KR102452381B1 - Shift control method for vehicle - Google Patents

Abstract

The present invention provides a method for performing a manual power-off/down shift, the method comprising: determining, by a controller, whether a driver's tip-in occurs; determining, by the controller, an increase in engine torque due to tip-in when tip-in occurs; and the controller differently processing the ETL control according to the engine torque increase amount by the tip-in.

Description

Shift control method of vehicle {SHIFT CONTROL METHOD FOR VEHICLE}

The present invention relates to a technology for controlling a shift control of a vehicle, and more particularly, to a control technology for a manual power-off/down shift.

Manual Power Off Downshift refers to shifting to a lower gear by manual operation without the driver depressing the accelerator pedal.

During the power-off-down shift, since there is no driver's manipulation of the accelerator pedal, the shifting time is relatively long because the shift has to be completed using only the coupling force of the fastening elements inside the transmission without the help of engine torque.

In order to solve the shift time delay as described above in the prior art, during manual power-off/downshift, shift time is performed through ETI (Engine Torque Increase) control that slightly increases engine torque to shorten shift time even without the driver's operation of the accelerator pedal. We are trying to improve responsiveness through shortening.

However, as shown in FIG. 1 , the manual power-off-down shift is performed, and while the control for forcibly increasing the engine torque by the ETI control is being performed, the user presses the accelerator pedal (Tip-In). When a situation occurs, the ETI control is released, and an ETL (Engine Torque Limitation) control is applied to prevent excessive increase in engine torque during shifting.

As described above, when a tip-in situation occurs during shifting, when ETI control is unconditionally released and ETL control is applied, shift delay or shift shock tends to occur.

The matters described as the background technology of the present invention are only for improving the understanding of the background of the present invention, and should not be taken as acknowledging that they correspond to prior art already known to those of ordinary skill in the art. will be

KR 1020150071119 A

The present invention makes it possible to more appropriately implement the cooperative control of engine torque when there is tip-in by the driver during manual power-off-down shift, so that there is no shift delay or shift shock, and rapid shift response and excellent shift feel can be secured. An object of the present invention is to provide a shift control method of a vehicle.

A shift control method of a vehicle of the present invention for achieving the above object,

determining, by the controller, whether a driver's tip-in occurs while manual power-off/down shift is in progress;

determining, by the controller, an increase in engine torque due to tip-in when tip-in occurs;

processing, by the controller, ETL control differently according to the engine torque increase amount due to the tip-in;

It is characterized in that it comprises a.

In the step of determining the engine torque increase amount due to the tip-in, the controller may determine whether the engine torque increase amount due to the tip-in is greater than the ETI request amount or less than the ETI request amount of the ETI control that was being performed.

In the step of the controller differently processing the ETL control, when the engine torque increase amount by the tip-in is greater than the ETI request amount,

The controller may apply the ETI request value as an ETL set value to perform the ETL control.

In the step of the controller differently processing the ETL control, when the engine torque increase amount by the tip-in is less than the ETI request amount,

The controller may continue to perform the ETI control and not perform the ETL control.

In addition, the shift control method of the vehicle of the present invention for achieving the above object,

determining, by the controller, whether a driver's tip-in occurs while manual power-off/down shift is in progress;

determining, by the controller, the level of the APS signal according to the driver's manipulation of the accelerator pedal when tip-in occurs;

processing, by the controller, ETL control differently according to the magnitude of the APS signal;

It is characterized in that it comprises a.

In the step of the controller differently processing the ETL control, when the APS signal is greater than a predetermined reference value,

The controller may apply the ETI request value as an ETL set value to perform the ETL control.

In the step of the controller differently processing the ETL control, when the APS signal is less than or equal to a predetermined reference value,

The controller may continue to perform the ETI control and cancel the ETL control.

The present invention makes it possible to more appropriately implement the cooperative control of engine torque when there is tip-in by the driver during manual power-off-down shift, so that there is no shift delay or shift shock, and rapid shift response and excellent shift feel can be secured. let it be

1 is a graph illustrating a situation in which a driver's tip-in occurs during a conventional manual power-off/down shift;
2 is a configuration diagram showing a power train of a vehicle to which the present invention can be applied;
3 is a flowchart illustrating a first embodiment of a method for controlling a shift in a vehicle according to the present invention;
4 and 5 are graphs showing a shift control method of a vehicle according to the present invention;
6 is a flowchart illustrating a second embodiment of a method for controlling a shift in a vehicle according to the present invention.

Specific structural or functional descriptions of the embodiments of the present invention disclosed in this specification or application are only exemplified for the purpose of describing the embodiments according to the present invention, and the embodiments according to the present invention may be implemented in various forms. and should not be construed as being limited to the embodiments described in the present specification or application.

Since the embodiment according to the present invention can have various changes and can have various forms, specific embodiments are illustrated in the drawings and described in detail in the present specification or application. However, this is not intended to limit the embodiment according to the concept of the present invention with respect to a specific disclosed form, and should be understood to include all changes, equivalents or substitutes included in the spirit and scope of the present invention.

Terms such as first and/or second may be used to describe various elements, but the elements should not be limited by the terms. The above terms are used only for the purpose of distinguishing one element from another element, for example, without departing from the scope of the present invention, a first element may be termed a second element, and similarly The second component may also be referred to as the first component.

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 it is understood that other components may exist in between. it should be On the other hand, when it is said that a certain element is "directly connected" or "directly connected" to another element, it should be understood that the other element does not exist in the middle. Other expressions describing the relationship between elements, such as "between" and "immediately between" or "neighboring to" and "directly adjacent to", etc., should be interpreted similarly.

The terms used herein are used only to describe specific embodiments, and are not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly dictates otherwise. In the present specification, terms such as “comprise” or “have” are intended to designate that the described feature, number, step, operation, component, part, or combination thereof exists, and includes one or more other features or numbers. , it should be understood that it does not preclude the existence or addition of steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as meanings consistent with the context of the related art, and unless explicitly defined in the present specification, they are not to be interpreted in an ideal or excessively formal meaning. .

Hereinafter, the present invention will be described in detail by describing preferred embodiments of the present invention with reference to the accompanying drawings. Like reference numerals in each figure indicate like elements.

2 illustrates a powertrain of a vehicle to which the present invention can be applied. The power of the engine E is shifted through the transmission TM and transmitted to the driving wheels W, and the engine is an engine control unit (ECU). Unit) is controlled by an engine controller, and the transmission is configured to be controlled by a transmission controller such as a TCU (Transmission Control Unit), and the transmission controller adjusts the torque transmitted to the transmission as necessary. It is configured to make a request to the engine controller.

Hereinafter, the transmission controller will be simply expressed as 'controller (1)'.

In addition, although not shown in the drawings, the controller 1 is configured to receive an accelerator pedal operation amount of the driver through communication or directly as an accelerator position sensor (APS) signal.

Referring to FIG. 3 , a first embodiment of a method for controlling a shift in a vehicle according to the present invention includes the steps of determining, by the controller 1, whether a driver's tip-in occurs during a manual power-off/down shift (S10); When tip-in occurs, the controller 1 determines the engine torque increase amount due to tip-in (S20); The controller 1 is configured to include a step (S30) of differently processing the ETL control according to the engine torque increase amount due to the tip-in.

That is, the present invention relates to a situation in which the driver presses the accelerator pedal while the ETI control requesting the controller 1 to increase the engine torque for rapid shifting is in progress after manual power-off-down shift by the driver is initiated. When this occurs, the ETI control is unconditionally released and does not switch to the ETL control as in the prior art, but the engine torque increase amount due to the driver's tip-in is determined, and the subsequent ETL control is performed differently according to the result, resulting in shift delay or shift shock. This does not occur, and it is possible to secure quick shift response and excellent shift feel.

In the step (S20) of determining the engine torque increase amount due to the tip-in, the controller 1 compares the engine torque increase amount by the tip-in with the ETI request amount of the ETI control being performed, whether it is greater than or less than the ETI request amount to judge

That is, the engine torque to be increased by the driver's tip-in is compared with the engine torque by the ETI request.

Here, the amount of engine torque increase by the tip-in means the amount by which the engine torque will increase according to the amount the driver presses on the accelerator pedal, and the ETI request amount is a rapid shift after the manual power-off/down shift is started. This means the amount requested by the controller 1 to increase the engine torque.

In the step (S30) of the controller 1 processing the ETL control differently, when the engine torque increase amount due to the tip-in is greater than the ETI request amount, the controller 1 sends the ETI The ETL control is performed by applying the request value as the ETL setting value (S31).

That is, if the engine torque increase amount due to tip-in is greater than the ETI request amount, the ETI control being performed is canceled and the engine torque increase amount by the ETI control performed so far is converted to the engine torque set amount of the ETL control. , to achieve both the goal of shortening shift time by ETI control and prevention of shock at the end of shift by ETL control.

Meanwhile, in the step (S30) of processing the ETL control differently, the controller 1 continues to perform the ETI control as shown in FIG. 5 when the engine torque increase amount by the tip-in is less than the ETI request amount , so that the ETL control is not performed (S32).

That is, if the engine torque increase due to the driver's tip-in is less than the ETI request amount and it is determined that the accelerator pedal operation is very slight, the ETL control is canceled and the ETL control is not performed as in the prior art. , to prevent shift delay by maintaining the ETI control that has been performed so far.

Of course, even if the ETL control is canceled as described above, since the amount of operation of the accelerator pedal by the driver is not large, a sudden increase in engine torque does not occur, and thus shift shock does not occur.

6 is a flowchart illustrating a second embodiment of a method for controlling a shift in a vehicle according to the present invention, in which the controller 1 determines whether a driver's tip-in occurs during a manual power-off/down shift ( S110 ); when tip-in occurs, determining, by the controller 1, the level of the APS signal according to the driver's manipulation of the accelerator pedal (S120); The controller 1 is configured to include a step (S130) of differently processing the ETL control according to the magnitude of the APS signal.

In the step (S130) of processing the ETL control differently, the controller 1 applies the ETI request value as an ETL set value when the APS signal is greater than a predetermined reference value to perform the ETL control ( S131).

In the step (S130) of processing the ETL control differently, the controller 1 continues to perform the ETI control and cancels the ETL control when the APS signal is less than or equal to a predetermined reference value (S132).

That is, this embodiment is substantially the same as that of the first embodiment. In the first embodiment, the engine torque increase amount due to tip-in is compared with the ETI request amount, and the magnitude of the APS signal is compared with a predetermined reference value. What you do is different.

That is, since the APS signal is below a certain level, the actual increase in engine torque due to the driver's manipulation of the accelerator pedal is not so great. In the case of the signal level, the ETL control that is started at the same time as the driver's operation of the accelerator pedal is canceled and the ETI control that has been performed so far is continued to be performed, so that rapid shift response can be secured without worrying about the occurrence of shift shock at the end of the shift. is to make it

Accordingly, the reference value may be determined by design through a number of experiments and analysis in accordance with the purpose as described above.

Meanwhile, as described above, when the APS signal is greater than the reference value and the ETI control being performed is canceled and ETL control is started, the ETL control is performed instead of the ETI control by receiving the set value of the ETL control as the ETI request amount. By doing so, it is possible to prevent a shift shock at the end of the shift while allowing an increase in engine torque according to the driver's manipulation of the accelerator pedal to a certain extent, thereby securing excellent shifting feeling.

For reference, in the graphs of the drawings, it is assumed that the transmission to which the present invention is applied is an automatic transmission equipped with a torque converter, and the engine RPM, which is the rotational speed output from the engine, and the turbine, which is the rotational speed of the turbine of the torque converter rotated accordingly. The change in RPM is expressed together, and the release duty means the duty of the solenoid valve for controlling the hydraulic pressure of one of the fastening elements of the transmission that is released during shifting, and the fastening duty refers to the duty of the fastening of the fastening elements of the transmission during shifting. It means the duty of the solenoid valve to control the hydraulic pressure.

Although the present invention has been shown and described with respect to specific embodiments, it is within the art that the present invention can be variously improved and changed without departing from the spirit of the present invention provided by the following claims. It will be obvious to those of ordinary skill in the art.

E; engine
TM; gearbox
W; drive wheel
One; controller

Claims (7)

determining, by the controller, whether a driver's tip-in occurs while manual power-off/down shift is in progress;
determining, by the controller, an increase in engine torque due to tip-in when tip-in occurs;
processing, by the controller, ETL control differently according to the engine torque increase amount due to the tip-in;
consists of,
In the step of determining the engine torque increase amount due to the tip-in, the controller compares the engine torque increase amount by the tip-in with the ETI request amount of the ETI control that is being performed, and determines whether it is greater than or less than the ETI request amount,
In the step of the controller differently processing the ETL control, when the engine torque increase amount by the tip-in is greater than the ETI request amount,
The controller performs the ETL control by applying the ETI request value as an ETL setting value.
A vehicle shift control method, characterized in that. delete delete The method according to claim 1
In the step of the controller differently processing the ETL control, when the engine torque increase amount by the tip-in is less than the ETI request amount,
The controller continues to perform the ETI control and not to perform the ETL control
A vehicle shift control method, characterized in that. determining, by the controller, whether a driver's tip-in occurs while manual power-off/down shift is in progress;
determining, by the controller, the level of the APS signal according to the driver's manipulation of the accelerator pedal when tip-in occurs;
processing, by the controller, ETL control differently according to the magnitude of the APS signal;
consists of,
In the step of the controller differently processing the ETL control, when the APS signal is greater than a predetermined reference value,
The controller performs the ETL control by applying the ETI request value as an ETL setting value.
A vehicle shift control method, characterized in that. delete 6. The method of claim 5,
In the step of the controller differently processing the ETL control, when the APS signal is less than or equal to a predetermined reference value,
The controller continues to perform the ETI control, and cancels the ETL control
A vehicle shift control method, characterized in that.

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