DE102015116300A1 - A method of controlling a dual-clutch transmission of a vehicle - Google Patents

Abstract

Disclosed is a method of controlling a dual-clutch transmission of a vehicle, the method comprising: determining, by a controller, whether there is a situation that requires an equiaxed shift, referred to as a step of determining a gear shift start (S10), releasing the control device of a current gear stage to neutral, wherein a clutch is kept engaged when the equiaxed gear shift is required, which is referred to as neutralization step (S30), control by the control device of a drive source of the vehicle to an input shaft speed with a target input shaft speed synchronizing, which results from multiplying an instantaneous output shaft speed by a gear ratio of a target gear stage, after performing the neutralization step, which is referred to as a synchronous speed control step (S40), and finishing the gear shift by the control device by engaging the target gear speed as soon as the input shaft speed is synchronized with the target input shaft speed, which is referred to as a step of completing the gear shift (S50).

Description

Background of the invention

Field of the invention

The present invention relates to techniques for transmission-side mounted electric-device (TMED) -based hybrid vehicles (e.g., TMED-type hybrid vehicles) having a dual clutch transmission (DCT) to perform a gear shift while driving.

Description of the related art

A transmission-side mounted-electric-device (TMED) -based hybrid vehicle (e.g., hybrid motor vehicle) having a dual clutch transmission has an electric motor mounted on the dual clutch transmission and an engine clutch disposed between the electric motor and an internal combustion engine. Power from the electric motor is supplied by two clutches of the odd-number-axis dual-clutch transmission (eg, odd-gear axis) used to realize the odd-numbered gear ratios and a straight-number (eg, even-speed) axle is used to implement the even gear ratios, where one clutch providing power to the odd number axle is referred to as an odd (eg, odd) clutch and the other clutch providing power to the even number axle as one Straight number (eg straight line) -side coupling is called.

Such a dual-clutch transmission normally has gear stages alternately arranged on the odd-numbered and straight-numbered axes, so that sequential gearshifting of alternately shifting gear stages arranged (respectively) on different axes by engaging and disengaging the odd-numbered ones Clutch and the straight-side clutch is performed. This gearshift is referred to as a different-axis gearshift (e.g., unequal-axis gearshift) because different axles are used for gearshifting.

 Since the sequential gearshift is a multi-axis gearshift, smooth gearshifting can be realized by clutch-to-clutch gearshifting without deteriorating the torque of the drive wheels by releasing a clutch to which the current gearshift belongs and a clutch to which a new target gear is heard, in which (eg in a state in which) the new target gear, which is arranged on the axle, where currently the clutch is released, is previously engaged. The dual-clutch transmission thus enables such a sequential gear shift, but in a situation requiring a skip shift to skip an adjacent gear step in case of a sudden change of a vehicle speed or a rapid acceleration according to the user's operation (eg driver's operation), there may be a need to change to another To shift gear on the same axis.

 This gearshift on the same axis is referred to as an equiaxial gearshift (eg, synchromesh gearshift), in which case a corresponding clutch, wherein (eg while) the corresponding clutch is disengaged (eg in the released state of the corresponding clutch), is re-engaged after the current gear ratio has been released and a new target gear has been engaged. In order for the new target gear to be engaged, the speed of an input shaft to which the target gear is heard must be synchronized with the speed of an output shaft. However, this synchronization process is performed manually by frictional force of friction elements and thus requires a relatively long time for realization. This results in a rather long gearshift time, which degrades the vehicle's handling and causes a reduction in regenerative braking amount when shifting gears before stopping the vehicle.

 The above information is presented as background information to aid in the understanding of the present invention. No provision or explanation has been made as to whether any of the above could be applicable as prior art with respect to the present invention.

• Reference 1: KR10-14599280000 B ,

Explanation of the invention

Accordingly, the present invention has been made in consideration of the above problems encountered in the prior art, and an object of the present invention is to provide a method of controlling a dual-clutch transmission (eg, DCT shifting) of a vehicle that gears in that, in the co-axial gear shift in a transmission-mounted electric-device (TMED) -based hybrid vehicle having a dual-clutch transmission, the rotational speed and acceleration of an input shaft to which a target gear stage belongs are rotational speed and acceleration of an output shaft is synchronized quickly, reducing the drivability of the vehicle is improved and a regenerative braking amount is increased in the gear shift before stopping the vehicle.

According to one aspect of the present invention, a method of controlling a dual clutch transmission of a vehicle is provided. The method comprises: determining, by a control device, whether there is a situation requiring an equiaxed gear shift, which is specifically referred to as a step of determining a gear shift start, releasing by the control device a current gear step to neutral (eg, a neutral state) a clutch is engaged when the equiaxed gear shift is required, which is particularly referred to as a step of neutralization (eg, neutral state formation), control by the control device of a drive source of the vehicle to synchronize an input shaft speed with a target input shaft speed resulting from a multiplication an instantaneous output shaft speed having a gear ratio of a target gear ratio results after the neutralization step has been performed, which is more particularly referred to as a synchronous speed control step, and finishing (eg, completing) the gear shift by the control device by the target gear stage is engaged as soon as the input shaft speed is synchronized with the target input shaft speed, which is particularly referred to as a step for completing the gear shift.

 The control device may control a shift actuator to release the current speed step in the neutralization step, may control at least one electric motor of the drive source having the electric motor to synchronize the input shaft speed in the synchronous speed control step, and may Control shift actuator to engage the target gear in the step to complete the gear shift.

 The control device may be configured to perform a step of preparing the gear shift before the step of neutralizing and the step of determining the gear shift, and wherein the step of preparing the gear shift may comprise forming and holding a torque of the input shaft as a predetermined one Preparation torque, which is particularly referred to as a step for torque adjustment.

 In the torque-tuning step, the predetermined preparation torque may be obtained by multiplying an input shaft acceleration by an inertia torque of a driveline, performing the gear shift preparing step, and determining the inertia of the drivetrain as an inertia torque of all components are arranged on a path which transmits power from an electric motor to the input shaft, wherein an engine clutch between an engine and the electric motor is solved (eg in the dissolved state of the engine clutch), and can be determined as an inertia of all components are arranged on a path which transmits the power from the internal combustion engine via the engine clutch to the electric motor and to the input shaft, wherein the engine clutch is engaged (eg in the connected state of the Verbrennungsmotorku pplung).

 The controller may obtain an initial offset by subtracting an instantaneous input shaft speed resulting from a multiplication of a current output shaft speed by a gear ratio of a current speed step from the target input shaft speed prior to the step of neutralization after the step of determining the gear shift start and may determine a target gear completion time, which is a time required from a timing of the synchronous rotation control step to a time when the gear shift is completed, and feedback control of the input shaft rotation speed based on a target rotation speed in the Synchronous speed control by obtaining a target parallel value resulting from subtracting the initial offset from the target input shaft speed to the target parallel value in each control cycle ei n additional value (e.g. Added value) set to form a profile which gradually increases from zero to the initial offset value during the target gear shift completion time, and sets the addition result as the target rotational speed to follow the input shaft rotational speed.

 In the synchronous speed control step, the target gear completion time may be divided into at least three or more sections, each section having a different rate of change of the additional value.

The synchronous speed control step may include setting a middle portion of the three or more portions in the target gear completion time to have the highest rate of change of the added value, and setting first and last portions on both sides of the middle portion to be lower Change rates of the additional value have those of the middle section.

 The step of synchronous speed control may include setting the rate of change of the additional value in the middle portion to a value no greater than a result of dividing a maximum torque that the drive source is capable of exercising by a moment of inertia of a drive train, the drive source having only one E Engine corresponds, with an engine clutch between an engine and the electric motor is released (eg, in the dissolved state of the engine clutch), with the engine and electric motor corresponds with the engine clutch is engaged (eg in the connected state of the engine clutch), and with a hybrid starter generator (HSG), the internal combustion engine and the electric motor, wherein the engine clutch is engaged and the hybrid starter generator is connected to the internal combustion engine to supply power, and wherein a moment of inertia of the powertrain it is determined as an inertia moment of all components disposed on a path transmitting power from the electric motor to the input shaft with the engine clutch released (e.g. dissolved state of the engine clutch), and determined as an inertia moment of all components disposed on a path which transmits power from the engine via the engine clutch to the electric motor and the input shaft, the engine clutch is engaged (eg in the connected Condition of the engine clutch).

 The step of synchronous speed control may include smoothly changing the overhead value between respective portions of the target gearshift completion time by low-pass filtering a change in the overhead set for the respective sections.

 The step of synchronous speed control may include smoothly changing the overhead value between corresponding portions of the target gearshift completion time by spline interpolating a change in the overhead set for the respective sections.

The method may further include calculating a feedback control value U _fb , wherein a difference between the target speed r and a measured speed of a driveline representative process G is a control deviation (eg, control difference) e Specifically, as a step for calculating a feedback, receiving a final control value U for controlling the controlled system G, and a disturbance (eg disturbance) d and the measured speed y, which are connected to the operation of the controlled system G, removing (or. Compensating) the disturbance d and calculating a deviation estimation value U _d for converting the drive train G into an ideal target state, which is particularly referred to as a step for removing the disturbance, and adding the feedback control value U _fb to a feedforward value U _ff resulting from a multiplication of a Differentials (eg Dif desired value) of the target rotational speed with the moment of inertia J of the drive train, and calculating the final control value U by subtracting the deviation estimation value U _d from the addition result, which is particularly referred to as a step of calculating the control value.

 The powertrain may be determined to correspond to all components disposed on a path that dissipates power from an E, with an engine clutch being disengaged between an internal combustion engine and the electric motor (eg, in a released state of the engine clutch) -Motor transmitted to the input shaft, and that it, wherein the engine clutch is engaged (eg in the connected state of the engine clutch) with all components, which are arranged on a path which power from the engine via the engine clutch to the electric motor and the Transmitted input shaft, and corresponding to all components that are connected in a state of transmitting the rotational power with the internal combustion engine.

The step of removing the disturbance may comprise generating a first processing value by processing the final control value U with a low-pass filter Q (S) determined by the following equation:

Generating a second processing value by processing the measured speed of the controlled system G with the low-pass filter Q (S), after the measured speed in (eg the equation) G _n ^-1 (S) of the nominal (eg target) control path (eg in the form of a Transfer function) G _n (S) has been input for the driveline G, and calculating the deviation estimation value U _d by subtracting the first processing value from the second processing value, setting (the variables), a _j ', and b _i ' in that they | Q (s = jω) | ≒ 1 are (eg satisfy) at a frequency below a maximum frequency ω _m contained in the disturbance d, where the nominal Controlled system G _n (S) is equal to 1 / (J · s) and G _n ^-1 (s) is equal to (J · s).

 In accordance with another aspect of the present invention, a dual clutch transmission (DCT) shift control device is provided. The dual clutch transmission shift control apparatus includes: a gear shift request determiner for determining whether an equiaxed gear shift is required in a transmission side mounted electric vehicle (TMED) based hybrid vehicle equipped with a dual clutch transmission (DCT), a shift An instruction unit for generating an instruction to control a shift actuator to release a current gear to neutral, wherein a clutch remains engaged when the co-axial gear shift is required, a clutch instruction unit for controlling the clutch, and a drive source; An instruction unit for controlling a drive source of a vehicle to synchronize a rotational speed of an input shaft in which the clutch remains engaged with a target input shaft speed resulting from a multiplication of a current output shaft speed with a gear ratio of a target gear, when On request of the equiaxed gear shift, the current gear ratio is neutralized.

 The drive source instructing unit may include a target setting unit (eg, set value setting unit) that obtains an initial offset by subtracting a current input shaft speed resulting from a multiplication of the current output shaft speed by the gear ratio of the current gear stage from the target input shaft speed before the current gear stage is released in the equiaxed gear shift, determines a target gear shift completion time, which is a time required from a time when the current gear ratio is released to a time when the gear shift is completed, and a target parallel value obtained from a subtracting of the initial offset from the target input shaft speed, adds to the target parallel value in each control cycle an overhead value set to form a profile that gradually increases from zero to the initial offset value d of the target gear completion time, and sets the addition result as a target speed to follow the input shaft speed.

einen zweiten Verarbeitungswert durch Verarbeiten der gemessenen Drehzahl der Regelstrecke G mit dem Tiefpassfilter Q(S) generiert, nachdem die gemessene Drehzahl in (die Gleichung) G_n ^–1 (S) der Nominal-Regelstrecke (z.B. Übertragungsfunktion) G_n (S) für die den Antriebsstrang darstellende Regelstrecke G eingegeben wurde, und den Abweichungsschätzwertes U_d durch Subtrahieren des ersten Verarbeitungswertes von dem zweiten Verarbeitungswert berechnet, wobei ‚a_j‘ und ‚b_i‘ so gesetzt sind, dass sie |Q (s=j ω) | ≒ 1 sind (z.B. erfüllen) bei einer Frequenz unter einer in der Störung d enthaltenen Maximalfrequenz (ω_m), wobei die Nominal-Regelstrecke G_n(S) gleich 1/(J·s) ist und G_n ^–1 (s) gleich (J·s) ist.The disturbance observer (eg disturbance observer, eg slave controller of a cascade control) can be set up such that it generates a first processing value by processing the final control value U with a low-pass filter Q (S), which is determined by the following equation:

generates a second processing value by processing the measured speed of the controlled system G with the low-pass filter Q (S) after the measured speed in (the equation) G _n ^-1 (S) of the nominal control path (eg transfer function) G _n (S) for and the deviation estimation value U _{d is} calculated by subtracting the first processing value from the second processing value, with 'a _j ' and 'b _i ' set to satisfy | Q (s = j ω) | ≒ 1 are (eg satisfy) at a frequency below a maximum frequency (ω _m ) contained in the disturbance d, the nominal controlled system G _n (S) being equal to 1 / (J · s) and G _n ^-1 (s) is equal to (J · s).

Explanation of the drawings

The above and other objects, features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

1 is a configuration of a transmission-side mounted-electric-device (TMED) -based hybrid vehicle with a dual-clutch transmission, to which the present invention can be applied;

2 FIG. 10 is a flowchart illustrating a method of controlling a dual-clutch transmission circuit of a vehicle according to an embodiment of the present invention; FIG.

3 Fig. 10 is a graph illustrating changes in the rotational speed of an input shaft over time, which explains a co-axial gear shift process of the present invention;

4 Fig. 4 is a graph for explaining how an additional value is set to set a target rotational speed which (target rotational speed) must follow an input shaft rotational speed during the target gear shift completion time;

5 is a block diagram to a concept of calculating a target speed by means of the additional value 4 to explain;

6 FIG. 11 is a conceptual diagram explaining a configuration of a control apparatus according to an embodiment of the present invention; FIG. and

7 a detailed block diagram of a drive source instruction unit 1 is.

Detailed description

Hereinafter, embodiments of the present invention will be explained in detail with reference to the accompanying drawings.

Referring to the drawings, the same reference numerals will be used throughout the various drawings to refer to the same or similar components.

1 FIG. 12 is a configuration of a transmission-side mounted electric vehicle (TMED) -based hybrid vehicle (eg, full hybrid type parallel structure hybrid vehicle) having a dual-clutch transmission to which the present invention can be applied, wherein an engine clutch EC is provided between an engine E and an electric motor M for controlling (or controlling) the power (eg driving force) is provided, and the internal combustion engine E is connected to a hybrid starter generator (hybrid starter generator, HSG), which allows an autonomous engine start, wherein the engine clutch is disconnected ( for example, in the disconnected state of the engine clutch), and an electricity generation by means of the engine power allows.

 The electric motor M is connected to the dual-clutch transmission DCT which has an odd-numbered axis ODD and a straight-number axis EVEN and an output shaft OUT. A first clutch CL <b> 1 and a second clutch CL <b> 2 are respectively provided between the E-motor and the odd-numbered axle ODD of the dual-clutch transmission DCT and between the E-motor and the straight-numbered axle EVEN. First and second clutch actuators 1CA and 2CA are provided to control the first and second clutches, respectively. A shift actuator OA of the odd-numbered axle ODD adapted to engage and disengage gears on the odd-numbered axle ODD, and a straight-axis shift actuator EA EVEN arranged to make gears on the even number -Axis EVEN engages and releases, are provided, and drive wheels DW are connected via an axle drive (eg differential) DIFF to the output shaft OUT.

 A controller C is configured to control the hybrid starter generator (HSG), the engine, the engine clutch, the electric motor, the first and second clutch actuators, the straight-axis shift actuator, and the odd-number-axis shift actuator and so on.

Although the single control device C is illustrated as including all components in FIG 1 controls, the control device C may be divided into a plurality of control devices. For example, the control device may be configured with a number of control devices, such as an engine control device for controlling the internal combustion engine, an electric motor control device for controlling the electric motor, a transmission control device for controlling components of the dual clutch transmission, and a hybrid Control device on high (eg highest) level for controlling the engine control device, the electric motor control device and the transmission control device. However, in order to clearly understand the idea of the present invention, the single, representative control device C may have all the modifications of the control device configurations for controlling all the above-mentioned components, and thus the configuration of the control device should not be limited to what is described in US Pat 1 is shown to be restricted.

2 FIG. 10 is a flowchart illustrating a method of controlling a dual-clutch transmission circuit of a vehicle according to an embodiment of the present invention. The method includes detecting, by a controller in step S10, whether there is a situation that requires an equiaxed gear shift (step of determining a gear shift start), releasing by the control device a current gear step to neutral in step S30 (neutralization step, eg, neutral state formation) wherein a clutch is held in engagement when the equiaxed gear shift is necessary, control by the control device drives the vehicle at step S40 (synchronous speed control step) by an input shaft speed at a target input shaft speed that is a multiplication of a current output shaft speed with a gear ratio (eg, gear ratio) of a target gear ratio results in synchronizing after performing the step of neutral formation, and completing the gear shift by the control device by connecting (eg, engaging) the target gear in FIG tt S50 (step to complete gear shift) as soon as (resp. if) the input shaft speed is synchronized with the target input shaft speed.

As in 3 In the present invention, in a situation requiring an equiaxed shift from the fifth speed to the third speed, a process of shifting to the fourth speed is skipped and the direct speed shift from the fifth speed to the target speed which is the third speed becomes carried out. Specifically, a fifth-speed synchronizer is released to neutral with the clutch engaged with (eg, maintained) the fifth-stage neutral gear in accordance with the neutralization step, and then in the Synchronous speed control, the input shaft speed is synchronized to a corresponding to the third gear stage target input shaft speed, and in the step to complete the gear shift, the gear shift by connecting a synchronizer of the third gear stage is completed.

 The third and fifth gear stages are both odd gear stages which may be arranged to be disposed on the odd-numbered axle connected to the electric motor via the first clutch and further connected to the engine via the engine clutch ,

 The present invention is to deal with a situation of equiaxed gear shift, so that the explanation of the interaction between the first and second clutches is not required, and accordingly, the first and second clutches are now collectively referred to as a "clutch" to avoid unnecessary limitations and complications (eg complicated formulations).

 Thus, the term "clutch" is actually understood to mean the first clutch connected to the odd-numbered axle in the situation of an equiaxed gear between odd-numbered gears, and the second clutch in the case of an equiaxed gear shift between even-numbered gears. In addition, the term "clutch" is distinguished from the "engine clutch" that connects the engine and the electric motor.

 The term "output shaft" as used herein refers to an output shaft of the dual clutch transmission.

 To avoid unnecessary limitations and complications, the odd-numbered and straight-numbered axes are collectively referred to as an "input-wave".

 Thus, the term "input shaft" is actually understood to mean the odd-numbered axis in the situation of an equiaxed gearshift between the odd-numbered stages and the straight-numbering axis in the situation of the equiaxed gearshift between the even-numbered stages.

 The controller C, in the neutralization step S30, controls the shift actuator to release a current gear to neutral, controls at least the electric motor of the drive source (eg, from the drive sources) configured to have the electric motor. to synchronize the input shaft speed in the step of the synchronous speed control S40, and controls the shift actuator in the step of completing the gear shift S50 to engage a target speed step.

The drive source designates all power sources (eg, drive power sources) that can supply the power required to drive the vehicle. As in 1 can be shown in the configuration in which the engine start (for example, not only by the internal combustion engine and the electric motor, but also by the hybrid starter generator) is enabled and further, the performance of the internal combustion engine is complemented not only by the internal combustion engine and the electric motor but also by the hybrid starter generator (HSG), the hybrid starter generator, the internal combustion engine and the electric motor form the source of power. In hybrid vehicles that do not have a hybrid starter generator (HSG), only the engine and the electric motor can be the source of power.

 In addition, in the present invention, the control device C is arranged to perform, after the step of determining the gear shift start S10, a step of preparing a gear shift S20 before performing the step of neutralizing S30. The step of preparing the gear shift S20 includes forming and holding (e.g., maintaining) the torque of the input shaft to be a predetermined preparation torque (torque-adjusting step).

 The step of torque tuning prevents a sudden, large change in input shaft speed due to a large load fluctuation when a synchronizing device of the current gear is neutralized by controlling the input shaft torque prior to releasing the synchronizer in advance.

wobei ‚nw‘ eine momentane Eingangswellendrehzahl vor der Gangschaltung ist und gewonnen wird, indem eine momentane Ausgangswellendrehzahl mit einem Gangverhältnis einer momentanen Gangstufe multipliziert wird. Zur Information ist in 3 (oder 4) ‚tg‘ eine Zieleingangswellendrehzahl, die eine Eingangswellendrehzahl nach der Gangschaltung darstellt, und wird gewonnen, indem eine momentane Ausgangswellendrehzahl mit einem Gangverhältnis einer Zielgangstufe multipliziert wird. Accordingly, referring to 3 (or 4 ) - the preparation torque α are obtained by an acceleration of the input shaft with an inertia J of a Powertrain multiplied as expressed in the following equation:

where, nw 'is a current input shaft speed before the gearshift and is obtained by multiplying an instantaneous output shaft speed by a gear ratio of a current gear stage. For information is in 3 (or 4 ), Tg 'is a target input shaft speed representing an input shaft speed after the gearshift and is obtained by multiplying an instantaneous output shaft speed by a gear ratio of a target gear.

It can only be given what is in 3 (or 4 ), it can be seen that the preparation torque α is obtained at a time when the step for synchronous speed control S40 starts after the step of neutralizing S30. However, in consideration of the objective of preventing rapid changes in the rotational speed of the input shaft by releasing the current gear to neutral, the time for starting the synchronous rotational speed control step S40 must be estimated with (for example, the) change in the rotational speed of the input shaft before the current gear stage is released to neutral in the gear shift preparation step S20, and the drive source must be controlled accordingly.

 The inertia torque J of the powertrain is expressed as an inertia torque of all components disposed on a path transmitting power from the electric motor to the input shaft, with the engine clutch released between the engine and the electric motor, and as an inertia of determines all components that are arranged on a path that transmits power from the engine via the engine clutch to the electric motor and the input shaft, wherein the engine clutch is engaged.

 To ensure that after the step of neutralizing S30, the input shaft speed is smoothly changed from the current input shaft speed to the target input shaft speed in the synchronous speed control step S40, the present invention uses the following method.

Before the current gear stage in the neutralization step is released after the step of determining the gearshift start, the controller obtains an initial offset value I_Off by taking the current input shaft speed, nw ', resulting from the multiplication of the current ones Output shaft speed with a gear ratio of the current gear ratio results, is subtracted from the Zielingangswellindrehzahl, tg ', and determines a Zielgangschaltung completion time t _f , which is a time that is required by the step for synchronous speed control to the step to complete the gear shift. In the synchronous speed control step, the controller obtains a target parallel value PL resulting from the subtraction of the initial offset I_Off from the target input shaft speed tg adds to the target parallel value in each control cycle an additional value (eg, addition value) x set to be a profile which gradually increases from zero to the initial offset value during the target gear completion time sets the addition result as a target rotational speed r (eg, fixed), which (target rotational speed) to follow the input shaft rotational speed, and performs the feedback control of the input shaft rotational speed according to the target rotational speed r by.

 In other words, the step of synchronous speed control S40 may include obtaining a profile with which the input shaft speed needs to be changed by obtaining the initial offset at the beginning of the synchronous speed control step S40, determining a total amount with which the current input shaft speed is changed for the target speed change circuit during the target gear shift completion time, the overhead value must be processed to be smoothly changed in the range of the initial offset, and the processing result to be added to the target parallel value.

4 Fig. 10 is a graph for explaining how the additional value x is detected during the target gear completion time after the initial offset has been obtained, the target gear completion time being divided into at least three or more sections and each section having a different rate of change of the additional value.

Although - in 4 for information purposes - the target gearshift completion time is divided into three sections with the widest section in the middle and two relatively narrow sections on both sides, it can be divided into more sections, each section having a different rate of change of the additional value.

In the example off 4 For example, the middle portion of the three or more portions in the target gear completion time has the highest rate of change of the additional value, and the first and second portions on both sides of the middle portion have lower rates of change of the additional value than those of the middle section.

 Accordingly, the overhead slowly increases at the beginning of the target gear completion time, so that the input shaft speed starts to smoothly change from the current input shaft speed nw to prevent shocks, increases relatively rapidly in the middle of the target gear shift completion time, so that the input shaft speed changes faster than before to assure a quick response to the gearshift, and slowly increases again at the end of the target gearshift completion time so that the input shaft speed is smoothly synchronized with the target input shaft speed tg to prevent the occurrence of shocks ensuring a quick response to a gear shift as well as a smooth gearshift feeling.

 The rate of change of the additional value in the middle portion is set to a value not larger (e.g., smaller) than a result of dividing a maximum torque which the drive source can apply by a moment of inertia of the drive train.

 Alternatively, during the synchronous speed control step, the speed change of the input shaft is arranged to determine a plurality of sections and corresponding slopes required for the gear shift, thereby determining the time required for the gear shift, instead of that Target gear completion time is first determined, the time is divided into several sections and a different rate of change of the input shaft speed is set for the respective sections.

 The drive source corresponds only to the electric motor with the engine clutch between the engine and the electric motor released (eg, in the engine-clutch released state), corresponding to the engine and the electric motor with the engine clutch engaged (eg in the connected state of the engine clutch), and corresponds to the hybrid starter generator (HSG), the engine and the electric motor with the engine clutch engaged (eg, in the connected state of the engine clutch) and the hybrid starter generator (HSG) connected to the engine, to deliver power.

 An inertia moment of the powertrain, with the engine clutch released (eg, in the released state of the engine clutch), is determined as an inertia moment of all components disposed on a path which transmits power from the electric motor to the input shaft, and becomes Combustion engine clutch is engaged (eg, in the connected state of the engine clutch) determined as an inertia of all components that are arranged on a path that transmits power from the engine via the engine clutch to the electric motor and the input shaft.

 In addition, it is desirable to smoothly change the overhead between the corresponding portions of the target gearshift completion time by low-pass filtering the changes in the overhead applied to the corresponding smooth gearshift feeling sections.

For information in 4 the solid line represented by r-1 'represents only the slopes of the respective sections before the low-pass filtering is performed, and the dashed line resulting from the low-pass filtering of the line, r-1' represents the target speed, r '.

 Of course, it is possible to replace the low-pass filter process by a spline interpolation process of the change of the additional value to softer change the additional value.

 In the synchronous speed control step S40, feedback control of the input shaft rotation speed is performed in accordance with the changes of the target rotation speed r 'of the input shaft as obtained above. The input shaft speed is actually (e.g., substantially) a speed of the drive train.

The feedback control in the synchronous speed control step S40 is arranged to include calculating a feedback control value U _fb in step S41 (step of calculating the feedback), wherein a control deviation (eg, control deviation), e 'is a difference between the target rotational speed r and a measured one Speed of a drivetrain representing the controlled system (or a process representing the drive train) G is, receiving a final control value U for controlling the controlled system G, a disturbance (eg disturbance) d and a measured speed y, which is connected to the operation of the controlled system G. , removing the disturbance d and calculating a deviation estimation value U _d for converting the driveline G to an ideal target state in step S43 (step for removing the disturbance), and adding the feedback control value U _fb to one Feedforward value (feed forw ard value) U _ff , which consists of a multiplication of a differential (eg differential value) of the Target speed with the moment of inertia J of the drive train results, and calculating the final control value U in step S45 (step for calculating the control value) by subtracting the deviation estimation value U _d from the addition result.

In other words, the pilot value U _ff resulting from the multiplication of the differential of the target rotational speed r with the inertia torque J of the drive train is the torque to be applied to the controlled system G to realize the target rotational speed of the controlled system G which is the drive train. A rotational speed of the controlled system G controlled based on the pilot value is measured, and the feedback control value U _fb is calculated with the control deviation e (eg, by) obtained as a difference between the target rotational speed and the measured rotational speed. The feedback control value U _fb is added to the pre-control value and the addition result is used to control the controlled system, thereby substantially implementing the feedback control.

Finally, the final control value U is calculated to control the controlled system G by obtaining the deviation estimation value U _d obtained by further performing the disturbance removal step by a disturbance observer in addition to the basic feedback control with the bias value U _ff and the feedback control value U _{fb is} combined (eg summed).

The step of removing the disturbance comprises generating a first processing value by processing the final control value U by a low-pass filter Q (S) determined by the following equation:

Generating a second processing value by the measured speed of the controlled system G is processed by the low-pass filter Q (S) after the measured speed in G _n ^-1 (S) of the nominal (eg target) control path G _n (S) for the Powertrain performing control path G is input, and calculating the deviation estimation value U _d by subtracting the first processing value of the second processing value.

The variables 'a _j ' and 'b _i ' are set to be | Q (s = jω) | ≒ 1 at a frequency below a maximum frequency ωm contained in the disturbance d, the nominal controlled system G _n (S) is equal to 1 / (J · s) (ie G _n (S) = 1 / (J · s)) and G _n ^-1 (s) is equal to (J · s) (eg, G _n ^-1 (s) = (J · s)).

Accordingly, the deviation estimation value U _{d is} a factor for removing the disturbance d internally and / or externally applied to the controlled system G (eg acting), and for idealizing the controlled system G to be the nominal controlled system Gn (S). which is an ideal rigid body system. The deviation estimation value U _d is added to the feedback control value, the precontrol value serving to improve the stability and accuracy in controlling the controlled system G.

Referring to 6 For example, in order to implement the control method, the control device C of the present invention is arranged to set a gear shift request determiner 1 for determining whether an equiaxed gear shift is required (eg, requested) in a TMED hybrid vehicle equipped with a dual clutch transmission, a shift instruction unit 3 for generating an instruction to control a shift actuator to release a current gear to neutral, wherein a clutch remains engaged when the equiaxed gear shift is required, a clutch instruction unit 5 for controlling the clutch, and a drive source instructing unit 7 for controlling a drive source of the vehicle to synchronize a rotational speed of an input shaft where the clutch is kept engaged with a target input shaft speed resulting from multiplying an instantaneous output shaft speed to a target ratio gear ratio, if requested equiaxial gear shift a momentary gear ratio is neutral.

The drive source instructing unit 7 has a destination setting unit 7-1 which obtains an initial offset by subtracting a current input shaft speed resulting from a multiplication of the current output shaft speed by the gear ratio of the current gear ratio from the target input shaft speed before the current gear ratio is released (eg at) the equiaxed gear shift, a target gear shift completion time determines which is a time required from a time when the current gear ratio is released to a time when the gear shift is completed, and a target parallel value resulting from subtracting the initial offset from the target input shaft speed Target parallel value in each control cycle adds an overhead value which is set to form a profile which gradually increases from zero to the initial offset value during the target gear shift completion time, and the addition result as Target speed sets which (target speed) to follow the input shaft speed.

The drive source instructing unit 7 is set up to have a feedback calculator 7-3 calculating a feedback control value U _fb , wherein a difference between the target rotational speed r and a measured rotational speed of a driveline G is a control deviation e, a disturbance observer 7-5 which obtains (eg, receives) a final control value (eg, manipulated variable) U for controlling (or regulating) the controlled system G and a fault d and a measured rotational speed y, which are connected to the operation of the controlled system G which removes fault d and calculates a deviation _estimation value U _d to convert the powertrain G to an ideal target state, and a control value calculator 7-7 which calculates the feedback control value U _fb to a pre-control value U _ff resulting from the multiplication of a differential of the target rotational speed r by an inertia torque J of the driveline and the final control value U by subtracting the deviation estimation value Ud from the addition result.

For example, a proportional integral derivative (PID) controller (eg, PID controller) may be used for the feedback calculator 7-3 be used.

 As explained above, the present invention provides a method of controlling a dual-clutch transmission of a vehicle that performs a gear shift by speeding and accelerating an input shaft to which a (for example) an equiaxed gear shift in a TMED-based hybrid vehicle Goal gear is quickly synchronized with a speed and acceleration of an output shaft, whereby the driving behavior of the vehicle is improved and a regenerative braking amount is increased in the gear shift before stopping the vehicle.

 Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, it will be understood by those skilled in the art that numerous modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as defined in the appended claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• KR 10-14599280000 B [0006]

Claims (17)

A method of controlling a dual clutch transmission of a vehicle, the method comprising: Determining, by a control device, whether there is a situation requiring an equiaxed gear shift, which is referred to as a step of determining a gear shift start (S10), Releasing by the controller of a current gear stage to neutral, holding a clutch engaged when the equiaxed gear shift is required, which is referred to as neutralization step (S30), Controlling, by the control device, a drive source of the vehicle to synchronize an input shaft speed with a target input shaft speed resulting from multiplication of a current output shaft speed with a target ratio gear ratio after the neutralization step has been performed, referred to as a synchronous speed control step (S40 ), and Completing the gear shift by the control device by engaging the target gear speed as soon as the input shaft speed is synchronized with the target input shaft speed, which is referred to as a step of completing the gear shift (S50). The method of claim 1, wherein the control device controls a shift actuator to release the current gear stage in the neutralization step, controlling at least one electric motor of the drive source having the electric motor to synchronize the input shaft speed in the synchronous speed control step, and controls the shift actuator to engage the target gear in the step to complete the gear shift. The method according to claim 1 or 2, wherein the control device is arranged to perform a step of preparing the gear shift before the neutralization step and after the step of determining the gear shift (S20), and wherein the step of preparing the gearshift comprises forming and holding a torque of the input shaft as a predetermined preparation torque, which is referred to as a step of torque tuning. The method according to claim 3, wherein, in the step of adjusting the torque, the predetermined preparation torque is obtained by multiplying an input shaft acceleration by an inertia torque of a drive train, wherein the step of preparing the gear shift is performed, and wherein the moment of inertia of the powertrain is determined as an inertia moment of all components disposed on a path transmitting power from an electric motor to the input shaft with an engine clutch released between an internal combustion engine and the electric motor and as an inertia moment of all Determining components that are arranged on a path that transmits the power from the engine via the engine clutch to the electric motor and the input shaft, wherein the engine clutch is engaged. The method of one of claims 1 to 4, wherein the control device obtains an initial offset by subtracting a current input shaft speed resulting from a multiplication of a current output shaft speed by a gear ratio of a current gear stage from the target input shaft speed, before after the step of determining the gear shift start the current gear stage in the neutralization step is released, and determines a target gear completion time, which is a time required from a timing of the synchronous speed control step to a time when the gear shift is completed, and performing a feedback control of the input shaft speed based on a target speed in the synchronous speed control step by obtaining a target parallel value resulting from subtracting the initial offset from the target input shaft speed to which target parallel value in each control cycle is added an additional value set such that it forms a profile which gradually increases from zero to the initial offset value during the target gear shift completion time, and sets the addition result as the target speed to follow the input shaft speed. The method of claim 5, wherein in the synchronous speed control step, the target gear completion time is divided into at least three or more sections, each section having a different rate of change of the additional value. The method of claim 6, wherein the step of synchronous speed control comprises setting a middle portion of the three or more portions in the target gear completion time to have the highest rate of change of the overhead, and setting first and last portions on both sides of the middle one Section such that it is lower Change rates of the additional value have those of the middle section. The method of claim 6 or 7, wherein the step includes synchronous speed control Setting the rate of change of the additional value in the middle portion to a value not greater than a result of dividing a maximum torque that the drive source is capable of exercising by a moment of inertia of a drive train; wherein the drive source corresponds to only one electric motor with an engine clutch disconnected between an internal combustion engine and the electric motor, corresponding to the internal combustion engine and the electric motor with the engine clutch engaged, and to a hybrid starter generator (HSG), the internal combustion engine and the electric motor corresponds, wherein the engine clutch is engaged and the hybrid starter generator is connected to the internal combustion engine to supply power, and wherein a moment of inertia of the drive train is determined as an inertia moment of all components disposed on a path transmitting power from the electric motor to the input shaft with the engine clutch disengaged and determined as a moment of inertia of all components on a path which transmits power from the internal combustion engine via the engine clutch to the electric motor and the input shaft, wherein the engine clutch is engaged. The method of any one of claims 6 to 8, wherein the step of synchronous speed control comprises smoothly changing the overhead between corresponding portions of the target gearshift completion time by low-pass filtering a change in the overhead set for the respective sections. The method of any one of claims 6 to 8, wherein the step of synchronous speed control comprises smoothly changing the overhead between corresponding portions of the target gearshift completion time by spline interpolating a change in the overhead set for the respective sections. The method of claim 5, further comprising: calculating a feedback control value (U _fb ), wherein a difference between the target speed (r) and a measured speed of a drive train (G) is a control deviation (e) is referred to as a step for calculating a feedback (S41), receiving a final control value (U) for controlling the controlled system (G), and a disturbance (d) and the measured rotational speed (y) associated with the operation of the controlled system (G ), removing the disturbance (d) and calculating a deviation estimation value (U _d ) for converting the drive train (G) to an ideal target state, which is referred to as a step of removing the disturbance (S43), and adding the feedback control value (U _fb ) to a Vorsteuerungswert (U _ff ), which results from a multiplication of a differential of the target rotational speed with the moment of inertia (J) of the drive train and calculating the final control value (U) by subtracting the deviation estimation value (U _d ) from the addition result, which is referred to as a step of calculating the control value (S45). The method of claim 11, wherein the driveline is determined to correspond to all components disposed on a path that dissipate power from an e-motor to an engine-clutch between an engine and the e-motor An input shaft is transmitted, and he, wherein the engine clutch is engaged, with all components, which are arranged on a path which transmits power from the internal combustion engine via the engine clutch to the electric motor and the input shaft, and corresponds to all components that in one State of transmitting the rotational power are connected to the internal combustion engine. The method of claim 11 or 12, wherein the step of removing the disturbance (S43) comprises generating a first processing value by processing the final control value (U) with a low-pass filter (Q (S)) determined by the following equation:

Generating a second processing value by processing the measured speed of the controlled system (G) with the low-pass filter (Q (S)) after the measured speed in G _n ^-1 (S) of the nominal controlled system G _n (S) for the drivetrain performing Controlled path (G) and calculating the deviation estimation value (U _d ) by subtracting the first processing value from the second processing value, where 'a _j ' and 'b _i ' are set to be | Q (s = jω) | ≒ 1 are at a frequency below a maximum frequency (ω _m ) contained in the disturbance (d), the nominal controlled system G _n (S) being equal to 1 / (J · s) and G _n ^-1 (s) being equal ( J · s) is. A dual clutch transmission shift control device of a vehicle, comprising: a gear shift request determiner ( 1 ) to determine whether an equiaxed gear shift is required in a transmission side mounted electric vehicle (TMED) based hybrid vehicle equipped with a dual clutch transmission (DCT), a shift instruction unit (FIG. 3 ) for generating an instruction to control a shift actuator to release a current gear to neutral, wherein a clutch remains engaged when the co-axial gear shift is required, a clutch instruction unit ( 5 ) for controlling the clutch, and a drive source instructing unit ( 7 ) for controlling a drive source of the vehicle to synchronize a rotational speed of an input shaft where the clutch remains engaged with a target input shaft speed resulting from multiplication of an instantaneous output shaft speed with a target ratio gear ratio when, at the request of the equiaxed gear shift, the instantaneous Gear ratio is released to neutral. The dual clutch transmission shift control device according to claim 14, wherein said drive source instruction unit (16) 7 ): a target setting unit ( 7-1 ), which determines an initial offset by subtracting a current input shaft speed resulting from a multiplication of the current output shaft speed by the gear ratio of the current gear ratio, from the target input shaft speed. before the current gear ratio is resolved in the equiaxed gear shift, determines a target gear shift completion time, the one Time is that which is required from a time when the current gear ratio is released to a time when the gear shift is completed, and a target parallel value resulting from subtracting the initial offset from the target input shaft speed to the target parallel value in each Control cycle added an additional value, which is set so that it forms a profile which gradually increases from zero to the initial offset value during the Zielgangschaltung completion time, and sets the addition result as a target speed, the E has to follow ingangswellendrehzahl. The dual clutch transmission shift control device according to claim 15, wherein said drive source instructing unit (14) 7 ) further comprises: a feedback calculator ( 7-3 ) for calculating a feedback control value (U _fb ), wherein a difference between the target rotational speed (r) and a measured rotational speed of a driveline (G) is a control deviation (e), a disturbance observer having a final control value (U) for controlling the control path (G) receives and a disturbance (d) and the measured speed (y), which are connected to the operation of the controlled system (G) receives, removes the disturbance (D) and a deviation estimate (U _d ) for converting the Driveline (G) is calculated in an ideal nominal state, and a control value calculator ( 7-7 ) which adds the feedback control value (U _fb ) to a pilot value (U _ff ) resulting from multiplying a differential of the target rotational speed by the inertia torque (J) of the driveline, and the final control value (U) by subtracting the deviation estimation value (U _d ) is calculated from the addition result. The dual-clutch transmission shift control apparatus according to claim 16, wherein the disturbance observer is arranged to generate a first processing value by processing the final control value (U) with a low-pass filter (Q (S)) obtained by the following equation:

generates a second processing value by processing the measured speed of the controlled system (G) with the low-pass filter (Q (S)) after the measured speed in G _n ^-1 (S) of the nominal controlled system Gn (S) for the controlled system representing the drive train (G), and the deviation estimation value (U _d ) is calculated by subtracting the first processing value from the second processing value, wherein 'a _j ' and 'b _i ' are set to be | Q (s = jω) | ≒ 1 are at a frequency below a maximum frequency (ω _m ) contained in the disturbance (d), the nominal controlled system G _n (S) being equal to 1 / (J · s) and G _n ^-1 (s) being equal ( J · s) is.

Images