KR102668258B1 - Interlock control device for automatic transmission vehicle and interlock control method using the same - Google Patents

Abstract

Provided is a shift control device for an automatic transmission vehicle that prevents interlock mislearning in consideration of the road conditions on which the vehicle is traveling, and a shift control method using the same.
A shift control device according to an embodiment of the present invention is a shift control device for a vehicle equipped with an acceleration sensor unit, and includes an interlock determination unit that determines whether the vehicle is in an interlock state, and the interlock determination unit includes a turbine A turbine acceleration determination unit that determines whether the input acceleration of the turbine is within a set range, an impact count determination unit that determines whether the number of impacts of the vehicle is a set number when the input acceleration of the turbine is within a set range, and a set number of impacts of the vehicle. In the case of the number of times, it is characterized by including a Z-component acceleration determination unit that determines whether the Z-component acceleration of the acceleration sensor unit is less than a set value.

Description

Shift control device for automatic transmission vehicle and shift control method using the same {INTERLOCK CONTROL DEVICE FOR AUTOMATIC TRANSMISSION VEHICLE AND INTERLOCK CONTROL METHOD USING THE SAME}

The present invention relates to a shift control device and a shift control method using the same, and more specifically, to a shift control device for an automatic transmission vehicle that prevents interlock mislearning and a shift control method using the same.

Typically, the shift control process of a vehicle automatic transmission is based on the driving speed and the opening rate of the throttle valve as well as various detection conditions (oil temperature, coolant temperature, intake air temperature, air volume, etc.), and the transmission control unit (TCU) sets the target from the shift map table. After setting the shift range, the hydraulic pressure for driving the shift solenoid valve is controlled, and through this shift control, shifting to the target shift range is achieved by a plurality of shift operation elements.

In addition, the automatic transmission for a vehicle has a disengaging side element that is converted from an activated state to a disengaged state when shifting to the target gear range is performed, and an engaging side element that is converted from a disengaged state to an activated state, and each disengaged side element And deactivation and operation of the coupling side elements are achieved by hydraulic control supplied to each element.

Meanwhile, during the process of shifting the automatic transmission, for example, if the hydraulic pressure supplied to the engagement side element is initially pressurized before the hydraulic pressure supplied to the release side element is sufficiently released, each operating element of the automatic transmission is operated by hydraulic pressure. Interlocking may occur for a moment due to overlapping, and when this interlock phenomenon occurs, not only does it cause shock and deteriorate shifting and riding comfort, but it also momentarily causes power to move from the transmission to the driving wheels. A problem arises where this is not transmitted.

Meanwhile, in the case of the prior art, a lot of information is required to prevent interlock mislearning, and the control method is complicated. In addition, in the case of the prior art, the interlock phenomenon caused by hydraulic control and the waveform of the shift-related signal according to road conditions (e.g. slopes, speed bumps, irregularities, puddles, etc.) are similar, making it difficult to clearly distinguish between the two cases. There is.

If interlock learning is performed by incorrectly judging the impact that occurred to the vehicle depending on the road situation as an impact caused by the interlock, unnecessary learning is performed, resulting in excessive or under-control of the engagement or release pressure, resulting in a change in shifting feel and transmission. Problems such as deterioration in durability may occur.

Registered Patent Publication No. 10-2185009

The present invention was made to solve the above-mentioned problems, and relates to a shift control device for an automatic transmission vehicle that prevents interlock mislearning by taking into account the conditions of the road on which the vehicle is traveling, and a shift control method using the same.

A shift control device according to an embodiment of the present invention is a shift control device for a vehicle equipped with an acceleration sensor unit, and includes an interlock determination unit that determines whether the vehicle is in an interlock state, and the interlock determination unit includes a turbine A turbine acceleration determination unit that determines whether the input acceleration of the turbine is within a set range, an impact count determination unit that determines whether the number of impacts of the vehicle is a set number when the input acceleration of the turbine is within a set range, and a set number of impacts of the vehicle. In the case of the number of times, it is characterized by including a Z-component acceleration determination unit that determines whether the Z-component acceleration of the acceleration sensor unit is less than a set value.

Preferably, the interlock determination unit is in an interlock state when the input acceleration of the turbine is within a set range, the number of impacts of the vehicle is a set number, and the Z component acceleration of the acceleration sensor unit is less than a set value. It is characterized by judging that it is.

Preferably, the interlock determination unit determines that the vehicle is not in an interlock state when the input acceleration of the turbine does not fall within a set range.

Preferably, the interlock determination unit determines that the vehicle is not in an interlock state when the number of impacts to the vehicle is not a set number.

Preferably, the interlock determination unit determines that the vehicle is not in an interlock state when the Z component acceleration of the acceleration sensor unit is greater than a set value.

Preferably, when the interlock determination unit determines that the vehicle is in an interlock state, it further includes a bit value output unit that outputs a bit value corresponding to the interlock.

Preferably, when it is determined that the vehicle is in an interlock state, a hydraulic learning unit that performs learning on the adjustment of hydraulic pressure supply for shifting of the vehicle and hydraulic pressure for shifting of the vehicle according to the learning of the hydraulic learning unit. It is characterized in that it further includes a hydraulic control unit that regulates supply.

Preferably, the hydraulic learning unit includes a blow-up determination unit that determines blow-up when the difference between the input acceleration of the turbine and the current acceleration of the turbine exceeds a set value, and a blow-up determination unit that determines blow-up between the input acceleration of the turbine and the current acceleration of the turbine. If the difference in current acceleration does not exceed the set value, a shift time determination unit that determines whether the difference between the time actually spent in the shift preparation section of the vehicle and the preset shift time is less than the set value, and the shift preparation of the vehicle If the difference between the time actually spent in the section and the preset shift time is less than the set value, it is characterized by including a tie-up determination unit that determines whether to tie up.

Preferably, when the blow-up determination unit determines that the hydraulic pressure control unit is blow-up, the hydraulic pressure control unit adjusts hydraulic pressure supply for shifting of the vehicle accordingly, and the shift-required time determination unit determines that the vehicle If the difference between the time actually spent in the shift preparation section and the preset shift time is greater than the set value, the hydraulic pressure supply for shifting of the vehicle is adjusted accordingly, and the tie-up determination unit determines that it is a tie-up. or is not determined to be a tie-up, the hydraulic pressure supply for shifting the vehicle is adjusted accordingly.

A shift control method according to an embodiment of the present invention is a method of controlling shift of a vehicle including an acceleration sensor unit, including the step of determining whether the vehicle is in an interlock state, and determining whether the vehicle is in an interlock state. The determining step includes determining whether the input acceleration of the turbine is within a set range, and if the input acceleration of the turbine is within the set range, determining whether the number of impacts of the vehicle is a set number of times, and the step of determining whether the number of impacts of the vehicle is a set number of times. In this case, it is characterized by including the step of determining whether the Z component acceleration of the acceleration sensor unit is less than or equal to a set value.

Preferably, in the step of determining whether the vehicle is in an interlock state, the input acceleration of the turbine is within a set range, the number of impacts of the vehicle is a set number, and the Z component acceleration of the acceleration sensor unit is less than or equal to a set value. In this case, the method further includes determining that the vehicle is in an interlock state.

Preferably, the step of determining whether the vehicle is in an interlock state further includes determining that the vehicle is not in an interlock state when the input acceleration of the turbine does not fall within a set range. Do it as

Preferably, the step of determining whether the vehicle is in an interlock state further includes the step of determining that the vehicle is not in an interlock state when the number of impacts of the vehicle is not a set number. .

Preferably, the step of determining whether the vehicle is in an interlock state further includes determining that the vehicle is not in an interlock state when the Z component acceleration of the acceleration sensor unit is greater than a set value. do.

Preferably, when it is determined that the vehicle is in an interlock state, the method further includes outputting a bit value corresponding to the interlock.

Preferably, when it is determined that the vehicle is in an interlock state, performing learning on the adjustment of hydraulic pressure supply for shifting the vehicle and learning about the adjustment of the hydraulic supply for shifting the vehicle. It is characterized in that it further includes the step of regulating hydraulic pressure supply.

Preferably, the step of learning about the adjustment of hydraulic pressure supply for shifting gears of the vehicle includes a blow-up determination step of determining whether the difference between the input acceleration of the turbine and the current acceleration of the turbine exceeds a set value; , when the difference between the input acceleration of the turbine and the current acceleration of the turbine does not exceed the set value, determining whether the difference between the time actually spent in the shift preparation section of the vehicle and the preset shift time is less than the set value. and determining whether to tie up when the difference between the time actually spent in the gear shift preparation section of the vehicle and the preset gear shift time is less than a set value.

Preferably, the step of adjusting the hydraulic pressure supply for shifting of the vehicle according to learning about adjusting the hydraulic supply includes, when blow-up is determined in the blow-up determination step, the step of adjusting the hydraulic pressure supply for shifting of the vehicle accordingly. A step of adjusting hydraulic pressure supply, and if the difference between the time actually spent in the gear shift preparation section of the vehicle and the preset shift time is greater than a set value, adjusting the hydraulic pressure supply for gear shifting of the vehicle accordingly, and the tie In the step of determining whether to up or not, if it is determined to be a tie-up or not to be a tie-up, the step of adjusting the hydraulic pressure supply for shifting the vehicle accordingly.

According to the present invention, by measuring the Z-component acceleration using an acceleration sensor unit, it is possible to determine whether the impact generated in the vehicle is an impact caused by the interlock or an impact caused by the road situation, thereby preventing mislearning of the interlock and improving the shifting feel and transmission. Durability can be improved.

1 is a diagram showing a shift control device according to an embodiment of the present invention.
Figure 2 is a diagram showing impact measurement data based on interlock and impact measurement data based on road conditions.
Figure 3 is a flowchart showing a shift control method according to an embodiment of the present invention.
FIG. 4 is a flowchart showing the interlock determination step in FIG. 3 in detail.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. First, when adding reference numerals to components in each drawing, it should be noted that identical components are given the same reference numerals as much as possible even if they are shown in different drawings. Additionally, in describing the present invention, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description will be omitted. In addition, preferred embodiments of the present invention will be described below, but the technical idea of the present invention is not limited or restricted thereto, and of course, it can be modified and implemented in various ways by those skilled in the art.

FIG. 1 is a diagram showing a shift control device 100 according to an embodiment of the present invention, and FIG. 2 is a diagram showing impact measurement data based on an interlock and impact measurement data based on road conditions.

Referring to FIG. 1, the shift control device 100 of the vehicle 1 including the acceleration sensor unit 2 includes an interlock determination unit 110, a bit value output unit 120, and a hydraulic learning unit 130. and a hydraulic control unit 140. As an example, the shift control device 100 may be a transmission control unit (TCU), and the interlock determination unit 110 may be a component that determines the interlock of the automatic transmission provided in the vehicle 1.

As an example, the vehicle 1 may be an automatic transmission vehicle including an automatic transmission, and the acceleration sensor unit 2 is a component mounted on the vehicle 1 and moves in three axes (X-axis, Y-axis) when the vehicle 1 is running. Acceleration in the Z-axis direction can be sensed. By way of example, the acceleration sensor unit 2 may be installed in the engine or transmission of the vehicle 1.

Referring to Figure 2, impact measurement data due to the interlock of the transmission (Figure 2(a)) and impact measurement data due to road conditions (e.g. slopes, speed bumps, irregularities, puddles, etc.) (Figure 2(b)). It can be seen that the waveform of the turbine's output acceleration (current acceleration of the turbine) appears similar.

At this time, when the vehicle 1 is equipped with the acceleration sensor unit 2 described above, impact measurement data by interlock (FIG. 2(a)) and impact measurement data by road conditions (FIG. 2(b)) can be easily distinguished.

For example, when an interlock occurs, the deviation of the Z component acceleration sensed by the acceleration sensor unit 2 does not increase beyond a certain value, as shown in FIG. 2(a).

On the other hand, when the driving path of the vehicle 1 is convex like a speed bump or concave like a puddle, the deviation of the Z component acceleration sensed by the acceleration sensor unit 2 is constant, as shown in FIG. 2(b). It can grow beyond the value.

Therefore, in the shift control device 100 of the present invention, when the interlock determination unit 110 determines whether the vehicle 1 is in an interlock state, the Z component acceleration sensed by the acceleration sensor unit 2 ( It is possible to accurately determine whether the vehicle 1 is interlocked by using whether the acceleration value in the vertical direction from the travel path is less than or equal to a set value.

Referring to FIG. 1, the interlock determination unit 110 includes a turbine acceleration determination unit 112 that determines whether the input acceleration of the turbine is within a set range, and when the input acceleration of the turbine is within a set range, the impact of the vehicle 1 An impact count determination unit 114 that determines whether the number of impacts is a set number, and a Z component acceleration determination unit that determines whether the Z component acceleration of the acceleration sensor unit 2 is less than a set value when the number of impacts of the vehicle 1 is a set number. Includes (116).

As an example, the turbine acceleration determination unit 112 may determine whether the input acceleration of the turbine is within a set range depending on whether it is greater than a preset minimum set value and less than a preset maximum set value.

In addition, the number of impacts determination unit 114 may determine whether the number of impacts of the vehicle 1 is the set number of times depending on whether the number of impacts of the vehicle 1 is 1, which is the set number.

Additionally, the Z-component acceleration determination unit 116 may determine whether the Z-component acceleration is less than a set value, depending on whether the Z-component acceleration is less than a preset maximum set value.

The interlock determination unit 110 determines that the input acceleration of the turbine determined by the turbine acceleration determination unit 112 is within a set range, and the number of impacts of the vehicle 1 determined by the impact count determination unit 114 is a set number of times. (Example: once), and if the Z-component acceleration of the acceleration sensor unit 2 determined by the Z-component acceleration determination unit 116 is less than or equal to the set value, it can be determined that the vehicle 1 is in an interlock state. .

On the other hand, the interlock determination unit 110 may determine that the vehicle 1 is not in an interlock state when the input acceleration of the turbine determined by the turbine acceleration determination unit 112 does not fall within the set range.

Additionally, the interlock determination unit 110 may determine that the vehicle 1 is not in an interlock state when the number of impacts to the vehicle 1 is not the set number (e.g., two or more times).

Additionally, the interlock determination unit 110 may determine that the vehicle 1 is not in an interlock state when the Z component acceleration of the acceleration sensor unit 2 is greater than or equal to a set value.

Therefore, the interlock determination unit 110 determines that the input acceleration of the turbine determined by the turbine acceleration determination unit 112 is within the set range, and the number of impacts of the vehicle 1 determined by the impact number determination unit 114 is It is a set number of times, and the vehicle 1 can be determined to be in an interlock state only when all of the cases where the Z-component acceleration of the acceleration sensor unit 2 determined by the Z-component acceleration determination unit 116 is less than or equal to the set value are satisfied. there is.

On the other hand, if any of the conditions determined by the turbine acceleration determination unit 112, the impact count determination unit 114, and the Z component acceleration determination unit 116 are not met, the interlock determination unit 110 It may be determined that the impact to the vehicle 1 is not caused by the lock, but rather by the road conditions.

When the interlock determination unit 110 determines that the vehicle 1 is in an interlock state, the bit value output unit 120 may output a bit value (e.g., 1) corresponding to the interlock.

When it is determined that the vehicle 1 is in an interlock state, the hydraulic learning unit 130 may perform learning on the adjustment of hydraulic pressure supply for shifting the vehicle 1.

In detail, the hydraulic learning unit 130 includes a blow-up determination unit 132, a shift time required determination unit 134, and a tie-up determination unit 136.

At this time, blow-up refers to a phenomenon that occurs due to a discrepancy between the synchronous speed of the current gear stage and the actual speed in the shift preparation section, and tie-up refers to the actual time spent in the shift preparation section. It is smaller than this preset shifting time (meaning the preset value as the time required from the start of shifting), and at the same time, the minimum slope value of the ring gear speed connected to the carrier connected to the output shaft. This refers to a phenomenon that occurs when the threshold value is less than the preset value.

The blow-up determination unit 132 may determine blow-up when the difference between the input acceleration of the turbine and the current acceleration of the turbine exceeds a set value.

If the difference between the input acceleration of the turbine and the current acceleration of the turbine does not exceed the set value, the shift time determination unit 134 determines the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time. It can be determined whether is less than the set value.

The tie-up determination unit 136 may determine whether to tie-up when the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is less than the set value.

The hydraulic control unit 140 may adjust hydraulic pressure supply for shifting the vehicle 1 according to learning from the hydraulic learning unit 130.

As an example, when the blow-up determination unit 132 determines that the hydraulic pressure control unit 140 is blow-up, the hydraulic pressure control unit 140 may adjust the hydraulic pressure supply for shifting the vehicle 1 accordingly.

In detail, when it is determined as a blow-up by the blow-up determination unit 132, the hydraulic pressure control unit 140 can adjust the hydraulic pressure supply for shifting the vehicle 1 according to the blow-up state, and the release side By adjusting the hydraulic pressure supplied to the friction element and the engagement side friction element, the release pressure and engagement pressure for shifting the vehicle 1 can be adjusted.

In addition, when the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is greater than the set value, the hydraulic control unit 140 determines the shift time required by the shift time determination unit 134, and accordingly, the The hydraulic pressure supply for shifting (1) can be adjusted.

In detail, the hydraulic control unit 140 determines that the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is greater than the set value by the shift required time determination unit 134. In this case, the hydraulic pressure supply for shifting of the vehicle 1 may be adjusted according to a state in which the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is greater than the set value. At this time, the hydraulic control unit 140 operates according to a state in which the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is greater than the set value, By adjusting the hydraulic pressure supplied to the release-side friction element and the engagement-side friction element, the release pressure and engagement pressure for shifting the vehicle 1 can be adjusted.

In addition, when the hydraulic pressure control unit 140 determines that the tie-up is determined by the tie-up determination unit 136 or is not determined to be a tie-up, the hydraulic pressure control unit 140 may adjust the hydraulic pressure supply for shifting the vehicle 1 accordingly.

In detail, the hydraulic control unit 140 can adjust the hydraulic pressure supply for shifting of the vehicle 1 according to the tie-up state when it is determined to be tie-up by the tie-up determination unit 136, By adjusting the hydraulic pressure supplied to the side friction element and the engagement side friction element, the release pressure and engagement pressure for shifting the vehicle 1 can be adjusted.

In addition, when the hydraulic control unit 140 is not determined to be a tie-up by the tie-up determination unit 136, the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is set. Depending on the condition being less than the value, the hydraulic pressure supply for shifting the vehicle 1 can be adjusted. At this time, the hydraulic control unit 140 adjusts the hydraulic pressure supplied to the friction element on the release side according to the state where the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is less than the set value. The release pressure for shifting the vehicle 1 can be adjusted.

According to the shift control device 100 of the present invention, it is determined whether the impact generated in the vehicle 1 is an impact caused by the interlock or an impact caused by road conditions by measuring the Z component acceleration using the acceleration sensor unit 2. This can prevent interlock mislearning and improve shifting feel and durability of the transmission.

FIG. 3 is a flowchart showing a shift control method according to an embodiment of the present invention, and FIG. 4 is a flowchart showing the interlock determination step in FIG. 3 in detail.

Referring to Figures 3 and 4, the shift control method of the present invention is as follows.

First, it is determined whether the vehicle 1 is in an interlock state (step S1). At this time, step S1 may be performed by the interlock determination unit 110 described above.

In detail, step S1 includes determining whether the input acceleration of the turbine is within a set range (step S11), and, if the input acceleration of the turbine is within the set range, determining whether the number of impacts of the vehicle 1 is a set number. (Step S12) and, when the number of impacts of the vehicle 1 is a set number, determining whether the Z component acceleration of the acceleration sensor unit 2 is less than or equal to the set value (Step S13).

At this time, step S11 is performed by the turbine acceleration determination unit 112 described above, step S12 is performed by the impact number determination unit 114 described above, and step S13 is performed by the Z component acceleration determination unit described above. It can be performed by (116).

In addition, in step S1, when the input acceleration of the turbine is within a set range, the number of impacts of the vehicle 1 is a set number, and the Z component acceleration of the acceleration sensor unit 2 is below the set value, the vehicle 1 A step of determining that the vehicle 1 is in an interlock state (step S14), and if the input acceleration of the turbine does not fall within the set range, a step of determining that the vehicle 1 is not in an interlock state (step S15), and a step of determining that the vehicle 1 is not in the interlock state (step S14). ), if the number of impacts is not the set number, determining that the vehicle (1) is not in the interlock state (step S16), and if the Z component acceleration of the acceleration sensor unit (2) is more than the set value, the vehicle (1) It further includes a step of determining that the interlock is not in the state (step S17).

At this time, steps S14 to S17 may be performed by the interlock determination unit 110 described above.

Next, when it is determined that the vehicle 1 is in an interlock state, a bit value corresponding to the interlock is output (step S2). At this time, step S2 may be performed by the bit value output unit 120 described above.

Next, when it is determined that the vehicle 1 is in an interlock state, learning is performed on the adjustment of hydraulic pressure supply for shifting the vehicle 1.

In detail, the step of learning about the adjustment of hydraulic pressure supply for shifting the vehicle 1 includes a blow-up determination step of determining whether the difference between the input acceleration of the turbine and the current acceleration of the turbine exceeds a set value. (Step S31), when the difference between the input acceleration of the turbine and the current acceleration of the turbine does not exceed the set value, the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is greater than the set value. It includes a step of determining whether the difference is small (step S32) and a step of determining whether to tie up if the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is less than the set value (step S33). . At this time, step S31 may be performed by the blow-up determination unit 132 described above, step S32 may be performed by the shift time required determination unit 134 described above, and step S33 may be performed by the blow-up determination unit 132 described above. This may be performed by the tie-up determination unit 136.

Next, the hydraulic pressure supply for shifting the vehicle 1 is adjusted according to the learning on the adjustment of hydraulic pressure supply such as step S31, step S32, and step S33.

As an example, the step of adjusting the hydraulic pressure supply for shifting the vehicle 1 according to learning about the adjustment of the hydraulic supply includes, if blowup is determined in step S31, the hydraulic pressure for shifting the vehicle 1 accordingly. It includes a step of controlling supply (step S41).

In detail, in step S41, hydraulic pressure supply for shifting the vehicle 1 can be adjusted depending on the blow-up state.

In addition, the step of adjusting the hydraulic pressure supply for shifting of the vehicle 1 according to learning about the adjustment of hydraulic pressure is the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time in step S32. If it is determined that the difference is greater than the set value, it includes a step (step S42) of adjusting the hydraulic pressure supply for shifting the vehicle 1 accordingly.

In detail, in step S42, the hydraulic pressure supply for shifting of the vehicle 1 is adjusted according to the state in which the difference between the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time is greater than the set value. You can.

In addition, the step of adjusting the hydraulic pressure supply for shifting the vehicle 1 according to learning about the adjustment of hydraulic pressure is in step S33. If it is determined to be a tie-up or not determined to be a tie-up, adjusting the hydraulic pressure supply for shifting of the vehicle 1 accordingly (step S43 (if determined to be a tie-up) and step S44 (if not determined to be a tie-up) case)) includes.

In detail, in step S43, the hydraulic pressure supply for shifting of the vehicle 1 can be adjusted according to the tie-up state, and in step S44, the time actually spent in the shift preparation section of the vehicle 1 and the preset shift time Depending on the state in which the difference between is smaller than the set value, the hydraulic pressure supply for shifting the vehicle 1 can be adjusted.

At this time, steps S41 to S44 may be performed by the hydraulic pressure adjusting unit 140 described above.

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications, changes, and substitutions can be made by those skilled in the art without departing from the essential characteristics of the present invention. will be. Accordingly, the embodiments disclosed in the present invention and the attached drawings are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments and the attached drawings. . The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

1: vehicle
2: Acceleration sensor unit
100: Shift control device
110: Interlock judgment unit
112: Turbine acceleration determination unit
114: Impact count determination unit
116: Z component acceleration determination unit
120: bit value output unit
130: Hydraulic learning unit
140: Hydraulic control unit

Claims (18)

In the vehicle shift control device equipped with an acceleration sensor unit and controlling shifting of an automatic transmission,
An interlock determination unit that determines whether the automatic transmission is in an interlock state,
The interlock determination unit,
a turbine acceleration determination unit that determines whether the input acceleration of the turbine of the automatic transmission is within a set range;
When the input acceleration of the turbine is within a set range, an impact number determination unit that determines whether the number of impacts of the vehicle is a set number; and
When the number of impacts of the vehicle is a set number, a Z-component acceleration determination unit that determines whether the Z-component acceleration, which is an acceleration value in the vertical direction from the vehicle's travel path of the acceleration sensor unit, is less than or equal to a set value,
The interlock determination unit determines whether the automatic transmission is in an interlock state depending on whether the Z-component acceleration of the acceleration sensor unit is less than a set value. According to clause 1,
The interlock determination unit,
When the input acceleration of the turbine is within a set range, the number of impacts of the vehicle is a set number, and the Z component acceleration of the acceleration sensor unit is less than a set value, the automatic transmission is determined to be in an interlock state. controller. According to clause 1,
The interlock determination unit,
A shift control device characterized in that, when the input acceleration of the turbine does not fall within a set range, it is determined that the automatic transmission is not in an interlock state. According to clause 1,
The interlock determination unit,
A shift control device characterized in that, when the number of impacts of the vehicle is not a set number, it is determined that the automatic transmission is not in an interlock state. According to clause 1,
The interlock determination unit,
A shift control device characterized in that, when the Z component acceleration of the acceleration sensor unit is greater than a set value, it is determined that the automatic transmission is not in an interlock state. According to clause 2,
The shift control device further includes a bit value output unit that outputs a bit value corresponding to the interlock when the automatic transmission is determined to be in an interlock state by the interlock determination unit. According to clause 6,
When it is determined that the automatic transmission is in an interlock state, a hydraulic learning unit that performs learning on the adjustment of hydraulic pressure supply for shifting the automatic transmission and
A shift control device further comprising a hydraulic control unit that adjusts hydraulic pressure supply for shifting of the automatic transmission according to learning from the hydraulic learning unit. According to clause 7,
The hydraulic learning unit,
a blow-up determination unit that determines blow-up when the difference between the input acceleration of the turbine and the current acceleration of the turbine exceeds a set value;
When the difference between the input acceleration of the turbine and the current acceleration of the turbine does not exceed the set value, the shift determines whether the difference between the time actually spent in the shift preparation section of the automatic transmission and the preset shift time is less than the set value. Required time judgment department and
A shift control device comprising a tie-up determination unit that determines whether to tie-up when the difference between the time actually spent in the shift preparation section of the automatic transmission and the preset shift time is less than the set value. According to clause 8,
The hydraulic control unit,
If blow-up is determined by the blow-up determination unit, hydraulic pressure supply for shifting of the automatic transmission is adjusted accordingly,
When the difference between the time actually spent in the shift preparation section of the automatic transmission and the preset shift time is greater than a set value, the shift time determination unit adjusts hydraulic pressure supply for shift of the automatic transmission accordingly,
A shift control device characterized in that, when determined to be tie-up or not determined to be tie-up by the tie-up determination unit, hydraulic pressure supply for shifting of the automatic transmission is adjusted accordingly. In a vehicle shift control method including an acceleration sensor unit and controlling shift of an automatic transmission,
A step of determining whether the automatic transmission is in an interlock state,
The step of determining whether the automatic transmission is in an interlock state is:
determining whether the input acceleration of the turbine of the automatic transmission is within a set range;
If the input acceleration of the turbine is within a set range, determining whether the number of impacts of the vehicle is a set number; and
When the number of impacts of the vehicle is a set number, determining whether the Z-component acceleration, which is an acceleration value in the vertical direction from the vehicle's travel path of the acceleration sensor unit, is less than or equal to a set value,
A shift control method characterized in that, in the step of determining whether the automatic transmission is in an interlock state, it is determined whether the automatic transmission is in an interlock state according to whether the Z component acceleration of the acceleration sensor unit is less than a set value. According to clause 10,
The step of determining whether the automatic transmission is in an interlock state is:
If the input acceleration of the turbine is within a set range, the number of impacts of the vehicle is a set number, and the Z-component acceleration of the acceleration sensor unit is less than or equal to a set value, determining that the automatic transmission is in an interlock state. A shift control method characterized by: According to clause 10,
The step of determining whether the automatic transmission is in an interlock state is:
A shift control method further comprising determining that the automatic transmission is not in an interlock state when the input acceleration of the turbine does not fall within a set range. According to clause 10,
The step of determining whether the automatic transmission is in an interlock state is:
A shift control method further comprising determining that the automatic transmission is not in an interlock state when the number of impacts of the vehicle is not a set number. According to clause 10,
The step of determining whether the automatic transmission is in an interlock state is:
A shift control method further comprising determining that the automatic transmission is not in an interlock state when the Z-component acceleration of the acceleration sensor unit is greater than or equal to a set value. According to claim 11,
A shift control method further comprising outputting a bit value corresponding to the interlock when it is determined that the automatic transmission is in an interlock state. According to clause 15,
If it is determined that the automatic transmission is in an interlock state, performing learning on the adjustment of hydraulic pressure supply for shifting the automatic transmission, and
A shift control method further comprising the step of adjusting hydraulic pressure supply for shifting of the automatic transmission according to learning about the adjustment of hydraulic pressure supply. According to clause 16,
The step of learning about the adjustment of hydraulic pressure supply for shifting the automatic transmission is,
A blow-up determination step of determining whether the difference between the input acceleration of the turbine and the current acceleration of the turbine exceeds a set value;
When the difference between the input acceleration of the turbine and the current acceleration of the turbine does not exceed the set value, determining whether the difference between the time actually spent in the shift preparation section of the automatic transmission and the preset shift time is less than the set value. and
A shift control method comprising determining whether to tie up when the difference between the time actually spent in the shift preparation section of the automatic transmission and the preset shift time is less than a set value. According to clause 17,
The step of adjusting hydraulic pressure supply for shifting of the automatic transmission according to learning about the adjustment of hydraulic pressure supply,
If blow-up is determined in the blow-up determination step, adjusting hydraulic pressure supply for shifting of the automatic transmission accordingly;
If the difference between the time actually spent in the shift preparation section of the automatic transmission and the preset shift time is greater than the set value, adjusting the hydraulic pressure supply for shifting of the automatic transmission accordingly;
A shift control method comprising the step of adjusting hydraulic pressure supply for shifting of the automatic transmission when it is determined to be a tie-up or not determined to be a tie-up in the step of determining whether to tie up.

Images