KR101664545B1 - Apparatus and method for controlling gear shifting clutch by automated manual transmission - Google Patents

Abstract

The present invention is a shift control method of an AMT in which a shift of a specific speed change stage is performed by an assist clutch and a shift of the remaining speed change stage is carried out by a main clutch and in which the present speed change stage or a target speed change stage is controlled by an assist clutch An application clutch determining step of determining whether or not a speed change stage is formed; If the shift is not a shift that forms the speed change stage by the assist clutch, the control torque value is applied to the assist clutch using the assist clutch torque control map so that the engine rotation speed exceeding the reference synchronous speed is converged to the reference synchronous speed And a torque control step of controlling the shift of the AMT.

Description

TECHNICAL FIELD [0001] The present invention relates to a shift control method and apparatus for an AMT,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a shift control technique in an AMT transmission, and more particularly, to a shift control technique in an AMT transmission that reduces flare and undershoot in a shift state in which a single- To a shift control method and apparatus of an AMT.

An automatic manual transmission provides automatic transmission shifting by an actuator during the operation of the vehicle, thereby providing a driving convenience similar to that of an automatic transmission, and contributing to fuel efficiency improvement of the vehicle with superior power transmission efficiency than an automatic transmission.

Such an automatic manual transmission is a device that automatically shifts the transmission process by gear control through a TCU (Transmission Control Unit) instead of the driver by using a pneumatic actuator in a conventional manual transmission.

1 is a diagram showing an AMT system in which a rotational force transmitted from an engine 10 is selectively transmitted to a transmission through intermittent operation of a main clutch (dry clutch) 11 and an assist clutch (wet clutch) 4, 5, 6, and R stages through the intermittent operation of the main clutch 11, and two stages can be formed through the intermittent operation of the assist clutch 13 .

That is, when shifting to the two-speed state is performed in the state of running at the one-speed or three-speed position, the two-speed shifting is performed through the handover control of the main clutch 11 and the assist clutch 13, The torque drop phenomenon generated during the shift is prevented, thereby preventing the occurrence of the torque disconnection during shifting (similar to the double clutch shift of the DCT).

However, the assist clutch is operated only when the current speed change stage and the target speed change stage are two stages. In the case where the current speed change stage and the target speed change stage are not two stages, the shift progresses only with the main clutch Similarity).

FIG. 2 is a view for explaining an engine speed change in a shifting state in which a power on upshift is performed by only the main clutch in the AMT system. FIG. Power on Downshift This diagram is for explaining engine speed change in a shift state in which a shift is made.

Here, the power-on upshift is a shift in which a shift is made from an accelerator pedal depressed to an upper shift position, and a power-on downshift is a shift in which a shift to a lower shift position is made in a state in which the accelerator pedal is depressed.

That is, as shown in Figs. 2 and 3, there is a problem in that, as the single-clutch shifting is performed, the flare flare excessively occurs or the speed change rate is excessive, However, there is a problem that the shift time is prolonged and the acceleration feeling is lowered.

Here, the flare phenomenon refers to a phenomenon in which the engine rotational speed rises after the clutch is released or before the engagement in the shifting process, exceeding the current speed change speed synchronizing speed or the synchronizing speed of the target speed change speed.

4 is a diagram for explaining engine speed change in a shift state in which power-off downshift shifting is performed in only the main clutch in the AMT system.

Here, the power-off downshift is a shift in which a shift is made to a lower shift position in a state in which the accelerator pedal is not pressed.

That is, as shown in FIG. 4, in the shift state described above, the single clutch shift is performed. First, the main clutch is disengaged, the third clutch is released, the first clutch is engaged, there is a problem that an excessive amount of shoot is generated at the beginning of the shift.

Moreover, such an undershoot phenomenon has a problem in that it can not be improved even if the engine speed is improved through the engine cooperative control.

Here, the undershoot phenomenon refers to a phenomenon in which the engine rotational speed is lowered beyond the synchronous speed of the current speed change stage or the synchronous speed of the target speed change stage after the clutch is released or before the engagement in the shifting process.

However, in a shifting state in which power-off upshifting is performed only by the main clutch, undershoot occurs at the end of shifting, but undershooting can be reduced through control of the main clutch.

Here, the power-off upshift is a shift in which a shift is made to an upper gear position in a state in which the accelerator pedal is not pressed.

It should be understood that the foregoing description of the background art is merely for the purpose of promoting an understanding of the background of the present invention and is not to be construed as an admission that the prior art is known to those skilled in the art.

KR 10-2013-0115618 A

SUMMARY OF THE INVENTION The present invention has been made in order to solve the conventional problems as described above, and it is an object of the present invention to reduce the flare and undershoot by controlling the torque of the assist clutch in the shift state in which the single clutch is shifted as the assist clutch is not operated, And to provide an AMT shift control method and apparatus for improving acceleration performance and shortening a shift time.

In order to achieve the above object, the present invention is a shift control method for an AMT in which a shift of a specific speed change stage is performed by an assist clutch and a shift of the remaining speed change stage is performed by a main clutch, Determining whether the single or target speed change stage forms the speed change stage by the assist clutch; If the shift is not a shift that forms the speed change stage by the assist clutch, the control torque value is applied to the assist clutch using the assist clutch torque control map so that the engine rotation speed exceeding the reference synchronous speed is converged to the reference synchronous speed And a torque control step of controlling the torque control step.

Wherein the control torque value of the torque control map in the torque control step is a first output value that is outputted as a relationship between the engine torque, a difference between the target slip change amount and the current slip change amount; Can be determined as a function of the second output value that is output with respect to the excess value of the engine rotation speed exceeding the reference synchronous speed.

Here, the slip change amount at the target slip change amount means a speed difference between the target engine speed and the target shift stage synchronous speed, and the slip change amount at the current slip change amount means a speed difference between the current engine speed and the target shift stage synchronous speed .

Wherein the control torque value of the torque control map in the torque control step is a first output value that is outputted as a relationship between the engine torque, a difference between the target slip change amount and the current slip change amount; Can be determined as a function of the second output value outputted as the relationship between the excess value of the engine rotational speed exceeding the reference synchronous speed and the difference value between the rotational speed of the assist clutch and the engine rotational speed.

Here, the slip change amount at the target slip change amount means a speed difference between the target engine speed and the target shift stage synchronous speed, and the slip change amount at the current slip change amount means a speed difference between the current engine speed and the target shift stage synchronous speed .

The control torque value may be determined by summing the first output value and the second output value.

The control torque value is formed to be proportional to the engine torque and may be formed to be proportional to the difference between the target slip change amount and the current slip change amount.

The target slip variation amount may be set to be divided into an initial period of shifting, a mid-shift period and a final period of the shifting, and the target slip variation amount of the initial shifting period and the end shifting period may be set to be smaller than the target slip variation amount of the shifting middle period.

The control torque value may be formed to be proportional to an excess value of the engine rotational speed exceeding the reference synchronous speed.

The control torque value may be formed to be in inverse proportion to the difference between the rotational speed of the assist clutch and the engine rotational speed.

Wherein the shift determination means determines whether the shift state is a shift state in which the shift is shifted to an upper gear position or a lower gear position in a state in which the shift pedal is depressed or a shift state is shifted to a lower shift position in a state in which the accelerator pedal is not pressed, And a situation judgment step.

Wherein when the shift is not a shift that forms the speed change stage by the assist clutch after the application clutch determination step, it is determined whether or not an excess value of the engine rotation speed exceeding the reference synchronous speed is generated, And a torque application determining step of determining whether or not the torque is applied by measuring the difference.

In the torque application determination step, an excess value of the engine rotation speed exceeding the reference synchronous speed is generated, and when the assist clutch rotation speed exceeds the engine rotation speed, the torque control step can be entered.

The configuration of the present invention is an AMT shift control device of an AMT in which the shifting of a specific speed change stage is made by the assist clutch and the shift of the remaining speed change stage is made by the main clutch and the present speed change stage or the target speed change stage, And when the shift is not a shift that forms the speed change stage by the assist clutch, the control clutch torque control map is used to apply the control torque value to the assist clutch, And a controller for controlling the engine rotational speed to converge to a reference synchronous speed.

According to the present invention, by applying a torque to the assist clutch in the shifting state in which the single clutch shift of the main clutch alone is performed as the assist clutch is not operated, A flare phenomenon or an undershooting phenomenon descending beyond a reference synchronizing speed is reduced, thereby preventing a shift shock caused by a flare or an undershoot to improve a shifting feeling and a shifting performance and, at the same time, And the performance is improved.

1 is a diagrammatic representation of an AMT system provided with an assist clutch;
Fig. 2 is a view for explaining engine speed change in a shift state in which power-on upshift is performed by only the main clutch in the AMT system of Fig. 1; Fig.
3 is a view for explaining engine speed change in a shift state in which power-on downshift is performed by only the main clutch in the AMT system of Fig. 1; Fig.
Fig. 4 is a view for explaining engine speed change in a shift state in which power-off downshift is performed by only the main clutch in the AMT system of Fig. 1; Fig.
5 is a view for explaining a control flow of the AMT shift control method according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

5 is a diagram for explaining the control flow of the AMT shift control method according to the present invention.

The shift control method for an AMT according to the present invention largely comprises an application clutch determination step (S20) and a torque control step (S40).

Here, the present invention can be applied to the AMT system shown in FIG. 1. For ease of understanding, the AMT system of FIG. 1 will be described below. However, the present invention is not limited to the AMT system of FIG.

1 and 5, the shift control method of the AMT in which the shift of the specific speed change stage is performed by the assist clutch 13 and the shift of the remaining speed change stage is performed by the main clutch 11 , An application clutch determination step (S20) for determining whether the current speed change stage or the target speed change stage forms a speed change stage by the assist clutch (13) at the time of shifting; When the shift is not a shift that forms the speed change stage by the assist clutch 13, by applying the control torque value to the assist clutch 13 using the assist clutch torque control map, the engine rotation speed exceeding the reference synchronizing speed And a torque control step (S40) for controlling to converge to the reference synchronous speed.

Here, the specific speed change stage may be a single-speed, single-speed changeable type that is shifted by an assist clutch 13, which is a hydraulic type clutch, and the remaining speed change stages are shifted by the main clutch 11, 4, 5, 6, R can be single speed.

2 to 4, the reference synchronous speed is the synchronous speed of the current gear position in the power-on upshift (shifting from the state where the accelerator pedal is depressed to the upper gear position) Shift (shifting from the depressed state of the accelerator pedal to the lower shift position) In the shift state, the synchronous speed of the target shift position, and the power-off downshift (shift from the state where the accelerator pedal is not depressed to the lower shift position) As the synchronous speed, the engine rotational speed exceeding the reference synchronous speed may be an excess value (flare, undershoot) rising or falling beyond the reference synchronous speed due to the flare phenomenon and the undershoot phenomenon.

That is, by applying the torque to the assist clutch 13 in the shift state in which the single clutch is shifted as the assist clutch 13 is not operated, the flare phenomenon of rising beyond the reference synchronizing speed at the time of shifting the single clutch, The undershooting phenomenon that descends beyond the threshold value is reduced. Therefore, it is possible to prevent a shift shock caused by flare or undershooting, thereby improving the shifting feeling and shifting performance, and shortening the shifting time, thereby improving the acceleration performance of the vehicle.

In the torque control step (S40) of the present invention, as a first embodiment for determining the control torque value of the torque control map, the first torque command value, which is outputted as the relationship between the engine torque, the target slip change amount, An output value; Can be determined as a function of a second output value that is output with respect to an excess value of the engine rotation speed beyond the reference synchronization speed.

Preferably, the control torque value may be determined by summing the first output value and the second output value, and the first output value and the second output value may be torque values.

Here, the slip change amount at the target slip change amount means a speed difference between the target engine speed and the target shift stage synchronous speed, and the slip change amount at the current slip change amount means a speed difference between the current engine speed and the target shift stage synchronous speed do.

That is, the first output value is output as the 2D map based on the difference between the engine torque, the target slip change amount, and the current slip change amount, and the second output value is outputted as the 1D map based on the excess value of the engine speed exceeding the reference synchronous speed And summing the first output value and the second output value to form a control torque value.

As a second embodiment for determining the control torque value of the torque control map in the torque control step (S40) of the present invention, the control torque is outputted as a relationship between the engine torque, the difference between the target slip change amount and the current slip change amount A first output value; Can be determined as a function of the second output value outputted as the relationship between the excess value of the engine rotational speed exceeding the reference synchronous speed and the difference value between the rotational speed of the assist clutch and the engine rotational speed.

Preferably, the control torque value may be determined by summing the first output value and the second output value, and the first output value and the second output value may be torque values.

Here, the slip change amount at the target slip change amount means a speed difference between the target engine speed and the target shift stage synchronous speed, and the slip change amount at the current slip change amount means a speed difference between the current engine speed and the target shift stage synchronous speed do.

That is, the first output value is outputted as the 2D map based on the difference value between the engine torque, the target slip change amount, and the current slip change amount, and the excess value of the engine speed exceeding the reference synchronous speed, the rotation speed of the assist clutch, The second output value is output to the 2D map based on the difference between the first output value and the second output value to form the control torque value.

Here, the rotation speed of the assist clutch may be the rotation speed of the assist clutch by the rotation force provided from the output shaft.

In the present invention, in both the first embodiment and the second embodiment for determining the control torque value, the control torque value is formed to be proportional to the engine torque, and is proportional to the difference between the target slip change amount and the current slip change amount .

That is, as the engine torque increases, the first output value increases, and as the engine torque decreases, the first output value decreases, so that the control torque value applied to the assist clutch 13 is proportional to the increase / .

Also, as the difference between the target slip change amount and the current slip change amount becomes larger, the first output value is increased. As the difference between the target slip change amount and the current slip change amount becomes smaller, the first output value is decreased, And the control torque value applied to the assist clutch 13 is proportionally increased or decreased.

The target slip variation amount may be set to be divided into an initial period of the shift, a mid-shift period and a final period of the shift, and the target slip change amount of the initial shift period and the shift end period may be set to be smaller than the target slip change amount of the shift mid period.

In other words, the target slip variation amount can be set differently for each shifting section, and in particular, the target slip changing amount is set to be small in the initial shifting section and the end shifting section, thereby reducing the shifting time and preventing the shifting shock occurring at the beginning of shifting and at the end of shifting .

In the present invention, in both of the first embodiment and the second embodiment for determining the control torque value, the control torque value may be formed to be proportional to an excess value of the engine rotation speed exceeding the reference synchronous speed. Here, the excess value may be a speed change amount due to a flare phenomenon and an under shoot phenomenon.

That is, the second output value increases as the excess value of the engine rotational speed exceeds the reference synchronous speed, and as the excess value of the engine rotational speed exceeds the reference synchronous speed, the second output value decreases, The control torque applied to the assist clutch 13 is controlled in proportion to the control torque.

And, in the present invention, in the second embodiment for determining the control torque value, the control torque value may be formed to be in inverse proportion to the difference between the rotational speed of the assist clutch and the engine rotational speed.

That is, the second output value decreases as the difference between the rotational speed of the assist clutch and the engine rotational speed increases, and as the difference between the rotational speed of the assist clutch and the engine rotational speed decreases, the second output value increases, The control torque applied to the assist clutch 13 is controlled to be increased or decreased in inverse proportion.

In addition, in the present invention, it is preferable that, before the application clutch determination step (S20), the shift state is a shift state in which the shift is shifted to an upper gear position or a lower gear position in a state in which the accelerator pedal is depressed, (S10) for determining whether or not the shift state is a shift state shifted to the shift state.

That is, when it is determined that the shift state is one of the power-on upshift, the power-on downshift, and the power-off downshift in the shift state determination step S10, , And if it is not one of the three shift states described above, the control can be terminated without entering the applied clutch determination step (S20).

In the present invention, when the shift is not a shift that forms the speed change stage by the assist clutch 13 after the application clutch determination step (S20), whether or not an excess value of the engine rotation speed exceeding the reference synchronous speed is generated And a torque application determination step (S30) of measuring a difference between an assist clutch rotation speed and an engine rotation speed to determine whether or not a torque is applied.

That is, after the application clutch determination step (S20), when the shift is a shift that forms the speed change end by using the assist clutch 13, the double clutch shift control using the main clutch 11 and the assist clutch 13 It is not necessary to carry out the control of the present invention.

If it is determined that the shift is not a shift that forms the speed change stage by the assist clutch 13 after the application clutch determination step S20, in the torque application determination step S30, And when the assist clutch rotational speed exceeds the engine rotational speed, the torque control step S40 is entered and the control torque value set to the assist clutch 13 is applied.

On the other hand, control is performed such that an excess value of the engine rotational speed exceeding the reference synchronous speed is not generated, or that the assist clutch does not enter the torque control step (S40) when the engine rotational speed is lower than the engine rotational speed. That is, when torque is applied to the assist clutch 13 in a state where the engine rotational speed is larger than the assist clutch rotational speed in a state where the current flare is generated, the flare may be deteriorated in a direction in which the flare becomes larger.

On the other hand, the AMT shift control device of the present invention is an AMT shift control device in which the shift of a specific speed change stage is performed by the assist clutch 13 and the shift of the remaining speed change stage is performed by the main clutch 11, , It is determined whether or not the current speed change stage or the target speed change stage forms the speed change stage by the assist clutch 13. If the shift change is not a shift that forms the speed change stage by the assist clutch 13, And a control unit for controlling the engine rotational speed exceeding the reference synchronous speed to converge to the reference synchronous speed by applying a control torque value to the assist clutch 13. [

Here, the controller may be a TCU.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be construed as limited to the specific embodiments set forth herein; rather, .

S10: Judgment of shifting state Step S20: Determination of applied clutch
S30: Determination of torque application S40: Torque control step
10: Engine 11: Main clutch
13: assist clutch

Claims (12)

A shift control method of an AMT in which a shift of a specific speed change stage is performed by an assist clutch and a shift of the remaining speed change stage is performed by a main clutch,
An application clutch determination step of determining, when shifting, whether the current speed change stage or the target speed change stage forms a speed change stage by the assist clutch;
If the shift is not a shift that forms the speed change stage by the assist clutch, the control torque value is applied to the assist clutch using the assist clutch torque control map so that the engine rotation speed exceeding the reference synchronous speed is converged to the reference synchronous speed And a torque control step of controlling,
After the application clutch determination step,
And when the shift is not a shift that forms the speed change stage by the assist clutch, the difference between the assist clutch rotation speed and the engine rotation speed is measured together with the occurrence of an excess value of the engine rotation speed exceeding the reference synchronous speed, Further comprising: determining a torque applied to the AMT based on the detected torque. The method according to claim 1,
Wherein, in the torque control step,
A first output value that is output as a relationship between an engine torque, a difference between a target slip change amount and a current slip change amount; As a function of a second output value outputted for an excess value of the engine rotation speed exceeding the reference synchronizing speed.
Here, the slip change amount at the target slip change amount means a speed difference between the target engine speed and the target shift stage synchronous speed, and the slip change amount at the current slip change amount means a speed difference between the current engine speed and the target shift stage synchronous speed . The method according to claim 1,
Wherein, in the torque control step,
A first output value that is output as a relationship between an engine torque, a difference between a target slip change amount and a current slip change amount; As a function of an excess value of the engine rotational speed exceeding the reference synchronous speed and a second output value outputted as a relation between the rotational speed of the assist clutch and the difference value of the engine rotational speed.
Here, the slip change amount at the target slip change amount means a speed difference between the target engine speed and the target shift stage synchronous speed, and the slip change amount at the current slip change amount means a speed difference between the current engine speed and the target shift stage synchronous speed . The method according to claim 2 or 3,
Wherein the control torque value is determined by summing the first output value and the second output value. The method according to claim 2 or 3,
Wherein the control torque value
And is formed to be proportional to the engine torque, and is formed to be proportional to a difference between a target slip change amount and a current slip change amount. The method according to claim 2 or 3,
The target slip change amount is calculated by:
Wherein the target slip change amount in the initial shift period and the shift target period is set to be smaller than the target slip change amount in the mid-shift period, while being divided into an initial period of shifting, a mid-shift period and a final period of the shift. The method according to claim 2 or 3,
Wherein the control torque value
Wherein the speed ratio is proportional to an excess value of the engine speed exceeding the reference synchronous speed. The method of claim 3,
Wherein the control torque value
Wherein the assist clutch is configured to be inversely proportional to the difference between the rotational speed of the assist clutch and the engine rotational speed. The method according to claim 1,
Before the application clutch determination step,
And a shift state determining step of determining whether the shift state is a shift state in which the shift speed is shifted to an upper shift position or a lower shift position in a state in which the accelerator pedal is depressed or a shift state is shifted to a lower shift position in a state in which the accelerator pedal is not pressed Wherein the shift control method comprises the steps of: delete The method according to claim 1,
In the torque application determination step,
Wherein an excess value of the engine rotational speed exceeding the reference synchronous speed is generated, and when the assist clutch rotational speed exceeds the engine rotational speed, the torque control step is entered. The shift control device of an AMT in which the shift of a specific speed change stage is made by the assist clutch and the shift of the remaining speed change stage by the main clutch,
When the shift position is not a shift that forms the speed change stage by the assist clutch, the assist clutch torque control map is used to determine whether or not the current speed change stage or the target speed change stage forms the speed change stage by the assist clutch, And a control unit for controlling the engine rotational speed to exceed the reference synchronous speed to converge to the reference synchronous speed by applying a control torque value to the reference synchronous speed,
When the shift is not a shift that forms the speed change stage by the assist clutch after determining whether the current speed change stage or the target speed change stage forms the speed change stage by the assist clutch, And determines whether torque is applied or not by measuring the difference between the assist clutch rotational speed and the engine rotational speed.

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