KR101694029B1 - Dct shifting control method for vehicle - Google Patents

Abstract

The present invention relates to a DCT shift control method for a vehicle, comprising: a shift start determining step of determining, by a controller, whether a coaxial shift is required or not; a neutralization forming step of changing a current gear into a neutral gear while the controller maintains an engaged state with a clutch, when a coaxial shift is required; a synchronization speed control step in which the controller controls a driving source of a vehicle to synchronize an input shaft speed with a target input shaft speed that is a speed obtained by multiplying a gear ratio of a target gear and the present output shaft speed after performing the neutralization forming step; and a shift completion step of, when the input shaft speed is synchronized with the target input shaft speed, completing gear shift by engaging the target gear with the controller.

Description

TECHNICAL FIELD [0001] The present invention relates to a DCT shifting control method for a vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a technology in which a TMED (Transmission Mounted Electric Device) hybrid vehicle equipped with a DCT (Dual Control Transmission) performs shifting while traveling.

A TMED hybrid vehicle having a DCT includes a DCT driven by a motor driven by an electric motor, and an engine clutch disposed between the motor and the engine. The power of the motor is transmitted through the two clutches of the DCT to the odd- And a clutch for providing power through the hole shrinkage is an odd-numbered side clutch, and a clutch for providing power to an even-numbered shaft is an even-numbered shaft. Side clutch.

In the DCT described above, since the speed change stages are usually provided between the hole contraction and the even-numbered shafts, the odd-numbered side clutch and the even-numbered side clutch are engaged and disengaged to sequentially shift to the speed change stages disposed on different axes Speed shifting, and such shift is shifted by using different axes, so that it is referred to as a biaxial shifting.

Since the sequential shifting is a biaxial shifting, the clutch in which the present speed change stage belongs is released while a new target speed change stage disposed on the axis on which the present clutch is released is released, The DCT can perform such sequential shifting as much as possible. However, in the case of a sudden change in vehicle speed or a rapid acceleration operation of the driver, There is a situation in which a skip transmission is required to skip over the step, and in this case, it is necessary to shift to another gear position on the same axis.

In the case of the coaxial shift, the above-described shift on the same axis is referred to as a coaxial shift. In the case of the coaxial shift, the present speed change stage is released and the new target shift stage is engaged, The input shaft speed to which the target speed change stage belongs must be synchronized with the output shaft speed. This synchronization process is manually performed by the frictional force of the friction element, so that the synchronization time is relatively long, Becomes relatively long, thereby reducing the drivability of the vehicle and reducing the regenerative braking amount at the time of shifting before the stoppage.

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

KR 10-14599280000 B

In a TMED hybrid vehicle including a DCT, a speed change and an acceleration of an input shaft to which a target speed change stage belongs are quickly synchronized with an output shaft speed and an acceleration during a coaxial shift, And to increase the amount of regenerative braking at the time of shifting before the stop of the vehicle.

In order to achieve the above object, a DCT shift control method of a vehicle of the present invention includes a shift start determining step of determining, by a controller, whether a coaxial shift is required;

A neutralization step of releasing the current speed-change stage to a neutral state while the controller maintains the engaged state of the clutch, when the coaxial shift is required;

A controller for controlling the drive source of the vehicle to synchronize an input shaft speed with a target input shaft speed which is a speed obtained by multiplying a gear ratio of a target shift stage by a present output shaft speed;

And a shift completion step of, when the input shaft speed is synchronized with the target input shaft speed, completing the shifting by engaging the target speed change stage with the controller.

The controller controls the shifting actuator in the neutralization step to release the current gear stage to neutral;

Controlling at least the motor among the driving sources including the motor in the synchronizing speed adjusting step to synchronize the input shaft speed;

In the shifting completion step, the shifting actuator may be controlled to engage the target speed change stage.

Wherein the controller is configured to perform a shift preparation step before performing the neutralization step after the shift start determination step;

And the shift preparation step may include a torque adjusting step of forming and holding the torque of the input shaft at a predetermined preparation torque.

Wherein the predetermined preparation torque in the torque adjustment step is obtained by multiplying the acceleration of the input shaft by the driving system moment of inertia at the time of performing the shift preparation step;

Wherein the inertia moment of the drive system is determined by an inertia moment of all components present on a path for transmitting power from the motor to the input shaft in a state where the engine clutch between the engine and the motor is released, To the motor and the input shaft via the engine clutch.

The controller subtracts the current input shaft speed, which is a value obtained by multiplying the gear ratio of the current gear stage by the current output shaft speed, at the target input shaft speed to obtain the initial offset before the current gear stage is released by the neutral formation step after the shift start determination step ;

Determining a target shift completion time which is a time required from a time point of the synchronization speed adjustment step to a time point when the shift is completed;

Wherein the synchronizing speed adjusting step calculates a target parallel value that is a value obtained by subtracting the initial offset from the target input shaft speed and calculates an additional value set to draw a profile that gradually increases from zero to an initial offset value during the target shifting completion time The input shaft speed may be set to the target speed at which the input shaft speed is to be followed in addition to the target parallel value at every control cycle time so that the input shaft speed is feedback-controlled in accordance with the target speed.

In the synchronizing speed adjustment step, the target shift completion time may be divided into at least three sections, and the rate of change of the additional value may be set differently for each section.

In the synchronization speed adjustment step

Wherein the rate of change of the additional value is set to be the greatest in the middle interval among the three or more intervals of the target shift completion time and the rate of change of the additional value in the initial interval and the terminal period of both the middle interval The rate of change can be set smaller than the rate of change.

In the synchronization speed adjustment step

The change rate of the additional value in the center section is set to a value equal to or smaller than a value obtained by dividing a maximum torque that the drive source can generate by a moment of inertia of the drive system;

Wherein the drive source is the motor only when the engine clutch between the engine and the motor is released, the engine and the motor when the engine clutch is engaged, and the engine clutch is engaged and the HSG is able to provide power to the engine The HSG, the engine, and the motor in a connected state;

Wherein the inertial moment of the drive system is determined by an inertial moment of all components present on a path for transmitting power from the motor to the input shaft in a state in which the engine clutch is released, The moment of inertia of all the components existing on the path for transmitting the power to the motor and the input shaft through the inertial moment.

In the synchronization speed adjustment step

The change of the additional value set in each of the intervals of the target shift completion time may be processed by the low pass filter so that the smooth change of the additional value may be performed between the intervals.

In the synchronization speed adjustment step

A spline interpolation process of the change of the additional value set in each of the intervals of the target shift completion time may be performed so that the smooth change of the additional value is performed between the intervals.

The control method of the present invention includes: a feedback calculating step of calculating a feedback control value U _fb by setting the difference between the target speed r and the measured rotational speed of the plant G representing the drive system as a control error e;

A disturbance d and a measured rotational speed y which are accompanied by the operation of the plant G and a measured rotational speed y to remove the disturbance d and to convert the driving system G into an ideal nominal state A disturbance canceling step of calculating an error estimated value U _d to be used;

Calculating a final control value U by adding the feedback control value U _fb to a feedforward value U _ff obtained by multiplying a differential value of the target speed by an inertial moment J of the drive system and subtracting the error estimated value U _d ;

As shown in FIG.

Wherein the drive system is defined as all the components existing on a path for transmitting power from the motor to the input shaft when the engine clutch between the engine and the motor is released, All the parts existing on the path for transmitting the power to the motor and the input shaft, and all parts connected to transmit the rotational force to the engine.

In the disturbance removing step, the final control value U is calculated by the following equation

And a low pass filter Q (S), which is determined by the low pass filter Q (S), to generate a first processed value;

After inputting the measured rotational speed of the plant to G _n ^-1 (S) for the nominal plant G _n (S) for the plant G representing the drive system, the low pass filter Q (S) to produce a second processed value;

Subtracting the first processed value from the second processed value to calculate the error estimated value U _d ;

Here, a _j and b _i are set so that | Q (s = _j ?) |? 1 at a maximum frequency? _M included in the disturbance d;

The nominal plant _{G n (S) = 1 /} (J * s) and, G _n ^{- 1} (s) may be a (J * s).

In order to achieve the above-mentioned object, a DCT shift controller of a vehicle of the present invention includes: a shift request determiner for determining whether a coaxial shift is required in a TMED hybrid vehicle having a DCT;

A shifting command portion for generating a command for controlling the shifting actuator to release the current speed change stage to the neutral state in a state in which the clutch engagement state is maintained if the coaxial shift is required;

A clutch command portion for controlling the clutch;

When the coaxial shift is requested and the current speed change stage is released to neutral, the drive source of the vehicle is controlled so that the speed of the input shaft, in which the engagement state of the clutch is maintained, is synchronized with the target input shaft speed, which is the speed obtained by multiplying the gear ratio of the target shift stage by the present output shaft speed And a driving source command unit for controlling the driving source.

The drive source command unit

Subtracting the current input shaft speed, which is a value obtained by multiplying the current gear ratio of the current gear stage by the current output shaft speed at the target input shaft speed before the current gear stage is released during the coaxial shift, to obtain an initial offset;

Determines a target shift completion time which is a time required from the time when the current speed change stage is released to the time when the shift change is completed;

An additional value set to draw a gradually increasing profile from zero to the initial offset value during the target shifting completion time is calculated for each control cycle time by obtaining a target parallel value that is a value obtained by subtracting the initial offset from the target input shaft speed, And a target setting unit for setting the target parallel speed to a target speed at which the input shaft speed is to be followed.

Wherein the drive source command unit comprises:

A feedback calculation unit for calculating a feedback control value U _fb by setting the difference between the target speed r of the target setting unit and the measured rotational speed of the plant G representing the drive system as a control error e;

A disturbance d and a measured rotational speed y which are accompanied by the operation of the plant G and a measured rotational speed y to remove the disturbance d and to convert the driving system G into an ideal nominal state A disturbance observer for calculating an error estimated value U _d ;

A control value calculation unit for calculating the final control value U by adding the feedback control value U _fb to the feedforward value U _ff obtained by multiplying the differential value of the target speed r by the inertia moment J of the drive system and subtracting the error estimated value U _d And the like.

In the disturbance observer, the final control value U is calculated by the following equation

And a low pass filter Q (S), which is determined by the low pass filter Q (S), to generate a first processed value;

After inputting the measured rotational speed of the plant to G _n ^-1 (S) for the nominal plant G _n (S) for the plant G representing the drive system, the low pass filter Q (S) to produce a second processed value;

Subtracting the first processed value from the second processed value to calculate the error estimated value U _d ;

Here, a _j and b _i are set so that | Q (s = _j ?) |? 1 at a maximum frequency? _M included in the disturbance d;

The nominal plant _{G n (S) = 1 /} (J * s) and, G _n ^{- 1} (s) may be a (J * s).

In a TMED hybrid vehicle including a DCT, a speed change and an acceleration of an input shaft to which a target speed change stage belongs are quickly synchronized with an output shaft speed and an acceleration during a coaxial shift, And to increase the amount of regenerative braking during shifting before the vehicle is stopped.

1 is a diagram illustrating a configuration of a TMED hybrid vehicle having a DCT to which the present invention can be applied;
2 is a flowchart showing an embodiment of a DCT shift control method for a vehicle according to the present invention,
FIG. 3 is a graph showing a change in input shaft speed with passage of time illustrating the coaxial shifting process according to the present invention,
4 is a graph for explaining an additional value setting method for setting a target speed at which the input shaft speed should follow the target shift completion time,
FIG. 5 is a block diagram illustrating a concept of calculating a target velocity using the additional values of FIG. 4;
6 is a conceptual diagram showing a controller configuration of the present invention,
FIG. 7 is a detailed view showing the drive source command unit of FIG. 2. FIG.

Fig. 1 is a diagram illustrating a configuration of a TMED hybrid vehicle having a DCT to which the present invention can be applied. An engine clutch EC is provided between the engine E and the motor M, And a hybrid starter generator (HSG) is connected to the engine so that the engine can be started by itself while the engine clutch is shut off, and the engine can be powered by engine power.

The motor is connected to a DCT, and the DCT includes an odd axis (ODD), an even axis EVEN and an output axis OUT. A first clutch CL1 is connected between the motor and the shunt of the DCT, A second clutch CL2 is provided between the motor and the counter shaft of the DCT and a first clutch actuator 1CA for controlling the first clutch and a second clutch actuator 2CA for controlling the second clutch are provided Shafting shifting actuator (OA) configured to engage and disengage the gear shafts of the shaft shafts, and a shafting shafting actuator (EA) configured to engage and disengage the gearshift gears of the even shaftshaft , And a drive wheel (DW) is connected to the output shaft through a differential (DIFF).

The controller C is configured to control the HSG, the engine, the engine clutch, the motor, the first clutch actuator, the second clutch actuator, the shifting actuator of even shafts, and the shifting actuator of the hole shrinkage.

Of course, in the figure, one controller (C) controls all of the above elements. However, the controller may be separated into a plurality of controllers. For example, an engine controller for controlling the engine, A transmission controller for controlling the components of the DCT, a hybrid controller for controlling the engine controller and the transmission controller from a higher level, and the like. However, for a clear understanding of the concept of the present invention, Since a single symbolic controller controls all of the above elements as a concept including all the changes of the controller configuration, the configuration of the controller is not limited to be interpreted by the drawings.

FIG. 2 is a flowchart showing an embodiment of a DCT shift control method for a vehicle according to the present invention, the shift start determination step (S10) for determining whether the coaxial shift is required or not; A neutralizing step (S30) of releasing the current speed change stage to a neutral state while the controller maintains the engaged state of the clutch, when the coaxial shift is required; (S40) of synchronizing the input shaft speed with a target input shaft speed, which is a speed obtained by multiplying the input shaft speed by the gear ratio of the target gear stage to the present output shaft speed, after the controller performs the neutral formation step; And a shifting completion step (S50) in which, when the input shaft speed is synchronized with the target input shaft speed, the controller completes the shifting by engaging the target speed change stage.

For example, as shown in Fig. 3, when the coaxial shift is required from the 5-speed position to the 3-position position, the process of shifting to the 4-position position is skipped, Stage shifting stage to a third-speed shifting stage, which is a target shift stage, in which the synchronizing device of the fifth-speed stage is neutralized while maintaining the clutch engaged at the fifth- The synchronous speed adjusting step synchronizes the input shaft speed to the target input shaft speed corresponding to the third speed gear stage and the third speed gear stage synchronizer is engaged in the shifting completion stage to complete the shifting.

The three-stage speed-change stage and the fifth-stage speed-change stage are all disposed at the odd-numbered speed shafts, all of which are connected to the motor via the first clutch and can be connected to the engine by the engine clutch again.

Here, the present invention relates to a coaxial shift situation, and it is unnecessary to mention about mutual operation of the first clutch and the second clutch, so that these first clutch and second clutch are simply referred to as "Quot; clutch ".

Therefore, it should be understood that the expression "clutch" means the first clutch connected to the hole contraction substantially in the coaxial shifting state between the hole means, and in the coaxial shifting state between the even means, As used herein. Furthermore, this expression "clutch" should be distinguished from the "engine clutch" which connects between the engine and the motor.

Here, the "output axis" means the output axis of the DCT.

In order to avoid unnecessary complexity and limitation as described above, the above-mentioned hole contraction and even axis are simply referred to as "input shaft ".

Therefore, it should be understood that the expression "input shaft" means a substantially odd-numbered axis in the case of a coaxial shift situation between the hall means and an even-numbered axis if the coaxial shift condition is between the even-numbered means.

The controller C controls the shifting actuator in the neutral forming step S30 to release the current gear stage to neutral and controls at least the motor among the driving sources including the motor in the synchronizing speed adjusting step S40 Synchronizes the input shaft speed, and controls the shifting actuator in the shifting completion step (S50) to engage the target speed change stage.

The driving source refers to all power sources that can provide the power required for driving the vehicle. As shown in FIG. 1, the driving source can start the engine by not only the engine and the motor but also the HSG, In the configuration, the HSG, the engine and the motor will be the driving sources, and in the hybrid vehicle having no HSG, only the engine and the motor will be the driving sources.

Further, the present invention may be configured such that the controller (C) is configured to perform a shift preparation step (S20) before performing the neutral formation step (S30) after the shift start determination step (S10) And a torque adjusting step of forming and holding the torque at a predetermined preparation torque.

The torque adjusting step properly adjusts the torque of the input shaft before releasing the synchronizing device of the current gear range to prevent the input shaft speed from suddenly changing greatly due to a large fluctuation of the load when the synchronizing device is released to neutral .

Therefore, with reference to FIG. 4, the preparation torque?

Can be obtained by multiplying the driving-system inertia moment J by the input-shaft acceleration.

Nw is the current input shaft speed representing the current input shaft speed before shifting, and can be obtained by multiplying the current output shaft speed by the gear ratio of the current gear stage.

4, tg is a target input shaft speed representing the input shaft speed after shifting, and can be obtained by multiplying the current output shaft speed by the gear ratio of the target speed change stage.

4, it can be seen that the synchronizing speed adjusting step S40 is started after the neutral forming step S30. However, as described above, In order to prevent a sudden change in the speed of the input shaft due to the release of the neutral state, the shift speed adjusting step (S20) is performed in advance with the change of the input shaft speed before the current speed change stage is released to neutral It is necessary to estimate the value at the start of S40 and to control the driving source accordingly.

The inertia moment J of the drive system is determined by an inertia moment of all components present on a path for transmitting power from the motor to the input shaft in a state where the engine clutch between the engine and the motor is released, Is determined by the moment of inertia of all the components present on the path for transmitting the power from the engine to the motor and the input shaft through the engine clutch.

The present invention uses the following method to smoothly change the input shaft speed from the current input shaft speed to the target input shaft speed through the synchronizing speed adjusting step S40 after the neutral forming step S30.

The controller subtracts the current input shaft speed nw, which is a value obtained by multiplying the current output shaft speed by the gear ratio of the current gear stage at the target input shaft speed tg before the current speed change stage is released by the neutral formation step after the shifting start determination step, obtaining an offset I_Off, determines the complete transmission of take time to the point where the speed change is completed, the target from the time point of time t _f of the synchronous speed control step, the synchronization in the speed control step from the target input shaft speed tg minus the initial offset I_Off And adding an additional value x that is set so as to draw a profile that gradually increases from zero to an initial offset value during the target shift completion time to the target parallel value every control cycle time, The speed is set to a target speed r to be followed, and the input Feedback control of the shaft speed.

That is, the synchronous speed adjusting step S40 may initially determine the initial offset, determine the total amount of change of the current input shaft speed for the target shift during the target shift completion time, The processing is performed so as to change smoothly in the range of the initial offset and added to the target parallel value to find a profile at which the input shaft speed should change.

FIG. 4 illustrates a method for determining the additional value x during the target shift completion time in the state where the initial offset is obtained as described above. The target shift completion time is divided into at least three intervals, And the rate of change of the additional value is set differently.

In FIG. 4, the target shift completion time is divided into three sections, that is, the longest section in the center and the relatively short sections on both sides, but is further divided into more intervals, It is also possible to do.

In the example of FIG. 4, the rate of change of the additional value is set to be the greatest in the middle section among the three or more sections of the target shift completion time, and in the first section and the last section of both the middle sections, The rate of change is set to be smaller than the rate of change of the center section.

Accordingly, the input shaft speed is gradually changed from the current input shaft speed nw by causing the additional value to gradually increase at the beginning of the target shift completion time so as to prevent the impact from occurring. In the middle, the input shaft speed changes relatively quickly, The speed of the input shaft is smoothly synchronized with the target input shaft speed tg so that the shock does not occur. Thus, both the quick shift response and the smooth shift feeling can be ensured.

The rate of change of the additional value in the center section is set to a value equal to or smaller than a value obtained by dividing the maximum torque that the drive source can generate by the moment of inertia of the drive system.

Instead of the method in which the speed change of the input shaft during the synchronizing speed adjusting step is determined by first determining the target completion time as described above and by dividing the section according to the speed change time and varying the rate of change of the input shaft speed for each section, The time required for shifting may be determined by determining a plurality of sections and a corresponding inclination.

Wherein the drive source is the motor only when the engine clutch between the engine and the motor is released, the engine and the motor when the engine clutch is engaged, and the engine clutch is engaged and the HSG is able to provide power to the engine The HSG, the engine, and the motor.

Wherein the inertial moment of the drive system is determined by an inertial moment of all components present on a path for transmitting power from the motor to the input shaft in a state in which the engine clutch is released, And the moment of inertia of all the components present on the path that transmits the power to the motor and the input shaft.

In addition, it is preferable to process the change of the additional value set in each section of the target shift completion time with a low-pass filter so as to smoothly change the additional value between the sections to form a smoother shift feeling .

In FIG. 4, the line indicated by r-1 represents only the slope of each section before processing by the low-pass filter, and the line processed by the low-pass filter is indicated by a dotted line. It represents the speed r.

Of course, it is also possible to perform a spline interpolation process on the change of the additional value instead of the processing of the low-pass filter, so that the smooth change of the additional value is performed between the intervals.

In the synchronous speed adjusting step S40, the input shaft speed is feedback-controlled in accordance with the change in the target speed r of the input shaft obtained as described above. The input shaft speed is substantially the speed of the drive system.

The feed back control of the synchronous speed adjusting step S40 includes a feedback calculating step S41 for calculating the feed back control value U _fb by setting the difference between the target speed r and the measured rotational speed of the plant G representing the drive system as the control error e )Wow; A disturbance d and a measured rotational speed y which are accompanied by the operation of the plant G and a measured rotational speed y to remove the disturbance d and to convert the driving system G into an ideal nominal state A disturbance removing step (S43) of calculating an error estimated value U _d for calculating the error estimated value U _d ; Calculating a final control value U by adding the feedback control value U _fb to the feedforward value U _ff obtained by multiplying the differential value of the target speed by the moment of inertia J of the drive system and subtracting the error estimated value U _d S45).

That is, the feed forward value U _ff obtained by multiplying the differential value of the target speed r obtained as described above by the moment of inertia J of the drive system becomes the torque to be applied to the plant to realize the speed of the plant G which is the drive system as desired. By measuring the rotation speed of the plant controlled according to the feed forward value and calculating the feed back control value U _fb using the control error e obtained by subtracting the difference from the target speed, To implement feed-back control.

By further performing the disturbance removing step through the disturbance observer to the basic feedback control as described above, the error estimated value U _{d is added} to the feedforward value U _ff and the feedback control value U _fb to ultimately control the plant G The final control value U is calculated.

In the disturbance removing step, the final control value U is calculated by the following equation

And a low pass filter Q (S), which is determined by the low pass filter Q (S), to generate a first processed value;

After inputting the measured rotational speed of the plant to G _n ^-1 (S) for the nominal plant G _n (S) for the plant G representing the drive system, the low pass filter Q (S) to generate a second processed value, subtracting the first processed value from the second processed value, and calculating the error estimated value U _d .

Here, the a _j and b _i are set such that | Q (s = jω) | ≈1 at the maximum frequency ω _m included in the disturbance d, and the nominal plant G _n (S) = 1 / s) and G _n ^{- 1} (s) is (J * s).

The error estimated value U _d thus obtained is used to eliminate the disturbance d exerted internally and externally on the plant G and to make the plant G idealized as a nominal plant G _n (S), which is an ideal rigid system As a factor, the feed forward value is added to the feedback control value to further improve the control stability and accuracy of the plant.

Referring to FIG. 6, the controller C of the present invention for implementing the control method as described above includes a shift request determining unit 1 for determining whether or not a coaxial shift is required in a TMED hybrid vehicle having a DCT, Wow; A shifting command section (3) for generating a command for controlling the shifting actuator to release the current speed change stage to neutral when the state of engagement of the clutch is maintained, when the coaxial shift is required; A clutch command portion (5) for controlling the clutch; When the coaxial shift is requested and the current speed change stage is released to neutral, the drive source of the vehicle is controlled so that the speed of the input shaft, in which the engagement state of the clutch is maintained, is synchronized with the target input shaft speed, which is the speed obtained by multiplying the gear ratio of the target shift stage by the present output shaft speed And a driving source command unit 7 for controlling the driving source.

The driving source command unit 7 obtains an initial offset by subtracting the current input shaft speed, which is a value obtained by multiplying the current output shaft speed by the gear ratio of the current gear stage at the target input shaft speed before the current speed change stage is released in the coaxial shifting; Determines a target shift completion time which is a time required from the time when the current speed change stage is released to the time when the shift change is completed; An additional value set to draw a gradually increasing profile from zero to the initial offset value during the target shifting completion time is calculated for each control cycle time by obtaining a target parallel value that is a value obtained by subtracting the initial offset from the target input shaft speed, And a target setting section (7-1) for setting, in addition to the target parallel value, a target speed at which the input shaft speed is to be followed.

The drive source command unit 7 sets the difference between the target speed r of the target setting unit 7-1 and the measured rotational speed difference of the plant G representing the drive system as a control error e to calculate feedback control value U _fb A calculation unit 7-3; A disturbance d and a measured rotational speed y which are accompanied by the operation of the plant G and a measured rotational speed y to remove the disturbance d and to convert the driving system G into an ideal nominal state A disturbance observer (7-5) for calculating an error estimated value U _d to be used; Calculating a final control value U by adding the feedback control value U _fb to the feedforward value U _ff obtained by multiplying the differential value of the target speed r by the inertia moment J of the drive system and subtracting the error estimated value U _d , (7-7).

For reference, the feedback calculator 7-3 may use a PID controller or the like.

While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

S10; In the shift start determination step
S20; Transmission preparation phase
S30; Neutral formation step
S40; Synchronization rate adjustment step
S41; Feedback calculation step
S43; Disturbance removal step
S45; Control value calculation step
S50; Shift completion step

Claims (17)

A shift start determining step of determining, by the controller, whether a coaxial shift is required;
A neutralization step of releasing the current speed-change stage to a neutral state while the controller maintains the engaged state of the clutch, when the coaxial shift is required;
A controller for controlling the drive source of the vehicle to synchronize an input shaft speed with a target input shaft speed which is a speed obtained by multiplying a gear ratio of a target shift stage by a present output shaft speed;
And a shift completion step of, when the input shaft speed is synchronized with the target input shaft speed, completing the shift by engaging the target speed change stage with the controller,
The controller subtracts the current input shaft speed, which is a value obtained by multiplying the gear ratio of the current gear stage by the current output shaft speed, at the target input shaft speed to obtain the initial offset before the current gear stage is released by the neutral formation step after the shift start determination step ;
Determining a target shift completion time which is a time required from a time point of the synchronization speed adjustment step to a time point when the shift is completed;
Wherein the synchronizing speed adjusting step calculates a target parallel value that is a value obtained by subtracting the initial offset from the target input shaft speed and calculates an additional value set to draw a profile that gradually increases from zero to an initial offset value during the target shifting completion time Setting the input shaft speed at a target speed to be followed in addition to the target parallel value at every control cycle time and feedback-controlling the input shaft speed according to the target speed
Wherein the DCT shift control method comprises the steps of: The method according to claim 1,
The controller controls the shifting actuator in the neutralization step to release the current gear stage to neutral;
Controlling at least the motor among the driving sources including the motor in the synchronizing speed adjusting step to synchronize the input shaft speed;
And the shifting actuator is controlled in the shifting completion step to engage the target speed change stage
Wherein the DCT shift control method comprises the steps of:
The method according to claim 1,
Wherein the controller is configured to perform a shift preparation step before performing the neutralization step after the shift start determination step;
Wherein the shifting preparation step includes a torque adjusting step of forming and holding the torque of the input shaft at a predetermined preparation torque
Wherein the DCT shift control method comprises the steps of:
The method of claim 3,
Wherein the predetermined preparation torque in the torque adjustment step is obtained by multiplying the acceleration of the input shaft by the driving system moment of inertia at the time of performing the shift preparation step;
Wherein the inertia moment of the drive system is determined by an inertia moment of all components present on a path for transmitting power from the motor to the input shaft in a state where the engine clutch between the engine and the motor is released, Which is determined by the moment of inertia of all the components present on the path for transmitting the power from the engine to the motor and the input shaft through the engine clutch
Wherein the DCT shift control method comprises the steps of:
delete The method according to claim 1,
The synchronizing speed adjusting step divides the target shift completion time into at least three sections and sets the rate of change of the additional value differently for each section
Wherein the DCT shift control method comprises the steps of:
7. The method of claim 6,
Wherein the rate of change of the additional value is set to be the greatest in the middle interval among the three or more intervals of the target shift completion time and the rate of change of the additional value in the initial interval and the terminal period of both the middle interval Wherein the vehicle speed is set to be smaller than the change rate.
8. The method of claim 7,
The change rate of the additional value in the center section is set to a value equal to or smaller than a value obtained by dividing a maximum torque that the drive source can generate by a moment of inertia of the drive system;
Wherein the drive source is the motor only when the engine clutch between the engine and the motor is released, the engine and the motor when the engine clutch is engaged, and the engine clutch is engaged and the HSG is able to provide power to the engine The HSG, the engine, and the motor in a connected state;
Wherein the inertial moment of the drive system is determined by an inertial moment of all components present on a path for transmitting power from the motor to the input shaft in a state in which the engine clutch is released, Which is determined by the moment of inertia of all the components present on the path for transmitting the power to the motor and the input shaft
Wherein the DCT shift control method comprises the steps of:
7. The method of claim 6,
Processing the change of the additional value set in each of the intervals of the target shift completion time with a low pass filter so as to smoothly change the additional value between the intervals
Wherein the DCT shift control method comprises the steps of:
7. The method of claim 6,
Spline interpolation processing of the change of the additional value set in each of the intervals of the target shift completion time so as to smoothly change the additional value between the intervals
Wherein the DCT shift control method comprises the steps of:
The method according to claim 1,
A feedback calculation step of calculating a feedback control value U _fb by setting the difference between the target speed r and the measured rotational speed of the plant G representing the drive system as a control error e;
A disturbance d and a measured rotational speed y which are accompanied by the operation of the plant G and a measured rotational speed y to remove the disturbance d and to cause the plant G representing the driveline to assume an ideal nominal state A disturbance removing step of calculating an error estimated value U _d to be transformed;
Calculating a final control value U by adding the feedback control value U _fb to a feedforward value U _ff obtained by multiplying a differential value of the target speed by an inertial moment J of the drive system and subtracting the error estimated value U _d ;
Further comprising the step of: determining whether the vehicle is in the DCT mode.
The method of claim 11,
Wherein the drive system is defined as all the components existing on a path for transmitting power from the motor to the input shaft when the engine clutch between the engine and the motor is released, All the parts existing on the path for transmitting the power to the motor and the input shaft, and all the parts connected in a state of transmitting rotational force with the engine
Wherein the DCT shift control method comprises the steps of:
The method of claim 11,
In the disturbance removing step, the final control value U is calculated by the following equation

And a low pass filter Q (S), which is determined by the low pass filter Q (S), to generate a first processed value;
After inputting the measured rotational speed of the plant to G _n ^-1 (S) for the nominal plant G _n (S) for the plant G representing the drive system, the low pass filter Q (S) to produce a second processed value;
Subtracting the first processed value from the second processed value to calculate the error estimated value U _d ;
Here, a _j and b _i are set so that | Q (s = _j ?) |? 1 at a maximum frequency? _M included in the disturbance d;
And the nominal null plant _{G n (S) = 1 /} (J * s), G n - 1 (s) is to the (J * s)
Wherein the DCT shift control method comprises the steps of:
A shift request determiner for determining whether a coaxial shift is required in a TMED hybrid vehicle having a DCT;
A shifting command portion for generating a command for controlling the shifting actuator to release the current speed change stage to the neutral state in a state in which the clutch engagement state is maintained if the coaxial shift is required;
A clutch command portion for controlling the clutch;
When the coaxial shift is requested and the current speed change stage is released to neutral, the drive source of the vehicle is controlled so that the speed of the input shaft, in which the engagement state of the clutch is maintained, is synchronized with the target input shaft speed, which is the speed obtained by multiplying the gear ratio of the target shift stage by the present output shaft speed And a control unit for controlling the driving unit,
The drive source command unit
Subtracting the current input shaft speed, which is a value obtained by multiplying the current gear ratio of the current gear stage by the current output shaft speed at the target input shaft speed before the current gear stage is released during the coaxial shift, to obtain an initial offset;
Determines a target shift completion time which is a time required from the time when the current speed change stage is released to the time when the shift change is completed;
An additional value set to draw a gradually increasing profile from zero to the initial offset value during the target shifting completion time is calculated for each control cycle time by obtaining a target parallel value that is a value obtained by subtracting the initial offset from the target input shaft speed, And a target setting section for setting the target shaft speed to follow the input shaft speed in addition to the target parallel value
And a DCT shift controller of the vehicle.
delete 15. The apparatus according to claim 14,
A feedback calculation unit for calculating a feedback control value U _fb by setting the difference between the target speed r of the target setting unit and the measured rotational speed of the plant G representing the drive system as a control error e;
A disturbance d and a measured rotational speed y which are accompanied by the operation of the plant G and a measured rotational speed y to remove the disturbance d and to cause the plant G representing the driveline to assume an ideal nominal state A disturbance observer for calculating an error estimated value U _d to be transformed;
Calculating a final control value U by adding the feedback control value U _fb to the feedforward value U _ff obtained by multiplying the differential value of the target speed r by the inertia moment J of the drive system and subtracting the error estimated value U _d , ;
Further comprising: a DCT shift controller for a vehicle. 18. The method of claim 16,
In the disturbance observer, the final control value U is calculated by the following equation

And a low pass filter Q (S), which is determined by the low pass filter Q (S), to generate a first processed value;
After inputting the measured rotational speed of the plant to G _n ^-1 (S) for the nominal plant G _n (S) for the plant G representing the drive system, the low pass filter Q (S) to produce a second processed value;
Subtracting the first processed value from the second processed value to calculate the error estimated value U _d ;
Here, a _j and b _i are set so that | Q (s = _j ?) |? 1 at a maximum frequency? _M included in the disturbance d;
And the nominal null plant _{G n (S) = 1 /} (J * s), G n - 1 (s) is to the (J * s)
And a DCT shift controller of the vehicle.

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