DE102015116300B4 - Method of controlling a dual clutch transmission shift of a vehicle - Google Patents

Abstract

A method for controlling a dual clutch transmission shift of a vehicle, the method comprising:determining by a controller whether a situation requiring coaxial shifting exists, referred to as a step of determining a shift start (S10),solving by the controller a current gear ratio to neutral with a clutch kept engaged when the coaxial gear shift is required, referred to as a neutral establishment step (S30),controlling by the control device of a power source of the vehicle to synchronize an input shaft speed with a target input shaft speed, resulting from multiplying an instantaneous output shaft speed by a gear ratio of a target gear step after the neutral establishment step has been performed, referred to as a synchronous speed control step (S40), andcompleting the gear shift by d The control device by engaging the target gear ratio as soon as the input shaft speed is synchronized with the target input shaft speed, which is referred to as a step for completing the gear shift (S50), characterized in that the control device obtains an initial offset by using a current input shaft speed, which from multiplying a current output shaft speed by a gear ratio of a current gear stage from which the target input shaft speed is subtracted before the current gear stage is released in the neutral establishment step after the gear shift start determining step, anddetermining a target gear shift completion time which is a time which is required from a point in time of the synchronous speed control step to a point in time when the gear shift is completed, andfeedback control of the input shaft speed based on a target speed in the Sch ritt performs synchronous speed control by obtaining a target parallel value resulting from subtracting the initial offset from the target input shaft speed, adding to the target parallel value in each control cycle an additive value set to form a profile gradually increasing from zero is increased up to the initial offset value during the target gearshift completion time, and the result of addition is set as a target rotation speed which the input shaft rotation speed is to follow.

Description

Background of the Invention

field of invention

The present invention relates to techniques for Transmission-side Mounted Electrical Device (TMED)-based hybrid vehicles (e.g., TMED-type hybrid vehicles) having a dual clutch transmission (DCT) to perform gear shifting while driving.

Description of related technique

A Transmission-side-Mounted-Electrical-Device (TMED)-based hybrid vehicle (e.g., hybrid motor vehicle) with 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 engine. Power from the electric motor is supplied through two clutches of the dual-clutch transmission to an odd-numbered axle (e.g., odd-gear axle) used to realize the odd gear ratios, and an even-numbered axle (e.g., even-gear axle) that is used to realize the even gear steps, wherein one clutch that provides power to the odd-number axis is referred to as an odd-number (e.g., odd-speed)-side clutch and the other clutch that provides power to the even-number axis as one Even number (e.g. straight gear) side clutch is referred to.

Such a dual-clutch transmission normally has gear stages arranged alternately on the odd-number axis and the even-number axis, so that sequential gear shifting of alternately shifting gear stages arranged (respectively) on different axes is possible by engaging and disengaging the odd-number-side Clutch and the even-number-side clutch is carried out. This gear shifting is referred to as multi-axis gear shifting (e.g., opposite axis gear shifting) because different axes are used for gear shifting.

Since the sequential gear shift is a multi-axis gear shift, by clutch-to-clutch gear shifting, a smooth gear shift can be realized without deteriorating the torque of the driving wheels by releasing a clutch to which the current gear stage belongs and a clutch to which belongs to a new target gear ratio, with (e.g. in a state in which) the new target gear ratio arranged on the axle where the clutch is currently released being previously engaged. The twin-clutch transmission thus enables such sequential gear shifting, but in a situation that requires skip shifting to skip an adjacent gear stage in the event of a sudden change in vehicle speed or rapid acceleration according to the user's operation (e.g. driver's operation), there may be a need to switch to another to switch gears on the same axis.

This same-axis gearshift is referred to as a coaxial gearshift (e.g., co-axis gearshift), in which case a corresponding clutch is re-engaged with (e.g., while) the corresponding clutch is disengaged (e.g., in the disengaged state of the corresponding clutch). after the current gear ratio has been released and a new target gear ratio has been engaged. In order for the new target gear ratio to be engaged, the speed of an input shaft to which the target gear ratio belongs must be synchronized with the speed of an output shaft. However, this synchronizing process is performed manually by frictional force of friction members, and thus requires a relatively long time to realize. This leads to a rather long time for gear shifting, which deteriorates drivability of the vehicle and causes a decrease in a regenerative braking amount in gear shifting before stopping the vehicle.

From the DE 199 50 679 A1 and the DE 40 31 570 A1 a method for controlling a dual clutch transmission shifting of a vehicle according to the preamble of claim 1 is known in each case. Furthermore, from the DE 199 50 679 A1 and the DE 40 31 570 A1 each a dual clutch transmission shift control device of a vehicle according to the preamble of claim 13 is known. From the DE 10 2008 025 516 A1 a drive train with two electric motors and a double-clutch transmission is known, in which case a shifting process can be carried out in a sub-transmission.

Reference 1: KR 10 1 459 928 B1 .

Explanation of the invention

Accordingly, the present invention has been made in consideration of the above problems encountered in the prior art, and the object of the present invention is to provide a method for controlling a dual clutch transmission shift (e.g., DCT shifting) of a vehicle and a dual clutch transmission shift control apparatus to provide a vehicle that performs gear shifting by at the Coaxial gear shifting in a Transmission Mounted Electric Device (TMED)-based hybrid vehicle having a dual clutch transmission, the speed and acceleration of an input shaft to which a target gear ratio belongs with the speed and acceleration of an output shaft fast is synchronized, thereby improving drivability of the vehicle and increasing a regenerative braking amount when shifting gears before stopping the vehicle.

In accordance with the present invention, a method of controlling a dual clutch transmission shift of a vehicle is provided. The method comprises: determining by a controller whether a situation requiring a coaxial gear shift exists, specifically referred to as a step of determining a gear shift start, releasing by the controller a current gear ratio to neutral (e.g., to a neutral state), wherein a clutch is kept engaged when the coaxial gear shift is required, specifically referred to as a neutral establishing step (e.g., neutral state establishing), controlling by the controller of a power source of the vehicle to synchronize an input shaft speed with a target input shaft speed resulting from a multiplication a current output shaft speed with a gear ratio of a target gear ratio resulting after the neutralization step has been performed, specifically referred to as a synchronous speed control step, and completing (e.g., completing) the Gear shifting by the controller by engaging the target gear ratio once the input shaft speed is synchronized with the target input shaft speed, specifically referred to as a gear shift completion step.

The controller may control a shift actuator to release the current gear ratio in the neutral establishing step, may control at least one electric motor of the power source including the electric motor to synchronize the input shaft speed in the synchronous speed control step, and may control the Control the shift actuator to engage the target gear ratio in the step of completing the gear shift.

The controller may be configured to perform a gear shift preparing step before the neutral establishing step and after the gear shift determining step, and wherein the gear shift preparing step may include establishing and holding a torque of the input shaft as a predetermined one Preparatory torque, specifically referred to as a torque tuning step.

In the torque matching step, the predetermined preparatory torque may be obtained by multiplying an acceleration of the input shaft by a moment of inertia of a power train, wherein the gear shift preparing step is performed, and the moment of inertia of the power train may be determined as a moment of inertia of all components that are arranged on a path which transmits power from an electric motor to the input shaft, with an engine clutch between an engine and the electric motor being released (e.g. in the released state of the engine clutch), and can be determined as a moment of inertia of all components that are arranged on a path which transmits the power from the engine via the engine clutch to the electric motor and to the input shaft, with the engine clutch being engaged (e.g. in the connected state of the engine clutch).

The controller 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 ratio from the target input shaft speed before the current gear ratio is released in the neutralization step after the gear shift start determination step , and determines a target gear shift completion time, which is a time required from a timing of the synchronous speed control step to a timing when the gear shift is completed, and performs feedback control of the input shaft speed based on a target speed in the synchronous speed control step , by obtaining a target parallel value that results from subtracting the initial offset from the target input shaft speed, adding an additional value to the target parallel value in each control cycle (e.g. Add ition value) set so as to form a profile gradually increasing from zero to the initial offset value during the target gear shift completion time, and the result of addition is set as a target rotation speed which the input shaft rotation speed is to follow.

In the synchronous speed control step, the target gearshift 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 section of the three or more sections in the target gearshift completion time to have the highest rate of change of the additional value, and setting a first section and a last section on both sides of the middle section to have lower ones rates of change of the additional value than 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 section to a value not greater than a result of dividing a maximum torque that the power source is able to exert by an inertia moment of a power train where the power source is only connected to an E - Motor corresponds with an engine clutch between an engine and the electric motor being disengaged (e.g. in the released state of the engine clutch), corresponding to the engine and electric motor with the engine clutch being engaged (e.g. in the connected state of the engine clutch), and corresponds to a hybrid starter generator (HSG), the engine and the electric motor, wherein the engine clutch is engaged and the hybrid starter generator is connected to the engine to supply power, and wherein a moment of inertia of the power train as ei n Moment of inertia of all components is determined that are arranged on a path that transmits power from the electric motor to the input shaft, with the engine clutch disengaged (e.g. in the released state of the engine clutch), and is determined as a moment of inertia of all components arranged in a path which transmits power from the engine via the engine clutch to the electric motor and to the input shaft, with the engine clutch being engaged (e.g. in connected condition of the combustion engine clutch).

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

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

The method may further include calculating a feedback control value U _fb , where a difference between the target speed r and a measured speed of a powertrain-representing plant (e.g. combination of process and actuator) G is a control error (e.g. error signal) e, which referred to in particular as a step for calculating a feedback, receiving a final control value U for controlling the controlled system G, and a disturbance (e.g. disturbance variable) d and the measured speed y associated with the operation of the controlled system G, removing (or Compensating for) the disturbance d and calculating a deviation estimate U _d for converting the powertrain G to an ideal target state, specifically referred to as a step for removing the disturbance, and adding the feedback control value U _fb to a feed forward value Uff resulting from a multiplication of a differential (e.g. differential values s) the target speed with the moment of inertia J of the drive train, and calculating the final control value U by subtracting the deviation estimated value U _d from the addition result, which is specifically referred to as a step for calculating the control value.

The powertrain may be determined such that, with an engine clutch between an engine and the e-motor released (e.g., in an engine clutch released state), it corresponds to all components disposed on a path that receives power from an e-motor -motor to the input shaft, and that with the engine clutch engaged (e.g. in the connected state of the engine clutch), with all components arranged on a path which transmits power from the engine via the engine clutch to the electric motor and to the Input shaft transmitted, and corresponds to all components that are connected to the engine in a state of transmitting the rotary power.

Generieren eines zweiten Verarbeitungswertes durch Verarbeiten der gemessenen Drehzahl der Regelstrecke G mit dem Tiefpassfilter Q(S), nachdem die gemessene Drehzahl in (z.B. die Gleichung) G_n ^-1 (S) der Nominal(z.B. Soll)-Regelstrecke (z.B. in Form einer Übertragungsfunktion) G_n (S) für die den Antriebsstrang darstellende Regelstrecke G eingegeben wurde, und Berechnen des Abweichungsschätzwertes U_d durch Subtrahieren des ersten Verarbeitungswertes von dem zweiten Verarbeitungswert, wobei (die Variablen) ,a_j' und ,b_i' so gesetzt werden, dass sie |Q (s=jω)| ≒ 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 step of removing the interference may include generating a first processing value by processing the final control value U with a low-pass filter Q(S) determined by the following equation: $$Q\left(s\right)=\frac{{\displaystyle \sum _{i=1}^m{b}_i{s}^i}}{{\displaystyle \sum _{j=1}^n{a}_j{s}^j}}$$

Generating a second processing value by processing the measured speed of the controlled system G with the low-pass filter Q(S), after which the measured speed was entered in (e.g. the equation) G _n ^-1 (S) of the nominal (e.g. target) controlled system (e.g. in the form of a transfer function) G _n (S) for the controlled system G representing the drive train, and calculating the deviation estimate U _d by subtracting the first processing value from the second processing value, setting (the variables) 'a _j ' and 'b _i ' to be |Q (s=jω)| ≒ 1 (e.g. meet) 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) is.

According to the present invention, a dual clutch transmission (DCT) shift control device is provided. The dual clutch transmission shift control device includes: a gear shift request determiner to determine whether a coaxial gear shift is required in a transmission-side-mounted-electrical-device (TMED)-based hybrid vehicle equipped with a dual-clutch transmission (DCT), a shift -instruction unit for generating an instruction to control a shift actuator to release a current gear ratio to neutral with a clutch remaining engaged when the coaxial gear shift is required, a clutch instruction unit for controlling the clutch, and a power source- Instruction unit for controlling a power source of a vehicle to synchronize a speed of an input shaft at which the clutch remains engaged with a target input shaft speed, which results from a multiplication of a current output shaft speed with a gear ratio of a target gear stage, when au f requirement of coaxial gear shifting the current gear step is released to neutral.

The power source instruction unit has a target setting unit (e.g., target value setting unit) that obtains an initial offset by subtracting a current input shaft speed, which results 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 coaxial gear shift, obtains a target gear shift completion time, which is a time required from a point in time when the current gear stage is released to a point in time when the gear shift is completed, and obtains a target parallel value obtained from a subtraction of the initial offset resulting from the target input shaft speed, adds to the target parallel value in each control cycle an additive value set to form a profile that gradually increases from zero to the initial offset value during the target ga gearshift completion time, and sets the addition result as a target rotation speed which the input shaft rotation speed is to follow.

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=jω) | ≒ 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 (e.g. disturbance variable observer, e.g. slave controller of a cascade control) can be set up in such a way 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: $$Q\left(s\right)=\frac{{\displaystyle \sum _{i=1}^m{b}_i{s}^i}}{{\displaystyle \sum _{j=1}^n{a}_j{s}^j}},$$

a second processing value generated 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 controlled system (e.g. transfer function) G _n (S) for the plant G representing the powertrain has been input, and the estimated deviation value U _{d is} calculated by subtracting the first processing value from the second processing value, with 'a _j ' and 'b _i ' set to be |Q (s=jω) | ≒ 1 (e.g. meet) 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).

character list

• 1 eine Konfiguration eines Getriebeseitig-Montierte-Elektrische-Vorrichtung(TMED)-basierten Hybridfahrzeugs mit einem Doppelkupplungsgetriebe ist, auf das die vorliegende Erfindung angewendet werden kann;
• 2 ein Flussdiagramm ist, das ein Verfahren zum Steuern einer Doppelkupplungsgetriebe-Schaltung eines Fahrzeugs gemäß einer Ausführungsform der vorliegenden Erfindung veranschaulicht;
• 3 ein Graph ist, der Änderungen in der Drehzahl einer Eingangswelle über die Zeit veranschaulicht, was einen Gleichachsigen-Gangschaltprozess der vorliegenden Erfindung erläutert;
• 4 ein Graph ist, um zu erklären, wie ein Zusatzwert gesetzt wird, um eine Zieldrehzahl zu setzen, welcher (Zieldrehzahl) eine Eingangswellendrehzahl während der Zielgangschaltung-Vollendungszeit folgen muss;
• 5 ein Blockdiagramm ist, um ein Konzept des Berechnens einer Zieldrehzahl mittels des Zusatzwertes aus 4 zu erläutern;
• 6 ein Konzeptdiagramm ist, das eine Konfiguration einer Steuervorrichtung gemäß einer Ausführungsform der vorliegenden Erfindung erläutert; und
• 7 ein detailliertes Blockdiagramm einer Antriebsquelle-Instruktionseinheit aus 1 ist.

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

• 1 Fig. 12 is a configuration of a Transmission-Side-Mounted Electric Device (TMED)-based hybrid vehicle having a dual-clutch transmission to which the present invention can be applied;
• 2 12 is a flow chart illustrating a method for controlling a dual clutch transmission shift of a vehicle according to an embodiment of the present invention;
• 3 Figure 12 is a graph illustrating changes in rotational speed of an input shaft over time, explaining a coaxial gear shifting process of the present invention;
• 4 is a graph to explain how an additional value is set to set a target speed, which (target speed) an on input shaft speed must follow during the target gearshift completion time;
• 5 Fig. 12 is a block diagram showing a concept of calculating a target rotation speed using the additional value 4 to explain;
• 6 12 is a conceptual diagram explaining a configuration of a control device according to an embodiment of the present invention; and
• 7 Figure 12 shows a detailed block diagram of a power source instruction unit 1 is.

Detailed description

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

Reference will be made to the drawings, wherein the same reference numbers are used throughout the different drawings to refer to the same or like components.

1 is a configuration of a Transmission-Side-Mounted-Electrical-Device (TMED)-based hybrid vehicle (e.g., full hybrid-type hybrid vehicle with parallel structure) with a dual clutch transmission to which the present invention can be applied, wherein an engine clutch EC between an engine E and an electric motor M for controlling (or monitoring) the power (e.g. driving force) is provided, and the internal combustion engine E is connected to a hybrid starter generator (hybrid starter generator, HSG), which enables an independent internal combustion engine start, with the internal combustion engine clutch being disconnected ( eg in the disconnected state of the internal combustion engine clutch), and enables electricity generation by means of the internal combustion engine power.

The electric motor M is connected to the dual clutch transmission DCT having an odd-number axis ODD and an even-number axis EVEN and an output shaft OUT. A first clutch CL1 and a second clutch CL2 are provided between the electric motor and the odd-numbered axis ODD of the dual clutch transmission DCT and between the electric motor and the even-numbered axis EVEN, respectively. First and second clutch actuators 1CA and 2CA are provided to control the first and second clutches, respectively. An odd-axis ODD shift actuator OA arranged to engage and disengage gears on the odd-number axis ODD, and an even-axis shift actuator EA EVEN arranged to shift gears on the even-number -axis EVEN engages and disengages are provided, and drive wheels DW are connected to the output shaft OUT via a final drive (e.g. differential) DIFF.

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 even-axis shift actuator and the odd-axis shift actuator, etc.

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

2 12 is a flow chart illustrating a method for controlling a dual clutch transmission shift of a vehicle according to an embodiment of the present invention. The method comprises determining by a controller in step S10 whether there is a situation requiring coaxial gear shifting (gear shift start determining step), releasing by the controller a current gear stage to neutral in step S30 (neutral establishing step, e.g. neutral state establishing step) wherein a clutch is kept engaged when the coaxial gear shift is necessary, controlling by the control device a drive source of the vehicle in step S40 (synchronous speed control step) by an input shaft speed with a target input shaft speed resulting from a multiplication of a current output shaft speed with a gear ratio (eg gear ratio) of a target gear stage results to be synchronized after performing the neutral establishment step and completing the gear shift the controller by connecting (eg, engaging) the target gear ratio in step S50 (gear shift completion step) as soon as (or when) the input shaft speed is synchronized with the target input shaft speed.

As in 3 shown, in the present invention, in a situation that requires a coaxial gear shift from the fifth gear to the third gear, a process of shifting to the fourth gear is skipped and the direct gear shift from the fifth gear to the target gear, which is the third gear accomplished. Specifically, a fifth-speed synchronizer is released into neutral with the clutch that has been engaged with the fifth speed in the step of establishing neutral being held (eg, maintained) (eg, as it is), and then in the step of synchronous speed control synchronizing the input shaft speed to a target input shaft speed corresponding to the third speed, and in the gear shift completing step the speed shift is completed by connecting a third speed synchronizer.

The third and fifth gears are both odd gears, which can be arranged to be arranged on the odd-number axis, which is connected to the electric motor via the first clutch and is further connected to the combustion engine via the engine clutch .

The present invention is intended to deal with a coaxial gear shift situation, so the explanation of the interaction between the first and second clutches is not necessary, and accordingly the first and second clutches are now collectively referred to as a "clutch". to avoid unnecessary restrictions and complications (e.g. complicated wording).

Thus, the term "clutch" is actually understood to mean the first clutch connected to the odd-numbered axis in the situation of a coaxial shift between odd-numbered gears, and the second clutch in the situation of a coaxial gear-shift between even-numbered gears. In addition, the term "clutch" is distinguished from the "combustion engine clutch", which connects the combustion engine and the electric motor.

The term "output shaft" - as used herein - means an output shaft of the dual clutch transmission.

To avoid unnecessary limitations and complications, the odd-numbered axis and the even-numbered axis are collectively referred to as an “input shaft”.

Thus, the term "input shaft" is actually understood to mean the odd-numbered axis in the situation of co-axial gear shifting between odd-numbered stages and the even-numbered axis in the situation of co-axial gear-shifting between even-numbered stages.

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

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

Also, in the present invention, the controller C is arranged to perform a gear shift preparation step S20 after the gear shift start determining step S10 before performing the neutral establishment step S30. The step of preparing the gear shift S20 includes establishing and maintaining (e.g. maintaining) the torque of the input shaft to be a predetermined preparation torque (torque control step).

The torque tuning step prevents a sudden, large change in input shaft speed due to a large load variation when a synchronizer of the current gear ratio is released to neutral, by appropriately controlling the torque of the input shaft before releasing the synchronizer.

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.Correspondingly - referring to 3 (or 4 ) - the preparatory torque α can be obtained by multiplying an acceleration of the input shaft by a moment of inertia J of a power train as expressed in the following equation: $$a=J\cdot \frac{\mathrm{i.e}}{\mathrm{i.e}t}\left(nw\right)|{}_{t=t_0}$$

where 'nw' is a current input shaft speed before the gear shift and is obtained by multiplying a current 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 gear shift, and is obtained by multiplying a current output shaft speed by a gear ratio of a target gear stage.

It can only given what is in 3 (or 4 ) it can be seen that the preparatory torque α is obtained at a timing when the synchronous speed control step S40 starts after the neutralization step S30. However, considering the goal of preventing rapid changes in input shaft speed by releasing the current gear ratio to neutral, the time to start the synchronous speed control step S40 must be estimated with (e.g. by) the change in input shaft speed , 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 moment of inertia J of the powertrain is calculated as a moment of inertia of all components arranged on a path which transmits power from the electric motor to the input shaft with the engine clutch between the engine and the electric motor being released, and a moment of inertia of all components arranged in a path that transmits power from the engine via the engine clutch to the electric motor and to the input shaft, with the engine clutch being engaged.

In order to ensure that 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 after the neutralization step S30, the present invention uses the following method.

Before the instantaneous gear ratio is released in the neutralization step after the gear shift start determination step, the control device obtains an initial offset (or initial offset value) I_Off by using the instantaneous input shaft speed 'nw', which results from the multiplication of the instantaneous output shaft speed with a gear ratio of the current gear stage, from which target input shaft speed `tg` is subtracted, and obtains a target gearshift completion time tf, which is a time required from the synchronous speed control step to the gearshift completion step. In the synchronous speed control step, the control device 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 (e.g. addition value) x, which is set so that it has a profile which gradually increases from zero to the initial offset value during the target gear shift completion time, sets the addition result as a target speed r (e.g., fixes) which (target speed) the input shaft speed is to follow, and performs the feedback control of the input shaft speed according to the target speed r by.

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

4 is a graph to explain how the additional value x is determined during the target gear shift completion time after the initial offset is obtained, the target gear shift completion time is divided into at least three or more sections and each section has a different rate of change of the additional value.

Although - in 4 For information - the target gear shift completion time is divided into three sections in total, with the widest section in the middle and two relatively narrow sections on both sides, it can be divided into more sections below divided, each (section) having a different rate of change of additive value.

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

Accordingly, the additional value increases slowly at the beginning of the target gear shift completion time, so that the input shaft speed starts to change smoothly 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 ensure a quick gear shift response, and slowly increases again at the end of the target gear shift completion time, so that the input shaft speed is smoothly synchronized with the target input shaft speed tg to prevent the occurrence of shock, thereby both a quick response to a gear shift as well as a smooth gear shift feel can be ensured.

The rate of change of the additional value in the middle section is set to a value not larger (e.g. smaller) as a result of dividing a maximum torque which the power source can exert by a moment of inertia of the power train.

Alternatively (or alternatively), the change in speed of the input shaft during the synchronous speed control step is arranged to determine multiple sections and corresponding slopes required for the gear shift, thereby determining the time required for the gear shift, rather than the target gear shift completion time is determined first, the time is divided into a plurality of sections, and a different rate of change of the input shaft speed is set for the respective sections.

The driving source corresponds only to the electric motor with the engine clutch between the engine and the electric motor being released (e.g. in the released state of the engine clutch), corresponds to the engine and the electric motor with the engine clutch engaged (e.g. in the connected state of the internal combustion engine clutch), and corresponds to the hybrid starter generator (HSG), the internal combustion engine and the electric motor, with the internal combustion engine clutch being engaged (e.g. in the connected state of the internal combustion engine clutch) and the hybrid starter generator (HSG) being connected to the internal combustion engine, to deliver performance.

A moment of inertia of the powertrain with the engine clutch released (e.g. in the released state of the engine clutch) is determined as a moment of inertia of all components arranged on a path that transmits power from the electric motor to the input shaft, and is determined, where the engine clutch is engaged (e.g. in the connected state of the engine clutch) as a moment of inertia of all components 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 additional value between the respective sections of the target gearshift completion time by low-pass filtering the changes in the additional value set for the respective sections for a smooth gearshift feeling.

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

Of course, it is possible to replace the low-pass filter process with a spline interpolation process of changing the additional value to change the additional value more smoothly.

In the synchronous speed control step S40, feedback control of the input shaft speed is performed according to changes in the target input shaft speed 'r' obtained as above. The input shaft speed is actually (e.g., essentially) a speed of the powertrain.

The feedback control in the synchronous speed control step S40 is arranged to include calculating a feedback control value U _fb in step S41 (feedback calculating step), wherein a control deviation (e.g. error signal) 'e' is a difference between the target speed r and a measured one speed of a controlled system representing the drive train (or a process representing the drive train) G ist, receiving a final control value U for controlling the controlled system G, a disturbance (eg disturbance variable) d and a measured speed y associated with the operation of the controlled system G, removing the disturbance d and calculating a deviation estimated value (or error estimated value) U _d for converting the drive train (or controlled system) G to an ideal target state in step S43 (step to Removing the disturbance), and adding the feedback control value U _fb to a feed forward value Uff resulting from a multiplication of a differential (e.g. differential value) of the target speed by the moment of inertia J of the drive train, and calculating the final control value U in step S45 (Step of calculating the control value) by subtracting the deviation estimated value U _d from the addition result.

In other words, the pre-control value Uff, which results from multiplying the differential of the target speed r by the moment of inertia J of the drive train, is the torque to be applied to the controlled system G in order to realize the target speed of the controlled system G, which is the drive train. A speed of the plant G controlled based on the feedforward value is measured, and the feedback control value U _fb is calculated with (eg, by) the control deviation e obtained as a difference between the target speed and the measured speed. The feedback control value U _fb is added to the feedforward value and the result of the addition is used to control the plant, essentially implementing the feedback control.

Finally, the final control value U is calculated to control the plant G by using the deviation estimated value U _d , which is obtained by further performing the step of removing the disturbance by means of a disturbance meter (or disturbance variable observer) in addition to the basic feedback control, with the feedforward value Uff and the feedback control value U _fb is combined (eg summed).

Generieren eines zweiten Verarbeitungswertes, indem die gemessene Drehzahl der Regelstrecke G durch den Tiefpassfilter Q(S) verarbeitet wird, nachdem die gemessene Drehzahl in G_n ^-1(s) der Nominal(z.B. Soll)-Regelstrecke G_n(S) für die den Antriebsstrang darstellende Regelstrecke G eingegeben wird, und Berechnen des Abweichungsschätzwertes U_d durch Subtrahieren des ersten Verarbeitungswertes von dem zweiten Verarbeitungswert.The step of removing the interference comprises generating a first processing value by processing the final control value U through a low-pass filter Q(S), which is determined by the following equation: $$Q\left(s\right)=\frac{{\displaystyle \sum _{i=1}^m{b}_i{s}^i}}{{\displaystyle \sum _{j=1}^n{a}_j{s}^j}}$$

Generating a second processing value by processing the measured speed of the controlled system G through the low-pass filter Q(S) after the measured speed in G _n ^-1 (s) of the nominal (e.g. target) controlled system G _n (S) for the den plant G representing powertrain is inputted, and calculating the estimated deviation value U _d by subtracting the first processing value from the second processing value.

The variables 'a _j ' and 'b _i ' are set such that they are |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)).

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

Referring to 6 In order to implement the control method, the control device C of the present invention is configured to include a gear shift request determiner 1 for determining whether a coaxial gear shift is required (e.g. 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 ratio to neutral with a clutch remaining engaged when coaxial gear shifting is required, a clutch instruction unit 5 for controlling the clutch, and a Power source instruction unit 7 for controlling a power source of the vehicle to synchronize a speed of an input shaft where the clutch is (eg, still) held engaged with a target input shaft speed, which is obtained by multiplying a current output shaft speed by a gear ratio a target gear ratio results when a current gear ratio is released to neutral in response to a coax gear shift request.

The power source instruction unit 7 has a target setting unit 7-1 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 ( eg in) the coaxial gear shift, determines a target gear shift completion time, which is a time required from a point in time when the current gear stage is released to a point in time when the gear shift is completed, and obtains a target parallel value consisting of a Subtracting the initial offset from the target input shaft speed, adding an additional value to the target parallel value in each control cycle, which is set to form a profile gradually increasing from zero to the initial offset value during the target gear shift completion time, and the addition result as the target speed sets which (target speed) the input shaft speed has to follow.

The power source instruction unit 7 is arranged to have a feedback calculator 7-3 that calculates a feedback control value U _fb where a difference between the target rotation speed r and a measured rotation speed of a plant G constituting a power train is a control deviation e, a Disturbance observer 7-5, which receives (e.g. is supplied) a final control value (e.g. manipulated variable) U for controlling (or regulating) the controlled system G and a disturbance d and a measured speed y, which are associated with the operation of the controlled system G, removes the disturbance d and calculates an estimated deviation value U _d to convert the power train G into an ideal target state, and a control value calculator 7-7 which adds the feedback control value U _fb to a feedforward control value Uff, which is obtained by multiplying a differential of the target speed r with a moment of inertia J of the drive train, and the final one Control value U is calculated by subtracting the deviation estimated value Ud from the addition result.

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

As discussed above, the present invention provides a method for controlling a dual clutch transmission shift of a vehicle that performs a shift by changing the speed and acceleration of an input shaft to which a Belonging to a target gear stage can be quickly synchronized with a rotational speed and acceleration of an output shaft, thereby improving drivability of the vehicle and increasing a regenerative braking amount when shifting gears before stopping the vehicle.

Claims (15)

A method for controlling a dual clutch transmission shift of a vehicle, the method comprising: determining by a controller whether there is a situation requiring a coaxial shift, referred to as a step of determining a shift start (S10), resolving by the controller a current gear ratio to neutral with a clutch kept engaged when the coaxial gear shift is required, which is referred to as a neutral establishment step (S30), controlled by the control device of a power source of the vehicle to synchronize an input shaft rotation speed with a target input shaft rotation speed, which results from multiplying a current output shaft speed by a gear ratio of a target gear step after the neutral establishment step has been performed, referred to as a synchronous speed control step (S40), and completing the gear shift by ch the control device by engaging the target gear ratio as soon as the input shaft speed is synchronized with the target input shaft speed, which is referred to as a gear shift completion step (S50), characterized in that the control device obtains an initial offset by using a current input shaft speed, which results from multiplying a current output shaft speed by a gear ratio of a current gear stage, is subtracted from the target input shaft speed before the current gear stage is released in the neutral establishment step after the gear shift start determining step, and determines a target gear shift completion time, which is a time is required from a timing of the synchronous speed control step to a timing when the gear shift is completed, and feedback control of the input shaft speed based on a target speed in performs the step of synchronous speed control by obtaining a target parallel value resulting from subtracting the initial offset from the target input shaft speed, adding to the target parallel value in each control cycle an additive value set to form a profile gradually evolving from Zero is increased to the initial offset value during the target gear shift completion time, and the result of addition is set as the target speed that the input shaft speed is to follow. The procedure after claim 1 , where the control device controls a shift actuator to release the current gear ratio in the neutral establishing step, controls at least one electric motor of the power source including the electric motor to synchronize the input shaft speed in the synchronous speed control step, and controls the shift actuator to to engage the target gear ratio in the step of completing the gear shift. The procedure after claim 1 or 2 , wherein the control device is set up such that it carries out a step for preparing the gear shift before the step for establishing neutral and after the step for determining the gear shift (S20), and wherein the step for preparing the gear shift comprises forming and holding a torque of the input shaft as a predetermined preparatory torque, referred to as a torque adjustment step. The procedure after claim 3 wherein in the step of torque adjustment, the predetermined preparatory torque is obtained by multiplying an acceleration of the input shaft by a moment of inertia of a power train, wherein the step of preparing the gear shift is performed, and wherein the moment of inertia of the power train is determined as a moment of inertia of all components, which are arranged on a path which transmits power from an electric motor to the input shaft with an engine clutch between an internal combustion engine and the electric motor being released, and is determined as a moment of inertia of all components arranged on a path which the Power is transmitted from the engine via the engine clutch to the electric motor and to the input shaft, with the engine clutch being engaged. The procedure according to one of the Claims 1 until 4 , wherein in the synchronous speed control step, the target gearshift completion time is divided into at least three or more sections, each section having a different rate of change of the additional value. The procedure after claim 5 , wherein the synchronous speed control step comprises setting a middle section of the three or more sections in the target gearshift completion time to have the highest rate of change of the additional value, and setting a first section and a last section on both sides of the middle section so that they have lower rates of change of the additional value than those of the middle section. The procedure after claim 5 or 6 , wherein the synchronous speed control step comprises setting the rate of change of the additional value in the middle section to a value not greater than a result of dividing a maximum torque that the power source is able to exert by an inertia moment of a power train, the power source being connected to only one E-motor corresponds with an engine clutch between an engine and the E-motor is released, corresponds with the engine and the E-motor with the engine clutch is engaged, and with a hybrid starter generator (HSG), the engine and the E- Motor corresponds, wherein the engine clutch is engaged and the hybrid starter generator is connected to the engine to supply power, and wherein a moment of inertia of the power train is determined as a moment of inertia of all components that are arranged on a path, which power from the E-motor is transmitted to the input shaft, with the engine clutch being released, and is determined as a moment of inertia of all components arranged on a path which transmits power from the engine via the engine clutch to the E-motor and the input shaft, with the engine clutch in the intervention is. The procedure according to one of the Claims 5 until 7 wherein the synchronous speed control step comprises smoothly changing the additional value between respective sections of the target gear shift completion time by low-pass filtering a change in the additional value set for the respective sections. The procedure according to one of the Claims 5 until 7 wherein the synchronous speed control step comprises smoothly changing the additional value between respective sections of the target gearshift completion time by spline interpolating a change in the additional value set for the respective sections. The procedure according to one of the Claims 4 until 9 , further comprising: calculating a feedback control value (U _fb ), wherein a difference between the target speed (r) and a measured speed of a plant representing a powertrain (G) is a control deviation (e), which is referred to as a step of calculating a feedback (S41), receiving a final control value (U) for controlling the plant (G), and a disturbance (d) and the measured speed ( y) associated with operation of the plant (G), removing the disturbance (d) and calculating a deviation estimate (U _d ) for converting the powertrain (G) to an ideal target state, referred to as a step of removing the disturbance is (S43), and adding the feedback control value (U _fb ) to a feed forward value (Uff) resulting from a multiplication of a differential of the target speed by the moment of inertia (J) of the power train, and calculating the final control value (U) by subtracting the deviation estimated value (U _d ) from the addition result, which is referred to as a step of calculating the control value (S45). The procedure after claim 10 wherein the power train is determined to correspond with all components arranged on a path transmitting power from an electric motor to the input shaft with an engine clutch between an engine and the electric motor being released, and he , wherein the engine clutch is engaged with all components arranged on a path which transmits power from the engine via the engine clutch to the electric motor and the input shaft, and corresponds to all components which are in a state of transmitting rotary power connected to the combustion engine. The procedure after claim 10 or 11 , wherein the step of removing the interference (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: $$Q\left(s\right)=\frac{{\displaystyle \sum _{i=1}^m{b}_i{s}^i}}{{\displaystyle \sum _{j=1}^n{a}_j{s}^j}}$$

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 powertrain representing plant (G) has been input, and calculating the deviation estimate (U _d ) by subtracting the first processing value from the second processing value, setting 'a _j ' and 'b _i ' to be |Q(s=jw)| ≒ 1 are 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) is. A dual clutch transmission shift control apparatus of a vehicle, comprising: a gear shift request determiner (1) for determining whether a coaxial gear shift is required in a Transmission Side Mounted Electrical Device (TMED)-based hybrid vehicle equipped with a dual clutch transmission (DCT) a shift instruction unit (3) for generating an instruction to control a shift actuator to release a current gear ratio to neutral with a clutch remaining engaged when the coaxial gear shift is required, a clutch instruction unit ( 5) for controlling the clutch, and a power source instruction unit (7) for controlling a power source of the vehicle to synchronize a rotational speed of an input shaft at which the clutch remains engaged with a target input shaft rotational speed obtained from multiplying a current output shaft rotational speed by a gear ratio one Target gear ratio results when the current gear ratio is released to neutral upon request of the coaxial gear shift, characterized in that the power source instructing unit (7) comprises: a target setting unit (7-1) which calculates an initial offset by subtracting a current input shaft speed obtained from a Multiplying the current output shaft speed by the gear ratio of the current gear ratio results from the target input shaft speed gains before the current gear ratio is released in the coaxial gear shift, a target gear shift completion time is determined, which is a time which is from a point in time when the current gear ratio is released , is required until a point in time when the gear shift is completed, and obtains 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 an additional value ad which is set so as to form a profile gradually increasing from zero to the initial offset value during the target gearshift completion time, and sets the addition result as a target rotation speed which the input shaft rotation speed is to follow. The dual clutch transmission shift control device Claim 13 , where the drive source instruction unit (7) further comprises: a feedback calculator (7-3) for calculating a feedback control value (U _fb ), wherein a difference between the target speed (r) and a measured speed of a plant (G) constituting a power train is a control deviation (e) is a disturbance observer receiving a final control value (U) for controlling the plant (G) and receiving a disturbance (d) and the measured speed (y) associated with the operation of the plant (G). , removes the disturbance (D) and calculates a deviation estimated value (U _d ) for converting the drive train (G) into an ideal target state, and a control value calculator (7-7) which converts the feedback control value (U _fb ) into a pre-control value (Uff ) resulting from multiplying a differential of the target speed by the moment of inertia (J) of the drive train, and the final control value (U) by subtracting the deviation hung estimated value (U _d ) calculated from the addition result. The dual clutch transmission shift control device Claim 14 , 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)), which is determined by the following equation: $$Q\left(s\right)=\frac{{\displaystyle \sum _{i=1}^m{b}_i{s}^i}}{{\displaystyle \sum _{j=1}^n{a}_j{s}^j}}$$

a second processing value generated 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 power train representing plant (G) has been input and calculates the deviation estimate (U _d ) by subtracting the first processing value from the second processing value, with 'a _j ' and 'b _i ' set to be |Q(s=jw)| ≒ 1 are 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) is.

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