SYSTEM AND METHOD FOR TORQUE CONTROLLING OF AN INTERNAL COMBUSTION ENGINE ACCORDING TO THE HYDRAULIC PRESSURE OF A GEARBOX

Abstract

A method for torque control of an internal combustion engine of a vehicle according to a transmission hydraulic pressure, comprising: providing an internal combustion engine torque converter connected to the internal combustion engine and an automatic transmission of the vehicle, the internal combustion engine torque converter being configured to distribute the torque of the internal combustion engine to the wheels of the vehicle; confirming (S10), by an internal combustion engine torque control device (10), whether a turbine speed differential satisfies an internal combustion engine torque control entry condition during the shifting of the automatic transmission; calculating (S20), by the internal combustion engine torque control device (10), a required turbine torque to prevent a shift shock using at least one of a turbine angular acceleration, a driving resistance torque, or a clutch magnet torque; performing (S30),by the internal combustion engine torque control device (10), using a turbine torque factor learning, as a stored value of the turbine torque factor learning, a result obtained by applying an accelerator pedal value and / or an internal combustion engine torque and / or a transmission fluid temperature at the beginning of the actual shifting operation, to an entry condition of the turbine torque factor learning under the condition that no breakaway occurs during the shifting operation, applying an average turbine acceleration or an average internal combustion engine torque reference reduction to a condition to prevent the turbine torque factor learning, and generating and storing the result of the turbine torque factor learning according to the shift time that started at the actual shift start point, convert (S40), by the internal combustion engine torque control device (10),of the stored value of the turbine torque factor learning into an internal combustion engine torque control value by the required turbine torque, and applying, by the internal combustion engine torque control device (10), the internal combustion engine torque control value to the output of the internal combustion engine.

Description

BACKGROUND(a) Technical field

[0001] The present disclosure relates to controlling the torque of an internal combustion engine during a shift, and more particularly, to an internal combustion engine torque control system that performs the control of the torque of the internal combustion engine by applying hydraulic pressure at the beginning of the physical shift during a turbine torque calculation during the shift to avoid shift shocks and transmission damage. (b) Description of the related art

[0002] Generally, in an automatic transmission system of a vehicle, a power transmission sequence is formed in the following order: internal combustion engine → torque converter (damper clutch) → transmission input shaft → transmission output shaft → differential gear → vehicle wheels, where “→” indicates the power transmission path.

[0003] In particular, the torque converter is a mechanical device arranged between an impeller and a turbine and serves to amplify torque and transmit power between the internal combustion engine and an automatic transmission through a fluid coupling.

[0004] Therefore, the torque converter (damper clutch) in the power transmission sequence of the above system may generate heat due to slippage during a process of directly connecting an impeller and a turbine, which may lead to transmission damage when excessive torque is input. To prevent this, engine torque reduction request logic is applied between one or more control devices to account for excessive torque input. The control devices of the system may include an engine control unit (ECU) and a transmission control unit (TCU).

[0005] For example, an engine torque request value during the shift, which has been calibrated through repeated tests by a calibration engineer, e.g. to improve the smoothness of the shift, is applied to the engine torque reduction request logic described above.

[0006] However, the engine torque request value during the shifting operation of the engine torque reduction request logic is determined according to a person's judgment, and in particular, the engine torque request value is determined by a trial-and-error process to obtain an appropriate value for improving smoothness of the shifting operation.

[0007] In the conventional method, it may be difficult to find the appropriate value to avoid shift shocks and transmission damage caused by excessive or insufficient engine torque demand values, which are accordingly unsuitable.

[0008] In particular, when calculating the engine torque request value during the shifting process, the smoothness of the shifting process is typically evaluated based on the experience of the calibration engineer, which makes it difficult to find the appropriate engine torque request value for a vehicle and transmission through repeated testing by the engineer, which is time-consuming and inefficient. BRIEF EXPLANATION

[0009] The present disclosure provides a system and method for controlling engine torque according to transmission hydraulic pressure, which can prevent shift shocks and transmission damage caused by inappropriately high or insufficient engine torque (hereinafter also referred to as engine torque) by applying hydraulic pressure at the beginning of the physical shift to a turbine torque calculation during the shift, and in particular by calculating turbine torque by a hydraulic pressure reference at the beginning of the physical shift when a turbine speed deviates from a current gear synchronous speed.

[0010] According to the present disclosure, a method for controlling engine torque according to transmission hydraulic pressure during shifting of an automatic transmission by an engine torque control device comprises: providing an engine torque converter connected to the engine and the automatic transmission of a vehicle, the engine torque converter being configured to distribute the engine torque to the wheels of the vehicle, confirming whether a turbine speed difference satisfies an engine torque control entry condition during shifting of the automatic transmission, calculating turbine torque required to prevent shift shock using one or more of a turbine angular acceleration, a road resistance torque, and a clutch magnet torque.Clutch coil torque (hereinafter referred to as clutch magnet torque), performing turbine torque factor learning using a value obtained by applying at least one of an accelerator pedal displacement (e.g., depressing the accelerator pedal), engine torque, and transmission fluid temperature (e.g., hydraulic fluid) at the start of actual shifting to the entry condition of turbine torque factor learning under the condition that no flare (e.g., speed flare, ie, a phenomenon of momentary speed excess) occurs during shifting, as a stored value of turbine torque factor learning, applying an average turbine acceleration (e.g.,Turbine angular acceleration) or an average engine torque difference reduction to the condition for prohibiting turbine torque factor learning and generating the result of turbine torque factor learning in accordance with the shift time started at the actual shift start point, converting (e.g., converting) the stored value of turbine torque factor learning into an engine torque command value by the required turbine torque, and requesting or commanding the engine torque command value to the internal combustion engine.

[0011] According to a preferred embodiment, for example, the switching type (e.g. upshift or downshift) can be distinguished by the ON signal of a switch for each switching type in a switching state.

[0012] According to a preferred embodiment, for example, the turbine speed difference can be determined by applying the formula [Turbine speed−Current gear−Turbine synchronous speed] calculated and the engine torque control entry condition can be met when the turbine speed difference is greater than or equal to a turbine speed difference setpoint.

[0013] According to a preferred embodiment, the required turbine torque can be determined, for example, by applying the formula {[Turbine angular acceleration−conversion value(Turbine angular acceleration*Moment of inertia)−Driving resistance torque−conversion value(Driving resistance torque*Driving resistance coefficient)−Clutch magnet torque−conversion value(Clutch magnet torque*Clutch magnet coefficient)] / Turbine coefficient} be calculated.

[0014] According to a preferred embodiment, for example, the turbine angular acceleration conversion value can be calculated by applying the formula [(Turbine torque*Turbine coefficient)+Driving resistance torque conversion value+Clutch magnet torque conversion value], the turbine angular acceleration by applying the formula [(current turbine synchronous speed−target turbine synchronous speed) / target switching time] and the driving resistance torque by applying the formula (Rolling resistance+Gradient resistance+Wind resistance) (wind resistance: e.g. air resistance). Rolling resistance can be calculated, for example, by applying the formula [COS gradient*vehicle weight*gravitational acceleration*rolling resistance coefficient] be calculated (COS slope: e.g. cosine of the slope angle), the slope resistance can be calculated, for example, by applying the formula [SIN gradient*vehicle weight*gravitational acceleration] be calculated (SIN slope: e.g. sine of the slope angle) and the wind resistance can be calculated, for example, by applying the formula [Vehicle speed*Air density*Frontal area*Drag coefficient*0.5] be calculated.

[0015] According to a preferred embodiment, for example, the clutch magnetic torque can be determined by applying the formula [((Hydraulic pressure of the clutch magnet*Piston area)−Spring force)*Number of plates*2*Plate area*0.01*Friction factor*Gravitational acceleration] be calculated.

[0016] According to a preferred embodiment, for example, the condition of no breakout can be checked by the condition of breakout occurrence during an upshift and the condition of breakout occurrence during a downshift: [Turbine speed>Current gear−Turbine synchronous speed] or [Turbine speed <Zielgang−Turbinensynchrondrehzahl] can be applied to the condition of occurrence of skidding in an upshift and [Turbine speed <Gegenwa¨rtiger−Gang−Turbinensynchrondrehzahl] or [Turbine speed>Target gear−Turbine synchronous speed] can be applied to the condition of occurrence of skidding in a downshift.

[0017] According to a preferred embodiment, for example, the entry condition into the turbine torque factor learning may be met if the conditions [current switching start (time) point <Start(zeit)punktreferenzwert], [Sensor deflection value 1 <Gaspedalwert(APS)<Sensorauslenkungswert 2], [Engine torque 1 <Motordrehmoment<Motordrehmomentwert 2] und [Fluid temperature value 1 <die Getriebefluidtemperatur<Fluidtemperaturwert 2] all are fulfilled.

[0018] According to a preferred embodiment, the condition for prohibiting turbine torque factor learning may be satisfied if the condition [average turbine acceleration during a predetermined period in which the target turbine synchronous speed and the turbine speed differ by a predetermined value or less>average turbine acceleration reference value] or [Generation time (duration) of the engine torque difference reduction of [engine torque difference (engine torque − engine torque intervention)<Motordrehmomentdifferenzreferenzwert]> Engine torque difference reduction reference value] is fulfilled.

[0019] According to a preferred embodiment, for example, the engine torque control value can be determined by applying the formula [stored value of turbine torque factor learning*(required turbine torque / torque converter torque boost ratio)] be calculated and the torque converter torque boost ratio can be the turbine speed / engine speed ratio (e.g. turbine speed to engine speed ratio).

[0020] An engine torque control system of the present disclosure for achieving the above-described object may include an engine torque converter connected to an engine and an automatic transmission of a vehicle, the engine torque converter being configured to distribute the engine torque to the wheels of the vehicle, an engine torque control device that calculates the required turbine torque after the engine torque control condition is confirmed during shifting of the automatic transmission, converts a stored value of the turbine torque factor learning derived by the turbine torque factor learning according to the shift type and the shift time started at the actual shift start point, and requests the engine torque control value, and a vehicle data providing device.detects the sensor signals of the vehicle's internal combustion engine and automatic transmission and transmits the signals to the internal combustion engine torque control device.

[0021] According to a preferred embodiment, the engine torque control device may include a checking unit that confirms the engine torque control condition with data from the vehicle data providing device, a calculating unit that calculates the required turbine torque under the condition that the engine torque control condition is satisfied, a learning unit that derives and stores a turbine torque factor learning value through a turbine torque factor learning map according to the shift type and shift time (e.g., shift timing and / or shift duration), a converting unit (e.g., conversion unit) that converts the stored turbine torque factor learning value into the engine torque control value through the required turbine torque, and a requesting unit that requests the engine torque control value from the engine.

[0022] A non-transitory computer-readable medium containing program instructions executed by a processor of the present disclosure comprises: program instructions that confirm whether a turbine speed difference satisfies an engine torque control entry condition during shifting of an automatic transmission, program instructions that calculate a required turbine torque for preventing a shift shock using at least one of a turbine angular acceleration, a road resistance torque, and a clutch magnetic torque, program instructions that perform turbine torque factor learning by using, as a stored value of the turbine torque factor learning, a result obtained by applying at least one of an accelerator pedal value (APS),an engine torque and a transmission fluid temperature at the start of the actual shift to an entry condition of the turbine torque factor learning under the condition that no skidding occurs during the shift, applying an average turbine acceleration or an average engine torque difference reduction to a condition for preventing the turbine torque factor learning, and generating and storing the result of the turbine torque factor learning according to the shift time that has begun at the actual shift start point, program instructions that convert the stored value of the turbine torque factor learning into an engine torque control value by the required turbine torque, and program instructions that apply the engine torque control value to the internal combustion engine of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a flowchart of a method for controlling engine torque according to transmission hydraulic pressure according to the present disclosure. Fig. 2 is a configuration example of an engine torque control system that performs engine torque control by reducing engine torque of an internal combustion engine in a vehicle according to the present disclosure. DETAILED DESCRIPTION OF REVELATION

[0023] It is understood that the term "vehicle..." or "...vehicle" or any other similar term as used herein includes motor vehicles in general, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft and the like, and hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). A hybrid vehicle is a vehicle that has two or more sources of power, e.g., both gasoline-powered and electric-powered vehicles.

[0024] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present disclosure. As used herein, the singular forms "a..." and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It is further understood that the terms "comprising" and / or "including," when used in this specification, specify the presence of certain features, integers, steps, acts, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, acts, elements, components, and / or groups thereof. As used herein, the term "and / or" includes all combinations of one or more of the listed elements.Unless expressly described otherwise, the word "comprise" and variations such as "comprising" or "has" are to be understood as including the recited elements, not excluding others. Furthermore, the terms "...unit," "...device," and "...module" described in the specification refer to units for performing at least one function and one operation, and may be implemented by hardware components or software components, and combinations thereof.

[0025] Furthermore, the control logic of the present disclosure may be implemented as a non-transitory computer-readable medium on a computer-readable medium containing executable program instructions executed by a processor, a control device, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable medium may also be distributed in network-coupled computer systems such that the computer-readable medium is stored and executed in a distributed manner, e.g., by a telematics server or a bus such as a controller area network (CAN).

[0026] Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Since the embodiments can be implemented in numerous ways by those skilled in the art, the disclosure is not limited to the embodiments described herein.

[0027] Fig. 1 shows that a method for controlling engine torque according to transmission hydraulic pressure includes confirming whether an engine torque control entry condition is met (S10), calculating the required turbine torque (S20), learning a turbine torque factor (S30), converting it into an engine torque control value (S40), and requesting the engine torque control value (S50).

[0028] By the above-described method of controlling the engine torque according to the transmission hydraulic pressure, the turbine torque is calculated based on the hydraulic pressure at the point where the turbine speed deviates from a synchronous speed of the current gear at the start of the physical shift, and then an engine torque value appropriate for the calculated turbine torque is requested, so that the provision of inappropriate engine torque, such as excessive or insufficient torque that may cause a shift shock, can be prevented, and in particular, transmission damage caused by the shift shock can be prevented.

[0029] The method for controlling the engine torque according to the transmission hydraulic pressure will be described below with reference to Fig. 2 described in detail.

[0030] In particular, the method is applicable to a vehicle in which an internal combustion engine torque converter is connected to an internal combustion engine and an automatic transmission of the vehicle, wherein the internal combustion engine torque converter is configured to distribute the engine torque to the wheels of the vehicle.

[0031] Fig.2 shows that an engine torque control system 1 includes an engine torque control device 10 and a vehicle data providing device 20 for a vehicle equipped, for example, with an 8-speed automatic transmission on the front wheels. The engine torque control device 10 includes a checking unit 11, a calculating unit 13, a learning unit 15 provided with a turbine torque factor learning map and a torque converter torque boost ratio map, a converting unit 17, and an interrogating unit 19. In this case, the engine torque control device 10 has a memory with built-in logic for controlling engine torque according to transmission hydraulic pressure, operates as a central processing unit, and uses a bus, for example, a Control Area Network (CAN).

[0032] Specifically, the above-described vehicle data providing device 20 transmits signals from vehicle-mounted sensors such as a vehicle speed sensor, an engine speed sensor, a turbine speed sensor, a hydraulic pressure sensor, a gear shift sensor, a fluid temperature sensor, a torque sensor, a gravitational acceleration sensor, and the like to the engine torque control device 10, and provides the engine torque control device 10 with information about a torque converter, a turbine, a solenoid (e.g., clutch magnet which engages a friction element of the clutch), a piston, a spring, a plate, and the like, which are components of the automatic transmission, so that the engine torque control device 10 can control the turbine angular acceleration, the driving resistance torque (i.e.,rolling resistance, gradient resistance, wind resistance) and the clutch magnet torque.

[0033] Furthermore, the formulas used in the following description are universally used under the same conditions for avoiding shift shock, and the control quantities and their values ​​applied to the formulas according to this feature are calculated differently depending on the specification and type of the automatic transmission, so they are not limited to a specific value.

[0034] First, it is confirmed whether an engine torque control entry condition is satisfied (S10) to confirm a condition for engine torque control during a shift operation of a vehicle.

[0035] For this purpose, the checking unit 11 of the engine torque control device 10 checks the ON state of a switch for each shift type during shifting based on the information provided by the vehicle data providing device 20 and determines whether the engine torque control entry condition is satisfied based on a check formula for the engine torque control entry condition.

[0036] Test formula for the combustion engine torque control entry condition: Turbine speed difference (Turbine speed−Current gear−Turbine synchronous speed)>Turbine speed difference−Setpoint

[0037] The engine torque control entry condition (S10) is checked by determining whether the turbine speed difference satisfies the engine torque control entry condition.

[0038] The switching process is divided into a plurality of switching phases including a switching preparation phase, a switching actual phase, and a switching completion phase, and each phase has a switching time (duration) corresponding to the time required from start to finish, and a transition state from one phase to another is hereinafter defined as a start (time) point.

[0039] Next, the required turbine torque calculation (S20) is a step in which the required turbine torque that does not cause shift shock during shifting is calculated. This step is performed when the turbine speed difference between the turbine speed and the turbine synchronous speed of the current gear is greater than or equal to a predetermined threshold.

[0040] For this purpose, the calculation unit 13 of the engine torque control device 10 applies a calculation formula for the required turbine torque using the information provided by the vehicle data providing device 20.

[0041] Calculation formula for the required turbine torque: required turbine torque = [(turbine angular acceleration * moment of inertia) − (driving resistance torque * driving resistance coefficient) − (clutch magnet torque * clutch magnet coefficient)] / turbine coefficient

[0042] The following applies here: (Turbine angular acceleration*moment of inertia)=(Turbine torque*Turbine coefficient)+(Driving resistance torque*Driving resistance coefficient)+(Clutch magnet torque*Clutch magnet coefficient), Turbine angular acceleration = (current turbine synchronous speed−target turbine synchronous speed) / target switching time (fast and smooth switching is desired), and Driving resistance moment = rolling resistance (COS(gradient) * vehicle weight * gravitational acceleration * rolling resistance coefficient) + gradient resistance (SIN(gradient) * vehicle weight * gravitational acceleration) + wind resistance [(vehicle speed (m / s)) 2 * air density * frontal area * air resistance coefficient * 0.5].

[0043] Here, the “target shift time” refers to the target time (duration) required to prevent a shift shock during the time required for the gear change from start to finish. Furthermore, (4) the clutch magnet torque = [((hydraulic pressure of the clutch magnet*piston area)−spring force)*number of plates*2*plate area*0.01*friction factor*gravitational acceleration].

[0044] Furthermore, the moment of inertia is the moment of inertia value according to the gearbox specification, and the coefficient refers to the coefficient map that reflects the design value.

[0045] Consequently, the calculation of the required turbine torque (S20) reflects the vehicle characteristics together with the characteristics of the automatic transmission, so that the required turbine torque is calculated based on the hydraulic pressure at the beginning of the physical shift during the shift.

[0046] Then, turbine torque factor learning (S30) is performed by the learning unit 15 of the engine torque control device 10, which derives a learned value using a turbine torque factor learning map according to the shift type and shift time, and then stores the value in the map. The "shift time" refers to the time (duration) required for the shift operation from start to finish.

[0047] To this end, turbine torque factor learning (S30) is performed by confirming whether the entry condition for turbine torque factor learning is met (S31), confirming whether a condition for prohibiting turbine torque factor learning is not met (S32), and calculating and applying the turbine torque factor learning value according to the actual shift time (S33). Here, the "actual shift time" refers to the time required for actual shifting during the time required for shifting from start to finish.

[0048] For example, the condition formula for entering the turbine torque factor learning is applied to confirm whether the entry condition to the turbine torque factor learning is satisfied (S31) under the condition that no skidding occurs during shifting.

[0049] Conditional formula for breaking out when shifting up: [Turbine speed>Current gear−Turbine synchronous speed] or [Turbine speed <Zielgang−Turbinensynchrondrehzahl]

[0050] Conditional formula for the occurrence of a breakaway during downshifting: [Turbine speed <Gegenwa¨rtiger−Gang−Turbinensynchrondrehzahl] or [Turbine speed>Target gear−Turbine synchronous speed]

[0051] Conditional formula for entering turbine torque factor learning: [current switching starting point <Startpunktreferenzwert], [Sensor deflection value 1 <Gaspedalwert(APS)<Sensorauslenkungswert 2], [Engine torque 1 <Motordrehmoment<Motordrehmomentwert 2] und [Fluid temperature value 1 <Getriebefluidtemperatur<Fluidtemperaturwert 2]

[0052] Here, the actual switching start point and the start point reference value are defined as the transition point at which switching transitions between phases, but a time interval before and after the start point is used to apply the reference value. Sensor displacement value 1, motor torque value 1, and fluid temperature value 1 each refer to lower limit values ​​applied to the corresponding components, while sensor displacement value 2, motor torque value 2, and fluid temperature value 2 each refer to upper limit values ​​applied to the corresponding components.

[0053] Confirming whether the turbine torque factor learning prohibition condition is not met (S32) is performed to avoid a situation where the learning prohibition condition is met, such as "average turbine acceleration instability at a predetermined time" or "delay in the engine torque control termination time," after the turbine torque factor learning entry condition is met (S31). For this purpose, the turbine torque factor learning prohibition condition formula is applied.

[0054] Conditional formula for prohibiting turbine torque factor learning: [average turbine acceleration during a predetermined time when the synchronous speed of the target gear and the turbine speed differ by a predetermined value or less>average turbine acceleration reference value] or [Generation time of the engine torque difference reduction of[Engine torque difference(Engine torque−Engine torque intervention)<Motordrehmomentdifferenzreferenzwert]> Engine torque difference reduction reference value)]

[0055] As a result, a result of turbine torque factor learning is obtained using the turbine torque factor learning map according to the shift type and the shift time (duration) started from the actual shift start (time) point after calculating the shift time of the shift type, and the resulting value is applied to calculating and applying the turbine torque factor learning value (S33) as a stored value of the turbine torque factor learning (ie, shift type and shift time).

[0056] Next, by converting to the engine torque control value (S40), the required engine torque control value is determined to prevent shift shock by taking into account the calculated learning value for the turbine torque factor.

[0057] For this purpose, the conversion unit 17 of the engine torque control device 10 applies a conversion formula for a required control value for the engine torque.

[0058] Conversion formula for the engine torque control value: Engine torque control value = [stored value of turbine torque factor learning (shift type / shift time) * (required turbine torque / torque converter torque boost ratio (turbine speed / engine speed ratio))]

[0059] Here, the torque converter torque boost ratio is calculated by the torque converter torque boost ratio map.

[0060] Finally, by requesting or commanding the engine torque control value on the engine side (S50), the calculated conversion result of the engine torque control value is requested via the query unit 19 of the engine torque control device 10. In this case, the engine torque control device 10 (e.g., its subunits or other control devices) communicate with each other via a Controller Area Network (CAN).

[0061] Accordingly, the engine torque control device 10 calculates the turbine torque factor learning value according to the shift time started at the actual shift start point while continuing learning only during normal shifts without skidding during the shifting operation of the 8-speed automatic transmission at the front wheels, and specifically enables reflection of the turbine torque factor learning value calculated as an appropriate factor learning value by continuous monitoring after the learning value of the current shift is reflected during the next shifting operation.

[0062] As described above, in the process of controlling the engine torque according to the transmission hydraulic pressure performed by the engine torque control system 1 according to the present embodiment, the engine control device 10 calculates the required turbine torque (S20) after confirming the engine torque control condition (S10), derives and stores the turbine torque factor learned value learned by the turbine torque factor learning according to the shift type and shift time started at the current shift start point (S30), converts the stored value of the turbine torque factor learning into the engine torque control value (S40), and requests the engine torque control value (S50) so that a new turbine torque calculation is performed by the hydraulic pressure reference at the start of the physical shift.when the turbine speed deviates from the synchronous speed of the current gear, which makes it possible to prevent the shift shock and transmission damage caused by the unreasonably excessive or insufficient engine torque.

[0063] The engine torque control according to the transmission hydraulic pressure of the engine torque control device of the present disclosure performs the following actions and achieves the following effects.

[0064] First, the hydraulic pressure at the beginning of the physical shift is applied to the turbine torque calculation, allowing the optimal shift timing and engine torque request value to be applied during the shift. Second, by requesting the required engine torque based on the transmission hydraulic pressure at the beginning of the shift, the shift shock is reduced, allowing the shift to be smoother. Third, excessive or insufficient engine torque is prevented by appropriate torque request during the shift, preventing damage to a clutch disc or friction elements of the automatic transmission, thereby extending the service life of the vehicle.Fourth, the difficulty of calculating the engine torque request value that occurred when the calculation was performed by trial and error under the judgment of the calibration engineer can be solved, and in particular, the disadvantages of the time-consuming and inefficient process of obtaining the corresponding value can all be solved.

Claims

[1] A method for controlling torque of an internal combustion engine of a vehicle according to a transmission hydraulic pressure, the method comprising: Providing an internal combustion engine torque converter connected to the internal combustion engine and an automatic transmission of the vehicle, wherein the internal combustion engine torque converter is configured to distribute the torque of the internal combustion engine to the wheels of the vehicle, Confirming (S10), by an engine torque control device (10), whether a turbine speed difference satisfies an engine torque control entry condition during shifting of the automatic transmission, Calculating (S20), by the engine torque control device (10), a required turbine torque for preventing a shift shock using at least one of a turbine angular acceleration, a driving resistance torque, or a clutch magnetic torque, Performing (S30), by the engine torque control device (10), turbine torque factor learning using, as a stored value of the turbine torque factor learning, a result obtained by applying an accelerator pedal value and / or an engine torque and / or a transmission fluid temperature at the start of the actual shift to an entry condition of the turbine torque factor learning under the condition that no skidding occurs during the shift, applying an average turbine acceleration or an average engine torque reference reduction to a condition for preventing the turbine torque factor learning, and generating and storing the result of the turbine torque factor learning according to the shift time that started at the actual shift start point, Converting (S40), by the engine torque control device (10), the stored value of the turbine torque factor learning into an engine torque control value by the required turbine torque, and Applying, by the engine torque control device (10), the engine torque control value to the output of the engine. [2] The method according to claim 1, wherein the switching type is discriminated by an ON signal of a switch for each switching type in a switching state. [3] A method according to claim 1 or 2, wherein: the turbine speed difference is calculated by applying the formula: Turbine speed−Current gear−Turbine synchronous speed, and the engine torque control entry condition is met when the turbine speed difference is greater than or equal to a turbine speed difference reference value. [4] A method according to any one of the preceding claims, wherein the required turbine torque is calculated by applying the formula: Turbine angular acceleration−conversion value(turbine angular acceleration*moment of inertia)−driving resistance torque−conversion value(driving resistance torque*driving resistance coefficient)−clutch magnet torque−conversion value(clutch magnet torque*clutch magnet coefficient) / turbine coefficient. [5] A method according to claim 4, wherein the turbine angular acceleration conversion value is calculated by applying the formula: (Turbine torque*Turbine coefficient)+Driving resistance torque conversion value+Clutch magnet torque conversion value. [6] A method according to claim 4 or 5, wherein the turbine angular acceleration is calculated by applying the formula: (current turbine synchronous speed−target turbine synchronous speed) / target switching time. [7] A method according to any one of claims 4 to 6, wherein the road resistance moment is calculated by applying the formula: (Rolling resistance+Gradient resistance+Wind resistance), where the rolling resistance is calculated by applying the formula: COS gradient*vehicle weight*gravitational acceleration*rolling resistance coefficient, the gradient resistance is calculated by applying the formula: SIN gradient*vehicle weight*gravitational acceleration, and the wind resistance is calculated by applying the formula: Vehicle speed*air density*frontal area*drag coefficient*0.

5. [8] A method according to any one of claims 4 to 7, wherein the clutch magnetic torque is calculated by applying the formula: ((Hydraulic pressure of the clutch magnet*piston area)−spring force)*number of plates*2*plate area*0.01*friction factor*gravitational acceleration. [9] A method according to any one of the preceding claims, wherein a condition in which no skidding occurs is checked by a condition of occurrence of skidding on upshift and a condition of occurrence of skidding on downshift, wherein: Turbine speed>Current gear turbine synchronous speed or Turbine speed <Zielgang−Turbinensynchrondrehzahl is applied in the condition of occurrence of skidding during upshifting, and Turbine speed <Gegenwa¨rtiger−Gang−Turbinensynchrondrehzahl or Turbine speed>Target gear−Turbine synchronous speed applied in the condition of occurrence of skidding during downshifting. [10] A method according to any one of the preceding claims, wherein the entry condition of the turbine torque factor learning is met when the conditions: actual switching start point <Startpunktreferenzwert, Sensor deflection value 1 <Gaspedalwert(APS)<Sensorauslenkungswert 2, Motor torque value 1 <Motordrehmomentwert<Motordrehmomentwert 2, und Fluid temperature value 1 <Getriebefluidtemperatur<Fluidtemperaturwert 2 all are fulfilled. [11] A method according to any one of the preceding claims, wherein the condition for prohibiting turbine torque factor learning is met if a condition: average turbine acceleration during a predetermined period of time in which the target turbine synchronous speed and the turbine speed differ by a predetermined value or less> average turbine acceleration reference value, or the generation time of the engine torque difference reduction of (engine torque−engine torque intervention)<engine torque difference reference value> engine torque difference reduction reference value is fulfilled. [12] A method according to any one of the preceding claims, wherein the engine torque control value is calculated by applying the formula: Stored value of turbine torque factor learning*(required turbine torque / torque converter torque boost ratio). [13] The method of claim 12, wherein the torque converter torque boost ratio is a ratio of turbine speed to engine speed. [14] An internal combustion engine torque control system (1) of an internal combustion engine of a vehicle, the internal combustion engine torque control system (1) comprising: an internal combustion engine torque converter connected to the internal combustion engine and an automatic transmission of the vehicle, the internal combustion engine torque converter being configured to distribute the torque of the internal combustion engine to the wheels of the vehicle, an engine torque control device (10) that calculates the required turbine torque after confirming an engine torque control condition during shifting of the automatic transmission, derives a stored value of a turbine torque factor by turbine torque factor learning according to the shift type and the shift time started from an actual shift start point, converts the stored value of the turbine torque factor learning into an engine torque control value, and applies the engine torque control value to the output of the engine, and a vehicle data providing device (20) that detects sensor signals of the internal combustion engine and the automatic transmission of the vehicle and transmits the signals to the internal combustion engine torque control device (10). [15] The system of claim 14, wherein the engine torque control device (10) comprises: a checking unit (11) that confirms one of the internal combustion engine torque control conditions with data from the vehicle data providing device (20), a calculation unit (13) which calculates the required turbine torque under the condition that the engine torque control condition is satisfied, a learning unit (15) which derives and stores the value of the turbine torque factor learning through a turbine torque factor learning map according to the shift type, a conversion unit (17) which converts the stored value of the turbine torque factor learning into the engine torque control value by the required turbine torque, and a request unit (19) that requests the engine torque control value to apply the engine torque control value to the output of the engine. [16] A non-transitory computer-readable medium containing program instructions executed by a processor, the computer-readable medium comprising: Program instructions that confirm whether a turbine speed difference satisfies an engine torque control entry condition during shifting of an automatic transmission, Program instructions that calculate a required turbine torque for preventing a shift shock using at least one of a turbine angular acceleration, a road resistance torque, and a clutch magnet torque, Program instructions that perform turbine torque factor learning by using, as a stored value of turbine torque factor learning, a result obtained by applying at least one of an accelerator pedal value, an engine torque, and a transmission fluid temperature at the start of the actual shift to an entry condition of turbine torque factor learning under the condition that no skidding occurs during the shift, applying an average turbine acceleration or an average engine torque difference reduction to a condition for preventing turbine torque factor learning, and generating and storing the result of turbine torque factor learning according to the shift time started at the actual shift start point, Program instructions that convert the stored value of the turbine torque factor learning into an engine torque control value by the required turbine torque, and Program instructions that apply the engine torque control value to the output of a vehicle's internal combustion engine.

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