KR20170096422A - Method and Controller for Controlling Dual Mass Flywheel Impact Torque Stability and Vehicle thereby - Google Patents

Method and Controller for Controlling Dual Mass Flywheel Impact Torque Stability and Vehicle thereby Download PDF

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Publication number
KR20170096422A
KR20170096422A KR1020160017775A KR20160017775A KR20170096422A KR 20170096422 A KR20170096422 A KR 20170096422A KR 1020160017775 A KR1020160017775 A KR 1020160017775A KR 20160017775 A KR20160017775 A KR 20160017775A KR 20170096422 A KR20170096422 A KR 20170096422A
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South Korea
Prior art keywords
engine
signal
dmf
impact torque
rpm
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KR1020160017775A
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Korean (ko)
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KR101827084B1 (en
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박정호
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현대자동차주식회사
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/28—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of power take-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

The DMF impact torque control stability enhancement method of the present invention considers the signal noise of the engine RPM under the condition of 520 RPM or less of the engine RPM leading to the generation of the DMF impact torque and delays entry of the fuel cut by the number of engine RPM counts due to signal noise , The instantaneous fuel-cut is interrupted and the engine is restarted with the shift lever neutral signal and the clutch pedal signal as the driver reset signal during the fuel cut, and the controller 10 performing this operation is applied to the vehicle, The engine start off is reduced, and the user convenience is greatly improved by reflecting the driver's will to restart the engine.

Description

≪ Desc / Clms Page number 2 > BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a controller and a vehicle for performing a DMF impact torque control stability enhancement method,

The present invention relates to DMF impact torque control, and more particularly to a controller and a vehicle that perform a DMF impact torque control stability enhancement method with improved engine restartability due to start-off.

Generally, a flywheel is applied to a crankshaft that transmits power of the engine, and the flywheel functions to prevent rotational vibration generated in the engine from being transmitted to the transmission side.

In particular, the dual mass flywheel (DMF), a dual mass flywheel in the flywheel, is a component of a torsional vibration damper spring with flywheel masses separated into a primary flywheel (on the engine (or crankshaft) side) and a secondary flywheel And has a DMF resonance region below 600 revolution per minute (RPM) of the engine as operating characteristics.

Therefore, the engine ECU (Electronic Control Unit) increases fuel injection below 600 RPM of engine to prevent engine stall, and performs DMF impact torque control logic according to fuel injection increase below 600 RPM of engine.

For example, the DMF impact torque control logic performs a fuel cut for a predetermined time when the engine is under the engine starting condition (or the engine starting state) at 520 RPM or less of the engine.

As a result, the DMF can be protected from breakage by preventing engine RPM fluctuation (reverse detonation) caused by the fuel injection increase below 600 RPM of the engine from exceeding the relative speed of the primary flywheel and the secondary flywheel.

Japan Patent Office: 2005-069206 (March 17, 2005)

However, since the DMF impact torque control logic concentrates on safety for preventing damage to the DMF, it has the following limitations.

First, as the engine start off frequency increases, this is due to the engine RPM signal noise being not reflected in the DMF impact torque control logic entry condition at all. For example, the engine RPM signal noise causes engine RPM hunting near 520RPM, which is the entry condition of the DMF impact torque control logic, so that the engine ECU is configured so that the actual engine RPM is 520RPM The unnecessary fuel cut is performed, and the unnecessary fuel cut is forced to frequently turn off the engine.

Second, due to user friendliness degradation, this is due to the DMF impact torque control logic initialization condition not being considered at all by the user intention. For example, the DMF impact torque reduction logic requires about 6 seconds of Fuel Cut time, whereas a user who recognizes the start off has a tendency to downshift immediately to attempt a restart. As a result, there is a minimum of 6 seconds delay between the recognition of the engine start-off by the user and the actual engine start, and a key operation such as start after IG OFF is required.

Accordingly, the present invention takes the above-described points into consideration and applies the time delay reflecting engine RPM hunting due to engine RPM signal noise, thereby reducing engine start-up due to unnecessary fuel cut performance, The DMF impact torque control method of the present invention provides a controller and a vehicle that perform the DMF impact torque control stability enhancement method with a greatly improved user convenience due to rapid engine restart by the driver during the fuel cut.

According to another aspect of the present invention, there is provided a DMF impact torque control stability enhancement method comprising the steps of: (A) detecting an impact torque generation factor leading to a DMF impact torque generation by a controller; (B) signal noise for the impact torque generating factor is considered, and delay of the fuel cut by the controller due to the signal noise; (C) when the driver's reset signal is detected during the fuel cut, stopping the fuel cut by the controller and restarting the engine; (D) if an IG OFF signal is detected after the Fuel-Cut, the controller performs an engine restart; Is included.

In a preferred embodiment, the impact torque generating factor is an engine RPM signal of less than 520 revolutions per minute (RPM), the engine RPM is considered as the signal noise based on 520 RPM or less, the signal noise is 520RPM drop, An engine RPM fluctuation range by a hunting waveform caused by a rise and a rise, a time range by one occurrence cycle of the hunting waveform, and a count number by a repetition cycle of the hunting waveform.

As a preferred embodiment, the engine RPM variation range, the time range, the count number are reflected in the engine RPM count, and the engine RPM count delays the Fuel-Cut.

In a preferred embodiment, the engine RPM count is accumulated as a number N of times (N is an integer including 1).

In a preferred embodiment, the driver reset signal is a clutch pedal signal and a shift lever neutral signal.

In order to achieve the above object, the controller of the present invention considers the signal noise of the engine RPM under the condition of 520 RPM or less of the engine RPM leading to the generation of the DMF impact torque, and the signal noise of the fuel RPM Cutting of the Fuel-Cut is stopped and the engine is restarted with the shift lever neutral signal and the clutch pedal signal as the driver reset signal during the fuel cut. The signal noise table for Fuel Cut and engine restart and Fuel Cut And an impact torque map with a table and a reset table.

To achieve the above object, the present invention provides a vehicle in which the signal noise of the engine RPM is considered under the condition of 520 RPM or less of the engine RPM leading to the generation of the impact torque of the DMF, and the signal noise of the fuel RPM Cutting of the Fuel-Cut is stopped and the engine is restarted with the shift lever neutral signal and the clutch pedal signal as the driver reset signal during the fuel cut. The signal noise table for Fuel Cut and engine restart and Fuel Cut A controller associated with an impact torque map with a table and a Reset table; A power train controlled by the controller for fuel cut control and connected to the engine and the transmission by a DMF (Dual Mass Flywheel); Is included.

In a preferred embodiment, the controller is an engine ECU (Electronic Control Unit), and the engine ECU cooperates with a TCU (Transmission Control Unit) for controlling the transmission, and the TCU transmits a shift lever signal to the engine ECU .

In a preferred embodiment, the DMF includes a torsional vibration damper spring with a flywheel mass separated into a Primary flywheel and a Secondary flywheel, and has a DMF resonance region below 600 revolution per minute (RPM) of the engine.

The DMF impact torque control logic of the present invention enhances the entry condition to the engine RPM signal noise to prevent unnecessary fuel cut due to engine RPM hunting near 520RPM, By widening it to a shift lever signal and a clutch signal, the engine restart is not limited after IG OFF, and there is an effect that the engine can be restarted immediately after low-speed gear change after recognizing the start-off of the user.

Further, since the vehicle of the present invention is controlled by the controller that performs the DMF impact torque control logic in which the entry condition is strengthened and the initialization condition is expanded, the engine start off due to the unnecessary fuel cut is fundamentally cut off at 600 RPM or less of the engine, The user who recognizes the start-off can immediately restart the operation with the low-speed gearshift, thereby improving the user's convenience.

FIG. 1 is a flowchart of a DMF impact torque control stability enhancement method according to the present invention, FIG. 2 is an example of a controller in which a DMF impact torque control stability enhancement method according to the present invention is performed, and FIG. FIG. 5 shows an application example of the logic initialization according to the present invention, FIG. 6 shows a DMF (Dual Mass Flywheel) DMF This is an example of an impact torque control diagram.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

1 shows a flowchart of a DMF impact torque control stability enhancement method according to the present invention. As shown in the figure, the DMF impact torque control stability enhancing method reflects the engine RPM signal noise in the entry condition of the DMF impact torque control logic, so that the start-off phenomenon is fundamentally eliminated under 520 RPM by the signal NOISE, The user's intention is taken into account, thereby improving the user's convenience by allowing the user to restart the low-gear transmission immediately after recognizing the start-off.

2 and 3 show examples of a controller and a vehicle.

2, the controller 10 includes an impact torque map 1, and the impact torque map 1 includes a signal noise table 1-1, a fuel cut table 1-2, a reset table 1-3).

Specifically, the signal noise table 1-1 is set to an AND combination in which the engine start condition / state, the engine RPM detection signal, and the engine RPM detection signal noise are simultaneously satisfied and the Fuel Cut satisfaction signal is output. The reset table 1-2 is set so that the driver reset signal is output to the Fuel Cut table 1-2 together with the IG OFF reset signal for interrupting the fuel cut execution signal. Here, the driver's reset signal is a low-speed gearshift signal, and the low-gearshift signal is composed of a shift lever neutral signal together with a clutch pedal signal. The Fuel Cut table (1-3) outputs a Fuel Cut execution signal to the Fuel Cut satisfaction signal, and outputs the Fuel Cut execution signal to the IG OFF Reset signal or the Driver Reset signal input.

3, the vehicle includes a controller 10, a TCU (Transmission Control Unit) 20, and a power train 30 associated with the impact torque map 1.

Specifically, the controller 10 applies an engine ECU (Electronic Control Unit) which receives various types of status information of the engine 40 from the engine input data 10-1 and receives the engine RPM signal and the IG ON / OFF signal , And determines the engine RPM signal noise by monitoring the engine RPM signal.

Specifically, the TCU 20 receives a shift lever signal from the transmission input data 20-1, and the shift lever signal includes a lower gear shift signal made up of a shift lever neutral signal together with a clutch pedal signal, The low gear transmission signal is provided to the impact torque map 1 or the controller 10 and is provided as an operator reset signal for engine restart.

Specifically, the power train 30 includes a transmission 50 having an engine 40 and a transmission clutch, a DMF (Dual Mass Flywheel) 60 provided between the engine 40 and the transmission 50, . The DMF 60 includes a torsional vibration damper spring together with a flywheel mass separated into a primary flywheel (on the engine (or crankshaft) side) and a secondary flywheel (on the clutch side) Respectively.

Hereinafter, an embodiment of the DMF impact torque control stability enhancement method of the present invention will be described in detail with reference to FIGS. 2 to 7. FIG. In this case, the control subject is the controller 10 associated with the impact torque map 1. The controller 10 includes an engine ECU and a TCU 20, and the engine ECU and the TCU 20 cooperate with each other .

S10 is a step in which the controller 10 detects an impact torque generation factor leading to the DMF impact torque generation of the DMF 60 and determines whether or not the condition is satisfied. 2 and 3, the controller 10 recognizes the engine starting state based on the IG ON signal provided in the engine input data 10-1 in a state of being associated with the impact torque map 1, thereby performing a fuel cut And judges whether the engine RPM drops to 520 RPM or less by the engine RPM signal. As a result, when the engine RPM is not dropped to 520 RPM or less in the engine starting state of the engine 40, the engine RPM is continuously monitored for drop, while when the engine RPM is lowered to 520 RPM or less In this case, the new variable for entering the Fuel Cut entry condition is reflected by entering S20.

S20 is a step in which a new variable is applied by the controller 10 to judge that the Fuel Cut entry condition is satisfied. 2, 3 and 4, the controller 10 applies the engine RPM detection signal noise to the new variable in association with the impact torque map 1, Analyze by RPM variation range, time range, and counts.

Specifically, the engine RPM fluctuation range is analyzed as 520 RPM drop / rise engine RPM hunting waveform on the basis of 520 RPM of the engine RPM, and the time range is one time occurrence of the engine RPM hunting waveform And the number of counts is analyzed to be a repetition period of the engine RPM hunting waveform, so that the N number of times (N is an integer including 1) is calculated. As a result, the controller 10 reflects the influence of the engine RPM detection signal noise in the engine RPM count in a state of being associated with the impact torque map 1. The engine RPM count is accumulated to the N number of times (N is an integer including 1).

For example, when the engine RPM hunting waveform is repeated three times in the engine RPM detection signal noise, Timer1 is given in the first cycle, Timer2 is given in the next cycle, and Timer3 is given in the final cycle. do. As a result, the impact torque map 1 delays the Fuel Cut satisfaction signal output of the signal noise table 1-1 by the number of engine RPM counts three times, and the controller 10 delays the Fuel Cut satisfaction signal output of the signal noise table 1-1, The Fuel Cut performance can be delayed by three engine RPM counts.

Step S30 is a step in which the controller 10 performs the fuel cut. 2, the signal noise table 1-1 of the impact torque map 1 outputs a Fuel Cut satisfaction signal, the Fuel Cut table 1-3 receives a Fuel Cut satisfaction signal, Is output. 3, the controller 10 outputs a fuel cut execution signal to the engine 40 in a state of being associated with the impact torque map 1, so that the engine 40 performs the fuel cut for about 6 seconds Switches to start off.

Step S40 is a step in which the controller 10 judges the reset condition of the fuel cut. To this end, the controller 10 applies a clutch pedal signal and a shift lever neutral signal. The result of S40 is divided into an engine restart at S70 in accordance with the shift of the low-speed gear at S50 and an engine restart at S70 at the IG OFF of S60.

 Referring to FIGS. 2, 3, and 5, the reset table 1-2 of the impact torque map 1 is used to reset the shift lever neutral signal and the clutch pedal signal to the driver Reset The controller 10 outputs an operator reset signal output to the fuel cut table 1-3 in a state of being associated with the impact torque map 1 Down gearshift signal to cut off the fuel cut performance signal of the fuel cut table 1-2. As a result, the engine 40 stops the fuel cut.

In this case, the controller 10 determines the shift lever neutral signal and the clutch pedal signal, which are transmitted from the TCU 20, within 6 seconds, which is a Fuel Cut execution time, and performs a fuel cut interruption within 6 seconds. Therefore, the driver can be provided with greatly improved user convenience by restarting the engine 40 at an instant low gear shift without going through the IG OFF when the fuel cut time is within 6 seconds.

On the other hand, in the engine restart of S70 according to the IG OFF of S60, the reset table (1-2) of the impact torque map (1) sets the IG OFF as the IG OFF reset signal and outputs the driver reset signal And the controller 10 recognizes the IG OFF Reset signal output to the Fuel Cut table 1-3 in the state of being associated with the impact torque map 1 as the engine restart signal, 40).

On the other hand, Fig. 6 shows an improvement example of the DMF impact torque control diagram of the DMF 60 according to the engine restart. As shown, after the delay of the engine RPM count in which the engine RPM detection signal noise is considered in the entry region of the DMF impact torque control stabilization logic, the fuel-cut performance is performed, and as a result, the impact torque improving region occurs after the torque entry The experimental results show that the DMF impact torque is favorable.

As described above, the DMF impact torque control stability enhancement method according to the present embodiment considers the signal noise of the engine RPM under the condition of 520 RPM or less of the engine RPM leading to the DMF impact torque generation, and the signal noise of the engine RPM count by the signal noise The start of the cut is delayed and the neutralization signal of the shift lever and the clutch pedal signal are set as the driver reset signal during the fuel cut and the restart of the engine and the restart of the engine are performed. As a result, unnecessary fuel cut off reduces engine start-up, and the user's convenience is greatly improved, especially by reflecting the driver's engine restart.

1: Impact torque map 1-1: Signal noise table
1-2: Reset Table 1-3: Fuel Cut Table
10: Controller 10-1: Engine input data
20: TCU (Transmission Control Unit)
20-1: Transmission input data 30: Power train
40: engine 50: transmission
60: DMF (Dual Mass Flywheel)

Claims (15)

(A) a step in which an impact torque generating factor leading to DMF (Dual Mass Flywheel) impact torque generation is detected by the controller;
(B) signal noise for the impact torque generating factor is considered, and delay of the fuel cut by the controller due to the signal noise;
(C) when the driver's reset signal is detected during the fuel cut, stopping the fuel cut by the controller and restarting the engine;
Wherein the DMF impact torque control stability enhancement method comprises:
2. The method of claim 1, wherein the impact torque generating factor is an engine RPM signal of less than 520 revolutions per minute (RPM).
The method of claim 2, wherein the engine RPM is considered as the signal noise based on 520 RPM or less.

4. The method of claim 3, wherein the signal noise includes at least one of an engine RPM fluctuation range due to a hunting waveform caused by a drop of 520 RPM and a rise, a time range due to a single occurrence period of the hunting waveform, And the number of counts by the number of counts by the DMF.
5. The method of claim 4, wherein the engine RPM variation range, the time range, and the count number are reflected in the engine RPM count, and the engine RPM counts the Fuel-Cut delay.
6. The DMF impact torque stability enhancement method according to claim 5, wherein the engine RPM count is accumulated to an N number of times (N is an integer including 1).
The method according to claim 1, wherein the driver reset signal is a clutch pedal signal and a shift lever neutral signal.

The method according to claim 1, further comprising: (D) when the IG OFF signal is detected after the Fuel-Cut, the controller performs an engine restart;
Wherein the DMF impact torque control stability enhancement method further includes:
Impact torque map including signal noise table for Fuel Cut and engine restart, Fuel Cut table, Reset table;
A controller as claimed in any one of claims 1 to 8, wherein the DMF impact torque control stability enhancing method is associated with the impact torque map.
A controller according to claim 9;
A power train controlled by the controller for fuel cut control and connected to the engine and the transmission by a DMF (Dual Mass Flywheel);
And a vehicle.
The vehicle according to claim 10, wherein the controller is an engine ECU (Electronic Control Unit).
12. The vehicle according to claim 11, wherein the engine ECU cooperatively controls a transmission control unit (TCU) for controlling the transmission.
13. The vehicle of claim 12, wherein the TCU transmits a shift lever signal to the engine ECU.
11. The vehicle of claim 10, wherein the DMF includes a torsional vibration damper spring with a flywheel mass separated into a Primary flywheel and a Secondary flywheel.
15. The vehicle of claim 14, wherein the DMF has a DMF resonance region below 600 revolution per minute (RPM) of the engine.
KR1020160017775A 2016-02-16 2016-02-16 Method and Controller for Controlling Dual Mass Flywheel Impact Torque Stability and Vehicle thereby KR101827084B1 (en)

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JP3631036B2 (en) 1999-03-09 2005-03-23 本田技研工業株式会社 Engine control device for hybrid vehicle
JP4017575B2 (en) 2003-08-28 2007-12-05 本田技研工業株式会社 Control device for internal combustion engine
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