KR102017032B1 - Method for controlling driving of vehicle and apparatus thereof - Google Patents

Abstract

The present invention relates to a method and method for controlling the driving of a vehicle, wherein the first controller controls the amount of slip between the engine RPM and the turbine RPM after the shift control section of the vehicle starts the neutral control while the vehicle is stopped. Determining whether the feedback control section is controlled to be maintained at a predetermined target slip amount, and when it is determined that the shift control section is the feedback control section, the first controller monitors the engine RPM and the turbine RPM to generate an impact during neutral control Determining whether the condition is satisfied; if it is determined that the impact occurrence condition is satisfied, the first control unit determines whether the neutral control is maintained in the normal state of the vehicle, and the neutral control is maintained in the normal state of the vehicle. If it is determined that the first control unit, the amount of compensation slip between the engine RPM and the turbine RPM to reduce the impact in the neutral control And determining, by the first controller, the neutral control of the vehicle by applying the determined compensation slip amount to the target slip amount.

Description

Vehicle control method and apparatus {METHOD FOR CONTROLLING DRIVING OF VEHICLE AND APPARATUS THEREOF}

The present invention relates to a drive control method and apparatus for a vehicle, and more particularly, to a drive control method and apparatus for a vehicle for removing a shock generated during the neutral control of the vehicle.

An automatic transmission for a vehicle is a transmission having a function of automatically changing a transmission ratio according to a vehicle speed or engine speed. The automatic transmission includes a torque converter that transmits engine power, a planetary gear set that receives the power of the torque converter and shifts it according to the vehicle speed to the output shaft, a plurality of clutches that control the planetary gear set for shifting, and hydraulically controls the clutch. It consists of a hydraulic system consisting of a transmission control unit (TCU) and a valve body.

When the driver operates the shift lever and converts it to a desired shift stage, the manual valve port is converted and hydraulic pressure is supplied from the oil pump of the hydraulic control circuit. The automatic transmission is used to control the duty of the solenoid valve based on the supplied hydraulic pressure. Accordingly, several operating elements are selectively operated to shift.

On the other hand, when driving a vehicle equipped with an automatic transmission, when the driver stops for a short time such as waiting for a signal, most drivers only stop the vehicle by stepping on the brake pedal and do not convert the shift lever to the N-speed. In this case, there is a problem of idle noise and vibration occurring in the D stage stop state and fuel economy is reduced, so the automatic transmission mounted on a vehicle recently has a shift state similar to the N stage through slip control of the underdrive clutch. Neutral control to maintain the.

When the stop state with the gear shift lever D continues for a predetermined time (D idle state), neutral control of the automatic transmission is started, and a slip between the turbine and the engine of the torque converter is generated by the underdrive clutch, Accordingly, the engine load can be reduced by maintaining a shift state similar to that of the stop N stage. Here, the underdrive clutch is configured to transmit or release the driving force of the input shaft to the underdrive sun gear side of the planetary gear set.

In the neutral control, the underdrive clutch engages and disengages alternately by the underdrive solenoid valve. The plunger moves according to the current value applied to the solenoid valve for the underdrive to perform the coupling operation and the release operation of the underdrive, thereby determining the slip amount of the turbine.

Due to the alternating engagement and release operation of the underdrive clutch, the planetary gear unit starts to rotate, so that the feedback control to the solenoid valve for the underdrive is continuously maintained in order to maintain the target slip amount of the neutral control. Is done.

On the other hand, when the hydraulic pressure applied to the underdrive clutch is unstable when the target slip amount is controlled to reach the feedback control section after the neutral control is started, and the turbine rotation speed is drastically reduced, it is caused from the relationship between the gears of the drive system. There is a problem that an impact is transmitted to the driver.

Background art of the present invention is disclosed in Korea Patent Publication No. 10-2016-0049834 (published May 10, 2016).

The present invention has been made to solve the above-described problem, an object according to an aspect of the present invention is due to the instability of the hydraulic pressure applied to the underdrive clutch in the feedback control section for controlling to maintain the target slip amount after the neutral control is initiated It is to provide a driving control method and apparatus of a vehicle for removing the impact caused to the driver to improve the driving convenience of the driver.

According to an aspect of the present invention, there is provided a driving control method for a vehicle, in which a first control unit performs a shift amount of slip between an engine RPM and a turbine RPM after the shift control section of the vehicle starts the neutral control while the vehicle is stopped. Determining whether the feedback control section is controlled to be maintained at a predetermined target slip amount, and when it is determined that the shift control section is the feedback control section, the first controller monitors the engine RPM and the turbine RPM to monitor the neutrality. Determining whether the impact occurrence condition at the time of control is satisfied; if the shock generation condition is determined to be satisfied, determining, by the first controller, whether the neutral control is maintained in the normal state of the vehicle, the vehicle In the normal state, when it is determined that the neutral control is maintained, the first controller controls the neutral control. Determining a compensation slip amount between an engine RPM and a turbine RPM to reduce an impact during control, and performing the neutral control of the vehicle by applying the determined compensation slip amount to the target slip amount by the first controller; Characterized in that it comprises a.

In the present invention, in the determining whether the shock generation condition is satisfied, the first control unit determines that the shock generation condition is satisfied when the turbine RPM decreases while the engine RPM is maintained within a predetermined range. It features.

In the present invention, in the determining whether the shock generation condition is satisfied, the first control unit calculates and accumulates the amount of change from the engine RPM fed back in the previous cycle whenever the engine RPM is periodically fed back in the feedback control section. When the summed result is less than the first predetermined reference value, and the turbine RPM which is periodically fed back in the feedback control section is decreasing, and whenever the turbine RPM is fed back periodically, the turbine RPM fed back from the previous cycle is returned. When the amount of change is calculated, cumulatively added, and the summed result is less than the second preset reference value, the shock generation condition is determined to be satisfied.

In the step of determining whether the neutral control is maintained in the present invention, the first control unit, the opening amount of the accelerator pedal of the vehicle is less than or equal to a predetermined first reference value, the shift lever is set to the D range, When the oil temperature is equal to or greater than a second predetermined reference value, the vehicle is determined to be maintained in the neutral control in the normal state.

In the step of determining the compensation slip amount in the present invention, the first control unit, in the relationship information between the transmission oil temperature and the engine torque preset for each slip amount to be compensated for the target slip amount, the oil temperature of the current transmission and The amount of compensation slip is determined by applying torque of an engine.

In the step of performing the neutral control in the present invention, the first control unit, by increasing the target slip amount by the compensation slip amount, the turbine RPM is reduced to reduce the impact during the next neutral control It is done.

According to the present invention, when the neutral control is released in a state where the determined compensation slip amount is greater than or equal to a preset first upper limit and the engine torque is greater than or equal to a preset second upper limit, requesting engine torque reduction control to a second control unit. And performing, by the second control unit, engine torque reduction control according to the engine torque reduction control request from the first control unit.

In accordance with an aspect of the present invention, a driving control apparatus for a vehicle includes a shift stage detecting unit configured to detect RPM information including an engine RPM and a turbine RPM, and a shift control section of the vehicle in which neutral control is started while the vehicle is stopped. After that, the feedback control interval is controlled so that the slip amount between the engine RPM and the turbine RPM is maintained at a target slip amount preset for the neutral control, the impact generation conditions during the neutral control determined by monitoring the engine RPM and the turbine RPM is satisfied. When the neutral control is maintained in the normal state of the vehicle, a compensation slip amount between the engine RPM and the turbine RPM is determined to reduce the shock during the neutral control, and the determined slip amount is applied to the target slip amount. It characterized in that it comprises a first control unit for performing the neutral control of the vehicle.

According to an aspect of the present invention, the present invention monitors the turbine RPM in the feedback control section of the neutral control to determine the need to compensate the target slip amount, learning and determining the compensation slip amount applied to the target slip amount to neutralize the vehicle By performing the control, the shock caused to the driver due to the instability of the hydraulic pressure applied to the underdrive clutch can be eliminated, and the engine torque reduction control is executed when the neutral control release is released while the compensation slip amount is increased above the upper limit. By doing so, burnout of the underdrive clutch can be prevented.

1 is a block diagram illustrating a driving control apparatus for a vehicle according to an exemplary embodiment of the present invention.
2 is a flowchart illustrating a driving control method of a vehicle according to an exemplary embodiment of the present invention.
3 is an exemplary diagram for describing a feedback control section in a driving control method of a vehicle according to an embodiment of the present invention.
4 is an exemplary diagram for describing a process of determining whether a shock generation condition during neutral control is satisfied in a driving control method of a vehicle according to an exemplary embodiment of the present disclosure.

Hereinafter, a driving control method and apparatus for a vehicle according to the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, terms to be described below are terms defined in consideration of functions in the present invention, which may vary according to the intention or convention of a user or an operator. Therefore, the definitions of these terms should be made based on the contents throughout the specification.

1 is a block diagram illustrating a driving control apparatus for a vehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 1, a driving control apparatus for a vehicle according to an exemplary embodiment of the present disclosure may include a shift stage detecting unit 10, a clutch driving unit 20, an underdrive clutch 30, a first control unit 40, and a second control unit. It may include a controller 50.

The shift stage detecting unit 10 may detect RPM information including an engine RPM and a turbine RPM, and transmit the detected RPM information to the first control unit 40 to be described later. The engine RPM sensor and the pulse generator may detect the engine RPM and the turbine RPM, respectively. It may include (not shown). The engine RPM and turbine RPM detected through the shift stage detecting unit 10 may be used to determine whether a shock generation condition during neutral control is satisfied, as will be described later.

The clutch driver 20 may adjust the hydraulic pressure applied to the underdrive clutch 30 under the control of the first controller 40. The clutch driving unit 20 may be implemented as a solenoid valve, and the plunger may move according to the current applied from the first control unit 40 to engage and release the underdrive clutch 30.

The first controller 40 adjusts the hydraulic pressure applied to the underdrive clutch 30 through the clutch drive unit 20 when the stop state in which the shift lever is the D stage is maintained for a predetermined time (D stage idle state) and the engine of the torque converter. Neutral control of the vehicle can be performed by controlling the slip to occur between each rotation of the turbine. The first control unit 40 may be implemented as a transmission control unit (TCU) for performing neutral control of the vehicle.

On the other hand, when reaching the feedback control section after the neutral control is initiated as described above, when the target slip amount is controlled to be maintained, when the hydraulic pressure applied to the underdrive clutch 30 is unstable and the turbine RPM rapidly decreases, There is a problem that an impact resulting from the engagement relationship between gears is transmitted to the driver.

Accordingly, in the present exemplary embodiment, the first control unit 40 maintains the slip amount between the engine RPM and the turbine RPM at a predetermined target slip amount for the neutral control after the shift control section of the vehicle starts the neutral control while the vehicle is stopped. This is a feedback control section which is controlled to be controlled so that the impact occurrence condition during neutral control determined by monitoring the engine RPM and the turbine RPM is satisfied, and when the vehicle is maintained in the normal state, the neutral control is performed to reduce the impact during the neutral control. The compensation slip amount between the engine RPM and the turbine RPM may be determined, and the determined compensation slip amount may be applied to the target slip amount to perform neutral control of the vehicle.

Hereinafter, an operation of the first control unit 40 that performs the neutral control of the vehicle will be described in detail with reference to FIGS. 2 to 4.

2 is a flowchart illustrating a method for controlling driving of a vehicle according to an embodiment of the present invention, and FIG. 3 is an exemplary diagram for describing a feedback control section in a method for controlling driving of a vehicle according to an embodiment of the present invention. 4 is an exemplary diagram for describing a process of determining whether a shock generation condition during neutral control is satisfied in a driving control method of a vehicle according to an exemplary embodiment of the present invention.

Referring to FIG. 2, a driving control method of a vehicle according to an exemplary embodiment of the present invention will be described. First, the first control unit 40 may include an engine after a neutral control is started in a state in which a shift control section of the vehicle is stopped. It is determined whether the slip amount between the RPM and the turbine RPM is a feedback control section controlled to be maintained at a target slip amount preset for neutral control (S10).

That is, as shown in FIG. 3, when the stop state in which the shift lever is the D stage continues for a predetermined time, the first control unit 40 starts the neutral control, and after the neutral control is started, to prevent the impact at the initial initiation of the neutral control. It is determined whether the turbine RPM rise time provided in order to reach the feedback control section.

When it is determined in step S10 that the shift control section is the feedback control section, the first controller 40 monitors the engine RPM and the turbine RPM to determine whether the shock generation condition in the neutral control is satisfied (S20). In step S20, the first control unit 40, when the turbine RPM is reduced in the state where the engine RPM is maintained within a certain range, determines that the shock generation conditions are satisfied.

That is, in the normal feedback control section, the engine RPM and the turbine RPM are controlled to maintain the target slip amount as shown in FIG. 4 (b), but as shown in FIG. 4 (a), the hydraulic pressure applied to the underdrive clutch 30 is reduced. When the turbine RPM decreases rapidly due to instability, an impact is caused from the engagement relationship between the gears of the drive system. Therefore, the first control unit 40 has a possibility of an impact when the turbine RPM decreases while the engine RPM is maintained within a predetermined range. It is determined that there exists a learning of the slip amount through the steps S30 and S40 to be described later.

In detail, a process of determining whether a shock generation condition during neutral control is satisfied in step S20 will be described in detail. The first control unit 40 feedbacks from the previous cycle whenever the engine RPM is periodically fed back in the feedback control section. When the amount of change from the received engine RPM is calculated and accumulated and the summed result is less than the first predetermined reference value, and ii) The turbine RPM which is periodically fed back in the feedback control section is decreasing, and the turbine RPM is periodically fed back. Whenever the amount of change from the turbine RPM fed back in the previous cycle is calculated and cumulatively summed and the summed result is less than the second preset reference value, it is determined that the shock generation condition is satisfied.

That is, the first control unit 40 calculates the amount of change from the engine RPM fed back in the previous cycle whenever the engine RPM is periodically fed back and accumulates it, and determines whether the summed result is less than the first predetermined reference value. . When the process is expressed by an equation, it is expressed by Equation 1 below.

는 엔진 RPM을 주기적으로 피드백 받을 때마다 이전 주기에서 피드백 받은 엔진 RPM으로부터의 변화량을 산출하여 누적 합산한 결과를 의미하고, Ne_ref는 제1 기준값을 의미한다.In Equation 1 Ne _i refers to the engine RPM fed back in the cycle i, ΔNe _i means the amount of change in the engine RPM fed back in the cycle i from the engine RPM fed back in the cycle i-1,

Denotes a result of calculating and accumulating the change amount from the engine RPM fed back in the previous cycle whenever the engine RPM is periodically fed back, and Ne_ref represents the first reference value.

In addition, the first controller 40 decreases the turbine RPM which is periodically fed back in the feedback control section, and each time the turbine RPM is periodically fed back to calculate the cumulative amount of change from the turbine RPM fed back in the previous cycle, the cumulative sum It is determined whether the summed result is less than the second preset reference value. When the process is expressed by an equation, the following equation (2) is obtained.

는 터빈 RPM을 주기적으로 피드백 받을 때마다 이전 주기에서 피드백 받은 엔진 RPM으로부터의 변화량을 산출하여 누적 합산한 결과를 의미하고, Nt_ref는 제2 기준값을 의미한다.In Equation 2, Nt _i refers to the turbine RPM fed back in the period i, ΔNt _i means the amount of change in the turbine RPM fed back in the period i from the turbine RPM fed back in the period i-1,

Denotes a result of calculating and accumulating the change amount from the engine RPM fed back in the previous cycle whenever the turbine RPM is periodically fed back, and Nt_ref refers to the second reference value.

When the equations (1) and (2) are satisfied in step S20, the first controller 40 needs to learn about the target slip amount since there is a possibility of impact due to the reduction of the turbine RPM while the engine RPM is maintained within a predetermined range. After the determination, the learning of the slip amount is started through the following steps S30 and S40.

When it is determined in step S20 that the shock generation condition is satisfied, the first control unit 40 determines whether the neutral control is maintained in the normal state of the vehicle (S30). The step S30 has a meaning as a step of determining whether the basic state of the vehicle for learning the slip amount of the step S40 is maintained.

In operation S30, the first controller 40 may have an opening amount of the accelerator pedal less than or equal to a preset first reference value (eg, 0), the shift lever is set to a D range, and a second reference value in which the oil temperature of the transmission is preset. (Example: 30 degreeC-100 degreeC), it is judged that neutral control is hold | maintained in a steady state of a vehicle. The opening amount of the accelerator pedal and the oil temperature of the transmission may be obtained by an APS (Accelerator Pedal Sensor) and an oil temperature sensor (not shown) mounted on the vehicle, respectively, and the shift lever range may include the shift stage detecting unit 10 described above. Can be obtained from

When it is determined in step S30 that the neutral control is maintained in the normal state, the first control unit 40 determines the amount of compensation slip between the engine RPM and the turbine RPM in order to reduce the impact during the neutral control (S40).

In operation S40, the first controller 40 applies the oil temperature of the current transmission and the torque of the engine to the relationship information between the transmission oil temperature and the engine torque preset for each slip amount for which compensation is required for the target slip amount. Can be determined.

Specifically, when it is determined that compensation for the target slip amount is necessary through steps S10 to S30, the first control unit 40 may determine the oil temperature of the transmission and the engine temperature as a state parameter of the current vehicle that is determined to be required for compensation in step S40. The compensation slip amount can be determined by extracting a torque corresponding to the oil temperature of the current transmission and the engine torque from the relationship information between the transmission oil temperature and the engine torque preset for each slip amount that requires compensation for the target slip amount. have.

The relationship information between the transmission oil temperature and the engine torque set for each slip amount for which compensation is required for the target slip amount is added to or subtracted from the target slip amount according to the transmission oil temperature and the engine torque state, so as to reduce the impact in the feedback control section. It may be designed in advance based on the designer's experimental results and may be preset in the first control unit 40. Since the relationship information between the transmission oil temperature and the engine torque is commonly used in the process of calculating the hydraulic pressure required to be applied to the underdrive clutch 30, the transmission oil temperature and the engine torque for each slip amount required to compensate for the target slip amount There is an advantage that can easily be secured by designing the relationship information in advance.

When the compensation slip amount is determined in step S40, the first controller 40 applies the determined compensation slip amount to the target slip amount to perform neutral control of the vehicle (S50). Specifically, the first control unit 40 increases the target slip amount by the compensation slip amount, so that the turbine RPM is reduced to reduce the impact during the next neutral control.

That is, in order to prevent an impact from occurring in the feedback control section due to the reduction of the turbine RPM, the first controller 40 may perform feedback control during the next neutral control so that the target slip amount increased by the compensation slip amount is maintained. Therefore, since the turbine RPM is controlled in a reduced state in the feedback control section, the shock caused by the sudden decrease in the turbine RPM can be alleviated.

In summary, if it is determined that the compensation for the target slip amount is necessary to eliminate the impact due to the reduction of the turbine RPM through steps S10 to S30, the preset slip amount for which the compensation is required for the target slip amount is preset in step S40. After determining the compensation slip amount by applying the oil temperature of the current transmission and the torque of the engine to the relationship information between the transmission oil temperature and the engine torque, in step S50, the target slip amount is increased by the compensation slip amount to perform neutral control, thereby providing feedback control. As the turbine RPM is controlled in a reduced state at, the impact caused by the drastic reduction of the turbine RPM can be mitigated.

Meanwhile, in the present exemplary embodiment, when the neutral control is released in a state where the compensation slip amount determined in step S40 is greater than or equal to a preset first upper limit and the engine torque is greater than or equal to a preset second upper limit, the second controller 50 (S60) for requesting the engine torque reduction control, and S70 for performing the engine torque reduction control according to the engine torque reduction control request from the first control unit 40. .

That is, when the neutral control is performed with a relatively large target slip amount because the compensation slip amount is greater than or equal to the first upper limit value and the neutral control is released while the engine torque is greater than or equal to the second upper limit value, burnout of the underdrive clutch 30 due to oscillation may occur. Therefore, the first controller 40 requests the engine torque reduction control to the second controller 50, and accordingly, the second controller 50 performs the engine torque reduction control so that the burnout of the underdrive clutch 30 is prevented. Can be prevented. The second control unit 50 may be implemented as an engine control unit.

As described above, the present embodiment monitors the turbine RPM in the feedback control section of the neutral control to determine the need for compensation of the target slip amount, learns and determines the compensation slip amount, and applies the target slip amount to perform the neutral control of the vehicle under. The shock caused to the driver due to the instability of the hydraulic pressure applied to the drive clutch can be eliminated. Further, when the neutral control release is released while the compensation slip amount is increased above the upper limit value, the engine torque reduction control is performed to perform the control of the underdrive clutch. Burnout can be prevented.

Although the present invention has been described with reference to the embodiments shown in the drawings, this is merely exemplary, and those skilled in the art to which the art belongs can make various modifications and other equivalent embodiments therefrom. Will understand. Therefore, the true technical protection scope of the present invention will be defined by the claims below.

10: shift stage detecting unit
20: clutch drive part
30: underdrive clutch
40: first control unit
50: second control unit

Claims (14)

Feedback control in which the first control unit controls the shift control section of the vehicle to maintain the slip amount between the engine RPM and the turbine RPM at a target slip amount preset for the neutral control after the neutral control is started while the vehicle is stopped. Determining whether the section is a section;
If it is determined that the shift control section is the feedback control section, the first control unit monitors an engine RPM and a turbine RPM to determine whether a shock generation condition during the neutral control is satisfied;
Determining that the neutral control is maintained in the normal state of the vehicle, when it is determined that the shock generation condition is satisfied;
Determining, by the first controller, a compensation slip amount between an engine RPM and a turbine RPM in order to reduce an impact in the neutral control, when it is determined that the neutral control is maintained in the normal state of the vehicle; And
Performing, by the first control unit, neutral control of the vehicle by applying the determined compensation slip amount to the target slip amount;
Drive control method of a vehicle comprising a.
The method of claim 1,
In the determining of whether the shock generation condition is satisfied, the first controller may include:
And when the turbine RPM decreases while the engine RPM is maintained within a predetermined range, determining that the shock generation condition is satisfied.
The method of claim 2,
In the determining of whether the shock generation condition is satisfied, the first controller may include:
Whenever the engine RPM is periodically fed back in the feedback control section, the amount of change from the engine RPM fed back in the previous cycle is calculated and cumulatively added, and the summed result is less than the first predetermined reference value, and
The turbine RPM that is periodically fed back in the feedback control section is decreasing, and every time the turbine RPM is fed back periodically, the amount of change from the turbine RPM fed back in the previous cycle is calculated, accumulated, and the summed result is a preset second. If the case below the reference value is satisfied, it is determined that the impact generation condition is satisfied.
The method of claim 1,
In the determining whether the neutral control is maintained, the first control unit,
When the opening amount of the accelerator pedal of the vehicle is equal to or less than the first preset reference value, the shift lever is set to the D range, and the oil temperature of the transmission is equal to or greater than the preset second reference value, the neutral control is maintained in the normal state. It is determined that there is a drive control method of the vehicle.
The method of claim 1,
In determining the compensation slip amount, the first control unit,
The compensation slip amount is determined by applying the oil temperature of the current transmission and the torque of the engine to the relationship information between the transmission oil temperature and the engine torque preset for each slip amount that requires compensation for the target slip amount. Control method.
The method of claim 1,
In the step of performing the neutral control, the first control unit,
And increasing the target slip amount by the compensation slip amount so that the turbine RPM is reduced to reduce the impact during the next neutral control.
The method of claim 1,
Requesting, by the first control unit, engine torque reduction control to the second control unit when the neutral control is released while the determined compensation slip amount is equal to or greater than a preset first upper limit value and the engine torque is equal to or greater than a preset second upper limit value; And
And performing, by the second control unit, engine torque reduction control in response to an engine torque reduction control request from the first control unit.
A shift stage detecting unit detecting RPM information including an engine RPM and a turbine RPM; And
The shift control section of the vehicle is a feedback control section in which the slip amount between the engine RPM and the turbine RPM is controlled to be maintained at a target slip amount preset for the neutral control after the neutral control is started with the vehicle stopped. And a shock generation condition during the neutral control determined by monitoring the turbine RPM, and when the neutral control is maintained in the normal state of the vehicle, compensation between the engine RPM and the turbine RPM to reduce the shock during the neutral control. A first controller configured to determine a slip amount and to perform neutral control of the vehicle by applying the determined compensation slip amount to the target slip amount;
Drive control apparatus for a vehicle comprising a.
The method of claim 8,
The first control unit, the driving control apparatus for a vehicle, characterized in that it is determined that the impact generation condition is satisfied when the turbine RPM is reduced in a state where the engine RPM is maintained within a predetermined range.
The method of claim 9,
The first control unit,
Whenever the engine RPM is periodically fed back in the feedback control section, the amount of change from the engine RPM fed back in the previous cycle is calculated and cumulatively added, and the summed result is less than the first predetermined reference value, and
The turbine RPM that is periodically fed back in the feedback control section is decreasing, and every time the turbine RPM is fed back periodically, the amount of change from the turbine RPM fed back in the previous cycle is calculated, accumulated, and the summed result is a preset second. If the case below the reference value is satisfied, it is determined that the impact generation condition is satisfied.
The method of claim 8,
The first control unit, when the opening amount of the accelerator pedal of the vehicle is less than or equal to a predetermined first reference value, the shift lever is set to the D range, and the oil temperature of the transmission is greater than or equal to the preset second reference value, the vehicle is in a normal state. And determining that the neutral control is maintained.
The method of claim 8,
The first control unit may determine the compensation slip amount by applying the oil temperature of the current transmission and the torque of the engine to the relationship information between the transmission oil temperature and the engine torque preset for each slip amount that requires compensation for the target slip amount. A drive control device for a vehicle.
The method of claim 8,
And the first control unit increases the target slip amount by the compensation slip amount so that the turbine RPM is reduced to reduce the impact during the next neutral control.
The method of claim 8,
Performing engine torque reduction control according to an engine torque reduction control request from the first control unit when the neutral control is released while the determined compensation slip amount is equal to or greater than a first preset upper limit and the engine torque is equal to or greater than a preset second upper limit. And a second control unit.

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