagnant state, and if the first vehicle speed (Vs1) exceeds the first reference value (x), it is determined to be in a stagnant state. A vehicle's shift pattern control system that determines that the vehicle is not in good condition. According to paragraph 4,
The stagnation state determination unit,
If the second vehicle speed (Vs2) is less than or equal to the second reference value (y) for checking real-time vehicle speed changes, a stagnation state is determined, and if the second vehicle speed (Vs2) exceeds the second reference value (y), a stagnation state is determined. A vehicle's shift pattern control system that determines that it is not. According to paragraph 4,
The stagnation state determination unit,
If the APS value (%) is below the third standard value (z) for checking real-time acceleration changes, it is determined to be in a stagnant state, and if the APS value (%) exceeds the third standard value (z), it is determined to be not in a stagnant state. A vehicle shifting pattern control system that determines the vehicle's shift pattern. According to any one of claims 1 to 7,
The stagnation state determination unit,
When determining the congestion state based on the driving information, a congestion state flag on signal is transmitted to the vehicle control unit to notify the state of entering the congestion section, and when it is determined that the congestion state is not in the congestion state, the congestion state flag is turned off. ) A vehicle shift pattern control system that transmits a signal to the vehicle control unit to immediately notify that the vehicle has left the congested section of the road. According to clause 8,
The vehicle control unit,
A vehicle shift pattern control system that applies a congestion driving condition shift pattern that delays shifting from third gear to low gear when a congestion state flag on signal is received from the congestion state determination unit while driving on a highway. According to clause 8,
The vehicle control unit,
A general driving condition shift pattern in which the gear is sequentially shifted to a lower gear according to the vehicle speed when a congestion state flag on signal is not received or a congestion state flag off signal is received from the congestion state determination unit while driving on the highway. A vehicle shift pattern control system that applies. According to clause 8,
The vehicle control unit,
Shifting of a vehicle in which the priority control condition shift pattern, including SOC LOW state where the remaining battery power is lower than normal, TCS (Traction Control System) control state, cryogenic state, and EV priority mode, is applied preferentially compared to the congestion driving condition shift pattern. Pattern control system. In a method of controlling the shift pattern of a vehicle equipped with a drive motor,
a) Collecting navigation information and driving information in real time according to the operation of the vehicle;
b) checking the vehicle's driving road information based on the navigation information to determine whether the vehicle is traveling on a highway or expressway;
c) determining a congestion state when the vehicle speed and APS (Accelerator Position Sensor) value based on the driving information are below the relevant standard while driving on the highway or expressway; and
d) controlling a TCU (Transmission Control Unit) by applying a congestion driving condition shift pattern that delays shifting to a low gear when determining the congestion state;
A method of controlling a shift pattern of a vehicle including. According to clause 12,
Before step a) above,
A method for controlling a shift pattern of a vehicle, further comprising checking the installation specifications and communication status of the navigation and activating a congestion state determination function using NSCC (Navigation-based Smart Cruise Control) if it operates normally. According to clause 12,
In step c),
The first vehicle speed (Vs1), which is the average moving speed of the vehicle calculated per unit time based on the navigation information and the driving information, is less than or equal to the first reference value (x) for checking whether the vehicle is continuously driven at low speed,
The current speed, the second vehicle speed (Vs2), is less than or equal to the second reference value (y) for checking real-time vehicle speed changes,
If the APS value (%) satisfies all conditions of being less than or equal to a third reference value (z) for checking real-time acceleration changes, determining a stagnation state (Flag On);
A method of controlling a shift pattern of a vehicle including. According to clause 14,
After step d) above,
When at least one of the first vehicle speed (Vs1), the second vehicle speed (Vs2), and the APS value (%) exceeds the corresponding standard value, the TCU is controlled by applying a general driving condition shift pattern to shift to a low gear. A method of controlling a shift pattern of a vehicle further comprising steps. According to any one of claims 12 to 15,
In step c),
Based on the driving information, it is further determined whether the remaining high-voltage battery of the vehicle corresponds to at least one priority control condition among a SOC LOW state lower than normal, a Traction Control System (TCS) control state, a cryogenic state, and an EV priority mode. step; and
If the priority control condition is met, applying a shift pattern corresponding to the priority control condition preferentially compared to the congestion driving condition shift pattern;
A method of controlling a shift pattern of a vehicle including.

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