Apparatus and method for controlling a transmission of a vehicle

Abstract

The present invention relates to an apparatus and method for controlling a transmission of a vehicle. An apparatus for controlling a transmission of a vehicle comprises: a prediction device, which obtains first driving data of a vehicle when the vehicle is traveling in a predetermined road section before a speed bump, and predicts second driving data of the vehicle after the speed bump based on the first driving speed of the vehicle; a calculation device, which calculates a predicted transmission ratio of the transmission based on the predicted second driving data and the slope of the predetermined road section after the speed bump; and a controller, which determines a target transmission ratio to which the current transmission ratio of the transmission is to be shifted based on the predicted transmission ratio, and performs transmission control on the vehicle according to the determined target transmission ratio.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of Korean Patent Application No. 10-2018-0144639, filed on November 21, 2018, which is hereby incorporated by reference in its entirety. Technical Field

[0003] The present disclosure relates to an apparatus and method for controlling a transmission of a vehicle. Background Art

[0004] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0005] Generally, when a speed bump is in front of a vehicle, the driver slows down the vehicle before passing the speed bump, and accelerates the vehicle again when passing the speed bump.

[0006] In this case, transmission control is performed to obtain an effective acceleration force when the vehicle is accelerated again because the gear position is changed due to deceleration before passing through the speed bump.

[0007] However, the transmission control in the prior art is performed in a constant mode. It has been found that in unexpected situations such as driving on a downhill road or an uphill road, the transmission control may have limitations in selecting a suitable gear to accelerate the vehicle again after passing a speed bump or the like.

[0008] For example, in the case where a speed bump is on a downhill road or an uphill road is just after a speed bump, it is not appropriate to re-accelerate the vehicle using a gear position based on the constant mode control of the transmission. In this case, the vehicle may perform a gear shift again while re-accelerating. Therefore, according to the conventional transmission control based on the constant mode control, when the vehicle passes a speed bump on a downhill road or an uphill road, the gear shift efficiency may be deteriorated. Summary of the invention

[0009] The present disclosure aims to solve the above-mentioned problems occurring in the prior art while maintaining the advantages achieved by the prior art unchanged.

[0010] One aspect of the present disclosure provides a vehicle transmission control device and method for determining a gear to be shifted to of a vehicle's transmission based on driving data of the vehicle before a speed bump, and performing transmission control in advance according to the determined gear, thereby improving driver convenience and shifting performance.

[0011] Another aspect of the present disclosure provides a vehicle transmission control device and method for determining the gear to which the vehicle's transmission will be shifted, taking into account the road slope (e.g., the inclination of the road) after a speed bump, thereby providing effective acceleration performance when the vehicle accelerates again after crossing the speed bump.

[0012] The technical problems to be solved by the present disclosure are not limited to the above-mentioned problems, and any other technical problems not mentioned herein will be clearly understood by those skilled in the art to which the present disclosure belongs from the following description.

[0013] According to one aspect of the present disclosure, an apparatus for controlling a transmission of a vehicle includes: a prediction device, which obtains first driving data of the vehicle when the vehicle is traveling in a predetermined section of road before a speed bump, and predicts second driving data of the vehicle after the speed bump based on the first driving data of the vehicle; a calculation device, which calculates a predicted transmission ratio of the transmission based on the predicted second driving data and the slope of the predetermined section of road after the speed bump; and a controller, which determines a target transmission ratio to which a current transmission ratio of the transmission is to be shifted based on the predicted transmission ratio, and performs transmission control on the vehicle according to the determined target transmission ratio.

[0014] The first travel data may include deceleration information in a deceleration section corresponding to a time period from a predetermined first time to a shift reference time corresponding to a shift reference position of the vehicle. The predetermined first time is set before the shift reference time.

[0015] The second travel data may include a speed, an acceleration, and an accelerator pedal stroke (APS) of the vehicle predicted based on a time when a predetermined second time has elapsed after the vehicle passes through the shift reference position.

[0016] The calculation device may calculate the acceleration of each gear based on the predicted APS of the second driving data, and may compare the calculated acceleration of each gear with the predicted acceleration of the second driving data.

[0017] The calculation device may calculate the predicted gear ratio using the predicted speed, the predicted acceleration, and the predicted APS of the second driving data.

[0018] The slope of the predetermined road section in front of the vehicle may be an average slope of the predetermined road section after the speed bump.

[0019] The slope of the predetermined road section in front of the vehicle may be the maximum slope of the predetermined road section after the speed bump.

[0020] When the vehicle reaches the shift reference position before the speed bump, the controller may perform transmission control of the vehicle based on the determined target gear ratio.

[0021] The prediction device may predict the second driving data based on stored change pattern information of driving data of the vehicle, which is pre-stored when the vehicle passes through a speed bump or other speed bumps in the past.

[0022] Another form of the apparatus according to the present disclosure further includes a communication device for receiving information of a road ahead of the vehicle from a navigation system.

[0023] The device according to other forms of the present disclosure further includes a sensor that acquires information of a speed bump on the road ahead of the vehicle.

[0024] In another form of the present disclosure, a method for controlling a vehicle transmission includes: obtaining first driving data of the vehicle when the vehicle is traveling in a predetermined section of road before a speed bump; predicting second driving data of the vehicle after the speed bump based on the first driving data of the vehicle; calculating a predicted transmission ratio of the transmission based on the predicted second driving data and the slope of the predetermined section of road after the speed bump; and determining a target transmission ratio to which the current transmission ratio of the transmission is to be shifted based on the predicted transmission ratio, and performing transmission control on the vehicle based on the determined target transmission ratio.

[0025] Further areas of applicability will become apparent from the description provided herein.It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order that the present disclosure may be better understood, a description of the various forms will now be given by way of example with reference to the accompanying drawings, in which:

[0027] Figure 1 is a diagram showing a vehicle to which a transmission control apparatus is applied;

[0028] Figure 2 is a diagram showing a configuration of a transmission control device according to one form of the present disclosure;

[0029] Figure 3 is a diagram showing the relationship between the speed of the vehicle before the vehicle approaches a speed bump and the operating states of the APS and the brakes in one form of the present disclosure

[0030] FIG. 4A to FIG. 4C are graphs respectively showing a speed change, an acceleration change, and an APS change when a vehicle passes over a speed bump in one form of the present disclosure;

[0031] FIG. 5A to FIG. 5C are graphs respectively showing a speed change, an acceleration change, and an APS change when a vehicle re-accelerates after passing over a speed bump in one form of the present disclosure;

[0032] Figure 6 is a table showing engine torque at each gear calculated based on a predicted APS in one form of the present disclosure;

[0033] Figure 7 shows an exemplary grade of a predetermined section of a road in one form of the present disclosure;

[0034] FIG. 8A to FIG. 8B An example of calculating the acceleration for each gear and comparing the predicted acceleration to the corresponding acceleration for each gear is shown respectively;

[0035] Fig. 9 is a graph showing the relationship between gear and transmission ratio in one form of the present disclosure;

[0036] Fig.10 is a diagram showing a shift based on a predicted gear ratio when the vehicle reaches a shift reference position;

[0037] Fig.11 is a flow chart showing a transmission control method according to one form of the present disclosure; and

[0038] Fig.12 is a diagram illustrating a computing system that executes a control method according to one form of the present disclosure.

[0039] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0040] The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate similar or corresponding parts and features.

[0041] It should be understood that the same components are provided with the same reference numerals in the drawings even if shown in different drawings. In addition, when describing the form of the present disclosure, detailed descriptions related to well-known functions or configurations will be omitted when they may make the gist of the present disclosure unnecessarily obscure.

[0042] Terms such as "first", "second", "A", "B", "(a)", "(b)", etc. may be used herein to describe elements of the present disclosure. Such terms are used only to distinguish one element from another, and the substance, order, sequence or quantity of these elements are not limited by these terms. Unless otherwise defined, all terms used herein, including technical and scientific terms, have the same meanings as those commonly understood by those skilled in the art to which the present disclosure belongs. As defined in commonly used dictionaries, these terms should be interpreted as having the same meaning as the contextual meaning in the relevant technical field, and should not be interpreted as having an ideal or overly formal meaning unless expressly defined as having an ideal or overly formal meaning in this application.

[0043] Figure 1 is a diagram showing a vehicle 10 to which a transmission control apparatus 100 according to a form of the present disclosure is applied.

[0044] See also Figure 1 , the transmission control device 100 of the vehicle 10 may obtain information about the road ahead of the vehicle from a navigation system, or may obtain information about the road ahead through a sensor.

[0045] Here, in response to a request from the transmission control device 100, the navigation system can extract road information about a predetermined section of the road ahead (for example, the location of the speed bump 20 and / or slope information of the road ahead of the vehicle and the speed bump) from the current position of the vehicle 10, and can provide the extracted information to the transmission control device 100.

[0046] In addition, the transmission control device 100 can store change pattern information of the driving data of the vehicle 10 when the vehicle 10 passed through the speed bump 20 (or other speed bumps) in the past, and can obtain the first driving data of the vehicle when the vehicle is traveling on a predetermined section of road before the speed bump 20, and predict the second driving data of the vehicle 10 after the speed bump 20 based on the stored change pattern information of the driving data and the first driving data of the vehicle 10.

[0047] In this case, the transmission control device 100 can determine the target gear (i.e., target gear ratio) to which the current gear of the transmission is to be shifted by using the predicted second driving data and the slope information of the predetermined road section after the speed bump 20, and can perform transmission control based on the determined target gear (i.e., target gear ratio) before the vehicle 10 approaches the speed bump 20, thereby improving the acceleration performance of the vehicle 10 after passing the speed bump 20.

[0048] The following will refer to Figure 2 A detailed configuration of the transmission control device 100 of the vehicle 10 is described.

[0049] The transmission control device 100 may be implemented inside the vehicle 10. In this case, the transmission control device 100 may be integrated with an internal control unit of the vehicle 10. Meanwhile, the transmission control device 100 may be implemented as a separate device and may be connected with the control unit of the vehicle 10 through a separate connection means.

[0050] Figure 2 is a diagram showing a configuration of a transmission control apparatus 100 according to one form of the present disclosure.

[0051] See also Figure 2 , the transmission control apparatus 100 may include a controller 110, an interface 120, a sensor module 130, a communication device 140, a memory 150, a prediction device 160, and a calculation device 170. Here, the controller 110, the prediction device 160, and the calculation device 170 of the transmission control apparatus 100 may be implemented as at least one processor.

[0052] The interface 120 may include an input device for receiving a control command from a user and an output device for outputting an operation state and result of the transmission control apparatus 100 .

[0053] Here, the input device may include a key button, and may also include a mouse, a joystick, a knob, a stylus, etc. In addition, the input device may also include a soft key implemented on a display.

[0054] The output device may include a display, and may also include a sound output device such as a speaker. In the case where the display is equipped with a touch sensor such as a touch film, a touch sheet, a touch pad, etc., the display may be operated as a touch screen, and may be implemented in a form in which the input device and the output device are integrated with each other.

[0055] For example, the display may display information about the road ahead, and may also display transmission control information determined by the transmission control apparatus 100 .

[0056] The display may include at least one of a liquid crystal display (LCD), a thin film transistor liquid crystal display (TFF LCD), an organic light emitting diode (OLED) display, a flexible display, a field emission display (FED), and a three-dimensional (3D) display.

[0057] The sensor module 130 may include one or more sensors that sense obstacles around the vehicle 10 and detect information about the corresponding obstacles. For example, the sensor module 130 may include a LiDAR, a camera, etc., which is used to detect information about the speed bump 20 on the road ahead. In addition, any sensor capable of detecting information about obstacles such as the speed bump 20 is applicable to the sensor module 130.

[0058] Meanwhile, the sensor module 130 may further include a sensor that measures the speed, acceleration, and / or APS of the vehicle 10 .

[0059] The communication device 140 may include a communication module that supports a communication connection with an electronic unit and / or a control unit included in the vehicle 10. For example, the communication module may be communicatively coupled to the navigation system 15 of the vehicle 10 to receive information about a road ahead of the vehicle from the navigation system 15. In addition, the communication module may receive driving data (e.g., speed, acceleration, and / or APS) of the vehicle 10 from a control unit included in the vehicle 10. Here, the communication module may include a module that supports vehicle network communication (such as controller area network (CAN) communication, local interconnect network (LIN) communication, flexible ray communication, etc.).

[0060] In addition, the communication device 140 may further include a communication module supporting wireless Internet access and / or a communication module supporting short-range communication. Here, the wireless Internet technology may include wireless LAN (WLAN), wireless broadband (Wibro), Wi-Fi, World Interoperability for Microwave Access (Wimax), etc., and the short-range communication technology may include Bluetooth, ZigBee, ultra-wideband (UWB), radio frequency identification (RFID), infrared data association (IrDA), etc.

[0061] The memory 150 may store data and / or algorithms required to operate the transmission control apparatus 100 .

[0062] For example, the memory 150 may also store information on a change pattern of the driving data of the vehicle 10 when the vehicle 10 passes through the speed bump 20 or other speed bumps. In addition, the memory 150 may store commands and / or algorithms for predicting the second driving data of the vehicle 10 after the speed bump 20, determining the gear ratio to which the current gear ratio of the transmission of the vehicle 10 is to be shifted, and executing transmission control.

[0063] In addition, the memory 150 may store information about a road ahead of the vehicle obtained through the navigation system 15 and / or the sensor module 130 , and may store driving data of the vehicle 10 obtained during driving of the vehicle 10 .

[0064] Here, the memory 150 may include a storage medium such as a random access memory (RAM), a static random access memory (SRAM), a read only memory (ROM), a programmable read only memory (PROM), or an electrically erasable programmable read only memory (EEPROM).

[0065] The controller 110 may determine whether the speed bump 20 is in front of the vehicle 10 on the road based on information about the road on which the vehicle is traveling that may be obtained by the navigation system 15 and / or the sensor module 130. When the speed bump 20 is identified in front of the vehicle 10 on the road, the controller 110 may obtain first driving data of the vehicle 10 in a predetermined section before the speed bump 20. Here, the predetermined section may be a deceleration section before the speed bump 20. For example, the predetermined section may be defined by a time period from a predetermined first time to a shift reference time corresponding to a shift reference position of the transmission. Specifically, the predetermined first time is set to be before the shift reference time (e.g., one second before the shift reference time).

[0066] When the vehicle 10 reaches a predetermined road section before the speed bump 20 , the controller 110 may obtain first driving data from the sensor module 130 and / or the control unit connected thereto through the communication device 140 .

[0067] In this case, the first driving data may include deceleration information of the vehicle 10 in a predetermined road section before the speed bump 20. In addition, the first driving data may further include speed information when the vehicle 10 reaches the shift reference position.

[0068] When obtaining the first driving data, the controller 110 may transmit the obtained first driving data to the prediction device 160 .

[0069] The prediction device 160 may predict second driving data of the vehicle 10 behind the speed bump 20 by using the first driving data transmitted from the controller 110. Here, the second driving data may include prediction information about the speed, acceleration, and / or accelerator pedal stroke (APS) of the vehicle 10.

[0070] The prediction device 160 may predict the second driving data based on the time when a predetermined second time has elapsed after the vehicle passes through the shift reference position. Figure 3 An exemplary form related to this operation is described.

[0071] Figure 3 The speed of the vehicle 10 and the operating states of the APS and the brakes before the vehicle approaches the speed bump 20 are shown. Figure 3As shown, the vehicle 10 may decelerate before approaching the speed bump 20. The first driving data (as shown by reference numeral 311) may include deceleration information measured in a deceleration section corresponding to a time period from a predetermined first time to a shift reference time corresponding to the shift reference position P before the speed bump 20. Specifically, the predetermined first time may be set before the shift reference time (e.g., one second before the shift reference time). In addition, the first driving data may further include information about the approach speed of the vehicle 10 approaching the shift reference position P.

[0072] The prediction device 160 may extract the change pattern information of the driving data stored in the memory 150, and may predict the second driving data corresponding to the first driving data based on the extracted change pattern information of the driving data. In this case, as shown in reference numerals 321, 323, and 325, the prediction device 160 may predict the speed, acceleration, and APS of the vehicle 10 based on the time when a predetermined second time (e.g., 1 to 2 seconds) has passed after the vehicle 10 passes through the shift reference position P. Here, the predetermined first time and the predetermined second time may be set to the same time, or the predetermined second time may be set to be longer than the first time.

[0073] Reference FIG. 4A to FIG. 4C A form describing a change pattern of the travel data when the vehicle 10 passes over the speed bump 20 or other speed bumps.

[0074] Figure 4A 2 is a graph showing the speed change of the vehicle 10 when it passes over the speed bump 20 or other speed bumps. Figure 4A , it can be recognized that the speed decreases until the vehicle 10 approaches the speed bump 20 , and the speed increases after the vehicle 10 passes the speed bump 20 .

[0075] Figure 4B is a graph showing the change in acceleration when the vehicle 10 passes over the speed bump 20. Figure 4B , it can be recognized that the acceleration decreases before the vehicle 10 approaches the speed bump 20 , and increases when the vehicle 10 passes the speed bump 20 .

[0076] Figure 4C is a graph showing changes in the APS when the vehicle 10 passes over the speed bump 20. Figure 4C , it can be recognized that the APS is zero (“0”) when the vehicle 10 approaches the speed bump 20 , and increases after the vehicle 10 passes over the speed bump 20 .

[0077] The prediction device 160 may identify first driving data, for example, the deceleration of the vehicle 10 in a predetermined road section before the speed bump 20. The prediction device 160 may extract the change pattern information of the driving data stored in the memory 150, and may predict second driving data, that is, the speed, acceleration, and APS of the vehicle 10 behind the speed bump 20 (that is, after passing the speed bump) according to the deceleration of the first driving data based on the extracted change pattern information of the driving data.

[0078] Reference FIG. 5A to FIG. 5C The form of the degree of change of the travel data of the vehicle 10 before the speed bump 20 and the travel data of the vehicle 10 after the speed bump 20 is described.

[0079] Figure 5A 2 is a graph showing a speed change when the vehicle 10 accelerates again after passing through the speed bump 20 according to the approach speed change. Figure 5A , the relationship between the approaching speed according to the variation pattern of the driving data of the vehicle 10 and the speed at the time of re-acceleration can be expressed by the equation y=a1x.

[0080] Therefore, the prediction device 160 can substitute the closing speed “v” of the first driving data into Figure 5A The speed “V p ”.

[0081] For example, the speed predicted by the prediction device 160 may be V p =Ka×v[KPH]. Here, “v” represents the closing speed of the first driving data, and “V p " represents the speed of the vehicle 10 when accelerating after passing through the speed bump 20, and "Ka" represents an arbitrary coefficient.

[0082] Figure 5B 2 is a graph showing the change in acceleration when the vehicle 10 is accelerated again after passing over the speed bump 20 according to the change in deceleration. Figure 5B , the relationship between the deceleration according to the change pattern of the driving data of the vehicle 10 and the acceleration at the time of re-acceleration can be expressed by the equation y=-a2x+b2. Therefore, the prediction device 160 can substitute the deceleration "-a" of the first driving data into Figure 5B The acceleration “A” of the vehicle 10 when it accelerates after passing the speed bump 20 is predicted in the curve diagram p ”.

[0083] For example, the acceleration predicted by the prediction device 160 may be A p =Kb×a[m / s 2Here, “a” is the absolute value of the deceleration “−a” of the vehicle 10 when the vehicle 10 approaches the speed bump 20, and “A p " represents the predicted acceleration when the vehicle 10 accelerates again after passing over the speed bump 20, and "Kb" represents an arbitrary coefficient.

[0084] Figure 5C 2 is a graph showing changes in the APS according to changes in deceleration when the vehicle 10 is accelerated again after passing over the speed bump 20. Figure 5C , the relationship between the deceleration according to the change pattern of the driving data of the vehicle 10 and the APS at the time of re-acceleration can be expressed by the equation y=-a3x+b3. Therefore, the prediction device 160 can substitute the deceleration "-a" of the first driving data into Figure 5C The APS (T p ).

[0085] For example, the APS predicted by the prediction device 160 may be T p =Kc×a[%] Here, “a” is the absolute value of the deceleration “−a” of the vehicle 10 when the vehicle 10 approaches the speed bump 20, and “T p " denotes a predicted APS when the vehicle 10 accelerates after passing over the speed bump 20, and "Kc" denotes an arbitrary coefficient. The coefficients "Ka", "Kb", and "Kc" may vary depending on the road conditions.

[0086] The prediction device 160 may generate second driving data including a predicted speed, a predicted acceleration, and a predicted APS, and may transmit the generated second driving data to the controller 110 and / or the computing device 170 .

[0087] The calculation device 170 may calculate the predicted gear ratio of the vehicle 10 based on the second driving data generated by the prediction device 160 and the slope of the forward predetermined road section.

[0088] Here, the calculation device 170 may calculate the engine torque of each gear based on the APS of the second driving data, and may calculate the acceleration of each gear by using the engine torque of each gear.

[0089] For example, the calculation device 170 may calculate the engine torque for each gear by using Equation 1 below.

[0090] [Equation 1]

[0091]

[0092] In Equation 1, “Te j ” represents the engine torque relative to the predicted APS, “Te max" indicates the maximum engine torque, "A p ” indicates the predicted APS, and “A max ” indicates APS at maximum engine torque.

[0093] Reference Figure 6 Describes the engine torque for each gear relative to the predicted APS calculation. Figure 6 A form is shown in which the APS is 60% at maximum engine torque and the predicted APS is 20%.

[0094] The calculation device 170 may calculate the acceleration of each gear by using the engine torque of each gear calculated by the above Equation 1, the second driving data, and the gradient of the forward predetermined road section.

[0095] For example, the calculation device 170 may calculate the acceleration of each gear by using Equation 2 below.

[0096] [Equation 2]

[0097]

[0098] In equation 2, “a i " represents the acceleration of the i-th gear, "Te j ” represents the engine torque under the predicted APS state, “GR i " represents the gear ratio of the i-th gear, "FGR" represents the final reduction gear ratio, "h" represents the efficiency constant, "V" represents the predicted vehicle speed, "m" represents the weight of the vehicle 10, "g" represents the acceleration due to gravity, "q" represents the slope of the predetermined section of the road ahead (road slope), and "f 0 to f 2 ” represents an arbitrary coefficient.

[0099] Here, the slope of the predetermined road section ahead may be determined as the average slope or the maximum slope of the predetermined road section (eg, the road section 10 meters after the speed bump 20). The Sinq of each slope may be as follows: Figure 7 Definition shown.

[0100] The acceleration of each gear calculated by the calculation device 170 can be expressed as Fig. 8A In this case, Figure 8B As shown, the computing device 170 may compare the predicted acceleration with the acceleration of each gear. The computing device 170 may select an acceleration greater than the predicted acceleration, and may determine a gear ratio that satisfies the selected acceleration.

[0101] For example, the calculation device 170 may calculate the predicted gear ratio by applying the speed, acceleration, and APS predicted by the prediction device 160 to the following Equation 3.

[0102] [Equation 3]

[0103]

[0104] In equation 3,: “GR B " indicates the predicted transmission ratio, "j" indicates the predicted APS, "Te j " represents the predicted engine torque under the APS state, "FGR" represents the final reduction gear ratio, "h" represents the efficiency constant, "R" represents the dynamic tire radius, "m" represents the weight of the vehicle 10, and "a B " indicates the predicted acceleration, "C d ” represents the air resistance coefficient, “r” represents the air density, “A” represents the front projected area, “V” represents the predicted vehicle speed, “m” represents the rolling friction coefficient, “g” represents the acceleration due to gravity, and “q” represents the slope (road grade).

[0105] The controller 110 may determine a gear to which the vehicle 10 is to shift based on the predicted gear ratio calculated by the computing device 170 , and may perform transmission control according to the determined gear.

[0106] Reference Fig. 9 One approach for determining a gear to which the vehicle 10 is to shift based on a predicted gear ratio is described. Fig. 9 ,exist Fig. 9 In the gear position and transmission ratio curve shown in FIG. 1 , the controller 110 can convert the gear position corresponding to the predicted transmission ratio GR B The second gear position of is determined as the gear position to which the vehicle 10 is to be shifted.

[0107] Therefore, if Fig.10 As shown, when the vehicle 10 reaches the shift reference position P before the speed bump 20, the controller 110 can shift the vehicle 10 to a gear according to the predicted gear ratio GR B Determine the gear position.

[0108] In this case, the gear position is determined in consideration of the gradient of the road after the speed bump 20. Therefore, even if the vehicle 10 travels on an uphill or downhill road after passing the speed bump 20, the transmission control apparatus 100 according to the present disclosure can maintain acceleration performance.

[0109] The transmission control apparatus 100 according to this form, which operates as described above, may be implemented in the form of an independent hardware device including a memory and a processor that processes each operation, and may operate in the form included in another hardware device such as a microprocessor or a general-purpose computer system.

[0110] The operation of the transmission control apparatus 100 according to the above-described configuration of the present disclosure will be described below in more detail.

[0111] Fig.11 is a flow chart illustrating a transmission control method according to one form of the present disclosure.

[0112] See also Fig.11 When a speed bump 20 is identified on the road ahead of the vehicle 10 (step S110), the transmission control device 100 may measure first driving data in a predetermined section before the speed bump 20 (step S120). Here, the first driving data may include information about deceleration and approaching speed in the predetermined section.

[0113] Specifically, the transmission control device 100 may measure the deceleration within a predetermined section starting from the shift reference position before the speed bump 20. In addition, the transmission control device 100 may measure the approach speed of the vehicle 10 to the shift reference position. The approach speed may be estimated based on the deceleration measured before the vehicle 10 reaches the shift reference position and the current speed of the vehicle 10.

[0114] The transmission control device 100 may predict second driving data of the vehicle 10 after the speed bump 20 based on the first driving data measured in step S120 (step S130). In step S130, the transmission control device 100 may predict second driving data corresponding to the first driving data by using change pattern information of driving data stored in advance.

[0115] Thereafter, the transmission control apparatus 100 may calculate a predicted gear ratio based on the second driving data predicted in step S130 and the gradient of the road ahead (step S140 ), and may determine a shifting gear of the vehicle 10 by using the predicted gear ratio calculated in step S140 (step S150 ).

[0116] After determining the gear position in step S150 , when the vehicle 10 reaches the shift reference position before the speed bump 20 , the transmission control apparatus 100 may perform transmission control on the vehicle 10 according to the gear position determined in step S150 (step S160 ).

[0117] Fig.12 is a diagram illustrating a computing system that executes a method according to a form of the present disclosure.

[0118] See also Fig.12, the computing system 1000 may include at least one processor 1100 , a memory 1300 , a user interface input device 1400 , a user interface output device 1500 , a storage device 1600 , and a network interface 1700 coupled together via a bus 1200 .

[0119] The processor 1100 may be a central processing unit (CPU) or a semiconductor device for processing instructions stored in the memory 1300 and / or the storage device 1600. The memory 1300 and the storage device 1600 may include various types of volatile or non-volatile storage media. For example, the memory 1300 may include a read-only memory (ROM) 1310 and a random access memory (RAM) 1320.

[0120] Therefore, the steps or algorithms of the methods described in relation to the form of the present disclosure may be directly implemented by a hardware module or a software module or a combination thereof executed by the processor 1100. The software module may reside in a storage medium (i.e., memory 1300 and / or storage device 1600), such as a RAM memory, a flash memory, a ROM memory, an EPROM memory, an EEPROM memory, a register, a hard disk, a removable disk, or a CD-ROM. An exemplary storage medium may be coupled to the processor 1100, and the processor 1100 may read information from the storage medium and may record information in the storage medium. Alternatively, the storage medium may be integrated with the processor 1100. The processor 1100 and the storage medium may reside in an application specific integrated circuit (ASIC). The ASIC may reside in a user terminal. In another case, the processor 1100 and the storage medium may reside in a user terminal as separate elements.

[0121] The apparatus and method according to the present disclosure determine a gear to which a vehicle is to be shifted based on driving data of the vehicle before a speed bump, and perform transmission control in advance according to the determined gear, thereby improving shifting performance.

[0122] Furthermore, the apparatus and method according to the present disclosure determine a gear to which the vehicle is to be shifted in consideration of the gradient of the road after the speed bump, thereby providing efficient acceleration performance when the vehicle accelerates again after passing the speed bump.

[0123] Although the present disclosure has been described above with reference to exemplary forms and accompanying drawings, the present disclosure is not limited thereto but may be variously modified and changed by those skilled in the art without departing from the spirit and scope of the present disclosure as claimed in the following claims.

[0124] Therefore, the exemplary forms of the present disclosure are provided to illustrate the spirit and scope of the present disclosure, rather than to limit them, so that the spirit and scope of the present disclosure are not limited by the form. The scope of the present disclosure should be interpreted based on the attached claims, and all technical ideas within the scope equivalent to the claims should be included in the scope of the present disclosure.

Claims

1. A device for controlling a transmission of a vehicle, the device comprising: a prediction device configured to obtain first driving data of the vehicle when the vehicle is traveling in a predetermined road section before a speed bump, and configured to predict second driving data of the vehicle after the speed bump based on the first driving data of the vehicle; a calculation device configured to calculate a predicted gear ratio of the transmission based on the predicted second driving data and a slope of a predetermined road section after the speed bump; as well as a controller configured to determine a target gear ratio to which a current gear ratio of the transmission is to be shifted based on the predicted gear ratio, and to perform transmission control on the vehicle based on the determined target gear ratio, The first driving data includes deceleration information in a deceleration section corresponding to a time period from a predetermined first time to a shift reference time corresponding to a shift reference position of the vehicle, and the predetermined first time is set before the shift reference time.

2. The device according to claim 1, wherein: The second travel data includes a speed, an acceleration, and an accelerator pedal stroke of the vehicle predicted based on a time when a predetermined second time has elapsed after the vehicle passes through the shift reference position.

3. The device according to claim 2, wherein: The calculation device is configured to calculate the acceleration of each gear based on the predicted accelerator pedal stroke of the second driving data, and compare the calculated acceleration of each gear with the predicted acceleration of the second driving data.

4. The device according to claim 2, wherein: The calculation device is configured to calculate the predicted gear ratio using the predicted speed, predicted acceleration, and predicted accelerator pedal travel of the second driving data.

5. The device according to claim 1, wherein: The controller is configured to perform transmission control on the vehicle based on the determined target gear ratio when the vehicle reaches a shift reference position before the speed reduction belt.

6. The device according to claim 1, wherein: The prediction device is configured to predict the second driving data based on stored change pattern information of driving data of the vehicle, the change pattern information of driving data of the vehicle being stored in advance when the vehicle passed through the speed bump or other speed bumps in the past.

7. The apparatus according to claim 1, further comprising: The communication device is configured to receive information of a predetermined road section ahead of the vehicle from a navigation system.

8. The device according to claim 7, wherein: The slope of the predetermined road section in front of the vehicle is an average slope of a predetermined road section after the speed bump.

9. The device according to claim 7, wherein: The slope of the predetermined road section in front of the vehicle is a maximum slope of the predetermined road section after the speed bump.

10. The apparatus according to claim 1, further comprising: The sensor is configured to obtain information of a speed bump on the road ahead of the vehicle.

11. A method for controlling a vehicle transmission, the method comprising the steps of: obtaining first driving data of the vehicle when the vehicle is traveling in a predetermined road section before a speed bump; predicting second driving data of the vehicle after the speed bump based on the first driving data of the vehicle; calculating a predicted transmission ratio of the transmission based on the predicted second driving data and a slope of a predetermined road section after the speed bump; as well as determining a target gear ratio to which a current gear ratio of the transmission is to be shifted based on the predicted gear ratio, and performing transmission control on the vehicle based on the determined target gear ratio, The first driving data includes deceleration information in a deceleration section corresponding to a time period from a predetermined first time to a shift reference time corresponding to a shift reference position of the vehicle, and the predetermined first time is set before the shift reference time.

12. The method according to claim 11, wherein: The second travel data includes a speed, an acceleration, and an accelerator pedal stroke of the vehicle predicted based on a time when a predetermined second time has elapsed after the vehicle passes through the shift reference position.

13. The method according to claim 12, wherein: Calculating the predicted transmission ratio includes: The acceleration of each gear is calculated based on the predicted accelerator pedal stroke of the second travel data, and the calculated acceleration of each gear is compared with the predicted acceleration of the second travel data.

14. The method according to claim 12, wherein: Calculating the predicted transmission ratio includes: The predicted gear ratio is calculated using the predicted speed, predicted acceleration, and predicted accelerator pedal travel of the second driving data.

15. The method according to claim 11, wherein: Executing the transmission control includes: When the vehicle reaches a shift reference position before the speed reduction belt, transmission control is performed on the vehicle based on the determined target gear ratio.

16. The method according to claim 11, wherein: Predicting the second driving data includes: The second driving data is predicted based on stored change pattern information of driving data of the vehicle, the change pattern information of driving data of the vehicle being stored in advance when the vehicle passed through the speed bump or other speed bumps in the past.

17. The method according to claim 11, further comprising: Before predicting the second driving data, information of a predetermined road section ahead of the vehicle is received from a navigation system.

18. The method according to claim 17, wherein: The slope of the predetermined road section in front of the vehicle is an average slope of a predetermined road section after the speed bump.

19. The method according to claim 17, wherein: The slope of the predetermined road section in front of the vehicle is a maximum slope of the predetermined road section after the speed bump.

20. The method according to claim 11, further comprising: Before predicting the second travel data, information about a speed bump on a road ahead of the vehicle is obtained by using a sensor.

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