KR100793886B1 - Method of controlling shift for dual clutch transmission in vehicle - Google Patents

Abstract

A shift control method of a dual-clutch transmission for a vehicle is provided to improve torque transmission efficiency and shift quality by adopting a pre-selection method in shifting. A shift control method of a dual-clutch transmission for a vehicle comprises the steps of: detecting the present shift level and vehicle speed by a shift level detection sensor and a vehicle speed sensor(S100); judging whether to execute pre-selection for the next shift level according to the detected information(S110); detecting RPM(Revolution Per Minute,A) of a gear of the next shift level and RPM(B) of a power transmission shaft operated at present from first and second power transmission shaft RPM detecting sensors and shift level gear RPM detecting sensors(S120); calculating difference(C) between RPMs of the gear of the next shift level and the power transmission shaft operated at present(S130); judging whether a calculated value is lower than a target value(S140); executing shifting by controlling an actuator for controlling a next shift level synchronizer tool(S150), if the calculated value is lower than a target value; and increasing the RPM of the gear of the next shift level by controlling an actuator for a clutch intermitting power of the gear of the next shift level, if the calculated value is higher than a target value and returning to the third step(S120).

Description

Shift control method of dual clutch transmission for vehicle {METHOD OF CONTROLLING SHIFT FOR DUAL CLUTCH TRANSMISSION IN VEHICLE}

1 is a diagram illustrating one embodiment of a general dual clutch transmission to which the present invention may be applied.

2 is a block diagram of a system for operating the present invention.

3 is an operation flowchart of a shift control method according to the present invention.

The present invention relates to a shift control method of a dual clutch transmission, and more particularly, a shift control method of a dual clutch transmission for a vehicle to improve torque transmission efficiency and shifting feeling by adopting a pre-selection method during shifting. It is about.

As is well known, the dual clutch transmission includes two clutches in the automatic transmission, which selectively transmits rotational force input from the engine to the two input shafts using the two clutches, and is disposed on the two input shafts. The gear is shifted according to the gear ratio of the gear and then output.

Such a dual clutch transmission is attempted to compactly implement a five-speed or higher high speed transmission, and the ASG (Automated) which eliminates manual shifting of the driver by controlling two clutches and a synchronous engagement device in the transmission by a controller. Shift Gear).

Looking at one example of the dual clutch transmission as described above, as shown in Figure 1, it comprises an engine power control means, input means, power transmission means, reverse means, output means.

The engine power control means includes two clutches C1 and C2, and the first and second clutches C1 and C2 are the same as the main input shaft 2 and the main input shaft 2. The first and second rotational powers of the engine ENG are selectively input means via the main input shaft 2 interposed between the input means formed by the first and second input shafts 4 and 6 arranged on the axis. It performs a power interruption function to be transmitted to the input shaft (4) (6).

Of course, the first and second clutches C1 and C2 are controlled by oil pressure supplied from a hydraulic control system controlled by a transmission control unit, not shown, as in the automatic transmission.

The input means is disposed on the same axis as the main input shaft 2, and comprises a first input shaft 4 and a hollow shaft variably connected to the main input shaft 2 through the first clutch C1. It comprises a second input shaft (6) which is arranged on the outer peripheral side of the first input shaft (4) without overlapping mutual rotation.

In addition, first, third and fifth speed input gears G1, G3 and G5 are arranged on the first input shaft 4 at predetermined intervals, and these gears penetrate the second input shaft 6. Located at one rear side, the first speed input gear G1 is disposed at the middle portion, the third speed input gear G3 is disposed at the front side, and the fifth speed input gear G5 is disposed at the rear side.

The second input shaft 6 is provided with second, fourth and sixth speed input gears G2, G4 and G6 with a predetermined distance therebetween, and these gears are second, fourth and sixth speed from the front side. The input gears G2, G4, and G6 are arranged in this order.

Accordingly, when the first clutch C1 is operated, the first input shaft 4 rotates to drive the first, third and fifth speed input gears G1, G3, and G5, and the second clutch C2 is operated. As a result, the second input shaft 6 rotates to drive the second, fourth, and sixth speed input gears G2, G4, and G6.

The overall configuration of the power transmission means for outputting after shifting power by receiving power from each input gear of the input means is the first, second input shafts (4) (6) are arranged in parallel with a predetermined interval in the first, 2, the first synchronizer mechanism S1 including the power transmission shafts 8 and 10, the first and third speed gears D1 and D3, and the second and fourth speed gears D2 and D4. A fourth synchronizer including a second synchronizer mechanism S2, a third synchronizer mechanism S3 including a fifth speed gear D5, and a sixth speed and reverse gear D6, R; It comprises a niger mechanism (S4).

In the first power transmission shaft 8, the second synchronizer mechanism S2 and the first synchronizer mechanism S1 are arranged from the front side, and the second and fourth speed gears D2 and D4 are input means. Meshes with the second and fourth speed input gears G2 and G4 of the first and third speed gears D1 and D3, and the first and third speed input gears G1 and G3 of the input means. Are matched.

In addition, a first transfer drive gear 12 is integrally mounted to the rear end of the first power transfer shaft 8 and engaged with the transfer driven gear 14 as an output means to rotate the power of the first power transfer shaft 8. Will be delivered.

In the second power transmission shaft 10, the fourth synchronizer mechanism S4 and the third synchronizer mechanism S3 are disposed from the front side, and the sixth speed gear D6 is configured as the sixth speed input gear of the input means. G6), and the fifth speed gear D5 is meshed with the fifth speed input gear G5 of the input means.

In addition, a second transfer drive gear 16 is integrally mounted to the rear end of the second power transmission shaft 10 to be engaged with the transfer driven gear 14 as an output means to rotate the second power transmission shaft 10. To transmit power.

Since the first, second, third and fourth synchronizer mechanisms S1 to S4 are the same known configurations as those of the general manual transmission, detailed descriptions are omitted and the first, second, third and fourth synchronizer mechanisms are omitted. Each of the sleeves 18, 20, 22, and 24 applied to S1 to S4 is provided with a separate actuator not shown so as to be driven by the transmission control unit.

The actuator includes a method of driving by an electric motor and a driving method of a hydraulic control system.

The reverse means includes a reverse idler shaft 26 disposed in parallel with the input means at a predetermined interval, and a first idler disposed behind the reverse idler shaft 26 and engaged with the first speed input gear G1. And a second idle gear 30 disposed at the front end of the reverse idle shaft 26 and engaged with the reverse gear R. As shown in FIG.

Accordingly, when the first input shaft 4 is driven, the rotational state is always maintained by its power. When the sleeve 24 of the fourth synchronizer mechanism S4 is connected to the reverse gear R side, the second power transmission shaft ( Rotate 10) in the direction opposite to forward, so that reverse operation is possible.

In addition, the rotational power transmitted from the transfer driven gear 14, which is the output means, is transmitted to the driving wheel through the differential not shown through the output shaft 32, thereby enabling the driving of the vehicle.

In the dual clutch transmission as described above, two or more clutch mechanisms are provided in the manual transmission and are selectively transmitted to two input shafts, and configured to output after shifting by using gear ratios of transmission gears disposed on the two input shafts. The shift is automatic.

Accordingly, a shift control capable of improving the feeling of shifting is required by making a smooth shift with less burden on the actuator controlling the synchronizer mechanism applied to each shift stage.

Therefore, the present invention has been invented to meet the above demands, and an object of the present invention is to adopt a pre-selection method when shifting to improve torque transmission efficiency and shifting speed of a vehicle dual clutch transmission. To provide a control method.

In order to realize the above object, the present invention, while controlling the dual clutch transmission of the vehicle,

When shifting to the next shift stage while driving, control the clutch that regulates the power of the next shift gear to aim the difference between the rotation speed of the transmission gear and the rotation speed of the power transmission shaft currently transmitting power. Provided is a shift control method for a dual clutch transmission for a vehicle, which is pre-selected to perform shifting after controlling to within a value.

Hereinafter, with reference to the accompanying drawings, an embodiment of the present invention that can specifically realize the above object will be described.

First, in the shift control method of the present invention, the multi-clutch transmission according to the present invention is described in detail in the description of FIG. 1, and the odd gear stages 1, 3, and 5 are shift gears and the even gear stages 2, 4, and 6, respectively. Note that the input gear is separately disposed on the first and second input shafts 4 and 6.

For example, when shifting to the second speed is performed while the vehicle is currently traveling at the first speed shift stage, the second synchronizer mechanism S2 is controlled to preselect to synchronize with the second speed gear D2.

Of course, at this time, since the rotational speed difference between the rotation of the first power transmission shaft 8 and the second speed gear D2 is quite large, the second synchronizer mechanism S2 causes the first power transmission shaft 8 to have a constant slip. The rotation of the second gear (D2) is synchronized with the connection.

At this time, depending on how smoothly the operation of the second synchronizer mechanism S2 is achieved, the shift time and the shifting feeling are improved, and the actuator for operating the second synchronizer mechanism S2 also operates smoothly.

In the characteristics of the second synchronizer mechanism (S2), the greater the difference in the number of rotations between the operating force and the longer the time to synchronize, but the smaller the difference in the number of the reverse is reversed.

Therefore, the smaller the difference between the transmission gear and the rotational speed, the smoother the shift is made, and at the same time, the load on the actuator for operating the synchronizer mechanism is reduced and the shifting feeling is improved.

In consideration of this, in order to implement the shift control method of the present invention, in the transmission control unit (TCU) as shown in FIG. 2, the shift stage detecting sensor 40, the vehicle speed sensor 41, and the speed of the first and second power transmission shafts are illustrated in FIG. 2. The first and second clutch actuators 50 and each synchronizer after confirming the current driving state of the vehicle from the detecting means such as a sensor 43 for detecting each of the sensors and a sensor 44 for detecting the rotational speed of each shift gear. The instrument control actuator 52 is controlled.

3 is an operation flowchart of the shift control method according to the present invention. First, in a first step S100, a transmission stage detection sensor 40 and a vehicle speed sensor 41 in a transmission control unit TCU during driving of a vehicle. The current shift speed and the vehicle speed are detected.

In the second step S110, it is determined whether to preselect the next shift stage based on the information detected in the first step S100. In the third step S120, the second step S110 is performed. When it is determined that the pre-selection is made, the rotation speed A of the next shift gear and the rotation speed B of the power transmission shaft currently in operation are detected.

In the fourth step S130, the rotation speed difference C is calculated as the information detected in the third step S120, and in the fifth step S140, the rotation speed calculated in the fourth step S130. It is determined whether the difference C is smaller than the target value (about 100 to 200 RPM).

In the sixth step S150, when it is determined that C is smaller than the target value in the fifth step S140, the next shift stage synchronizer control actuator 51 is controlled to perform shifting.

In addition, when it is determined in step S140 that C is larger than the target value, in step S160, the clutch actuator 50 for power regulation of the next shift gear may be controlled to rotate the next shift gear. The number A is raised, and the process returns to the third step S120 to repeat the process until the condition of the fifth step S140 is satisfied.

As described above, according to the present invention, in the dual clutch transmission, when the shift to the next shift stage in the running state, by operating the clutch to control the power of the next shift gear, the number of revolutions of the gear corresponding to the shift speed is now driven. It is an invention to improve the torque transmission efficiency and the shifting feeling by adopting a pre-selection method that the next shift is made in a state in which a large difference with the rotational speed of the power transmission shaft transmitting the thrust does not occur.

Claims (2)

delete In the shift control method of a vehicle dual clutch transmission, A first step (S100) of detecting the current shift stage and the vehicle speed through the shift stage detecting sensor 40 and the vehicle speed sensor 41; A second step (S110) of determining whether to pre-select the next shift stage based on the information detected in the first step (S100); When it is determined that the pre-selection is made in the second step S110, the first and second power transmission shaft rotational speed detection sensors 43 and the respective rotational speed rotational speed detection sensors 44 rotate the next rotational speed of the gear. (A) and a third step (S120) of detecting the rotation speed B of the power transmission shaft currently in operation; A fourth step (S130) of calculating a speed difference (C) from the rotation speed (A) of the next shift gear in the third step (S120) and the rotation speed (B) of the currently operating power transmission shaft; A fifth step (S140) of determining whether a value calculated in the fourth step (S130) is smaller than a target value; A sixth step (S150) of shifting by controlling the next shift stage synchronizer mechanism control actuator (51) if the condition of the fifth step is satisfied; If the condition of the fifth step S140 is not satisfied, the clutch actuator 50 for power control of the next shift gear is controlled to increase the rotation speed A of the next shift gear and the third step. A shift control method of a dual clutch transmission for a vehicle, characterized in that it comprises a seventh step (S160) to return to (S120).

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