KR101846671B1 - Control method of shifting gear for vehicles - Google Patents

Abstract

The present invention is a method for improving durability of a clutch by minimizing heat generation of a clutch in a transmission, comprising: a generating step of receiving a temperature of a clutch and generating a correction coefficient for a temperature change per unit time; A control step of calculating the correction target engine speed by reflecting the correction coefficient to the target engine speed and controlling the engine torque or the clutch torque in accordance with the correction target engine speed when the correction coefficient is a positive value due to the heat generation of the clutch, ; And a vehicle speed change control method comprising the steps of:

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001]

The present invention relates to a vehicular shift control method for improving the durability of a clutch by minimizing the heat generation of the clutch in the transmission.

DCT is an automatic transmission system based on a manual transmission system. It has two torque transmitting axes, and it controls the clutch automatically without torque converter. It has a high fuel efficiency and its preference is increasing.

However, in the case of DCT, the oscillation and shifting of the vehicle are continuously performed through the slip control of the clutch in the running process of the vehicle, and a heat is generated in the dry clutch at this time.

However, if such heat is increased to the limit line and overheated, the frictional characteristics of the clutch are lost, and the clutch characteristics change and the fear of damage are increased. Therefore, in the case of a transmission in which a dry clutch is applied, it is important to minimize the heat generation of the dry clutch, and thus a protection logic for the clutch excessive slip is required.

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 10-2001-0104039 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 provide a vehicular shift control method for improving the durability of a clutch by minimizing the heat generation of the clutch in the transmission.

According to an aspect of the present invention, there is provided a method of controlling a clutch, the method comprising: generating a correction coefficient for a temperature change value per unit time by receiving a temperature of the clutch; A control step of calculating the correction target engine speed by reflecting the correction coefficient to the target engine speed and controlling the engine torque or the clutch torque in accordance with the correction target engine speed when the correction coefficient is a positive value due to the heat generation of the clutch, And a plurality of pixels.

In the generating step, the temperature change value is an average temperature change value detected by each pressure plate constituting the clutch pack. When the temperature change value is a positive value, the correction coefficient may be calculated as a positive value.

An oscillation / shift determining step of determining whether the vehicle is in an oscillation state, a power-on upshift state, or a power-on downshift state before the generation step; And determining whether the cooling water temperature and the clutch temperature are respectively equal to or higher than a predetermined temperature.

In the control step, at the time of vehicle oscillation, a target correction engine speed is calculated by multiplying a target engine speed by a correction coefficient; The engagement-side clutch torque can be controlled so as to be controlled to oscillate the vehicle in accordance with the target correction engine speed.

Here, the correction coefficient (a) is a value of 0 < a < 1 and is set to a smaller value as the temperature change value is larger.

In the control step, a target correction engine speed change rate is calculated by multiplying the target engine speed change rate by a correction coefficient at the time of power-on shift shift of the vehicle and during entry to an inertia phase section; The engine torque reduction amount can be increased and controlled so as to perform the shift control of the vehicle in accordance with the target correction engine speed change rate.

Here, the correction coefficient (a) is a value of 0 < a < 1, and the larger the temperature change value, the larger the value is set.

In the control step, a target correction engine speed change rate is calculated by multiplying a target engine speed change rate by a correction coefficient at the time of power-on downshift shifting of the vehicle and during entry to an inertia phase section; The release side clutch can be controlled so as to perform the shift control of the vehicle in accordance with the target correction engine speed change rate.

Here, the correction coefficient (a) is a value of 0 < a < 1, and the larger the temperature change value, the larger the value is set.

According to the present invention, when the clutch temperature rises, the slip of the clutch is reduced at the time of oscillation, power-on shift or power-on downshift by correcting the target engine speed in response to the temperature rise . Therefore, it is possible to improve the durability of the clutch by minimizing the heat generation of the clutch and to prevent the risk of excessive variation due to the heat generation of the clutch, thereby improving the commerciality of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a diagram showing the structure of a DCT applicable to the present invention. Fig.
2 is a diagram for explaining a control flow of a vehicle speed change control method according to the present invention;
3 is a view for explaining engine and clutch behavior at the time of starting according to the present invention.
4 is a view for explaining engine and clutch behavior during power-on upshift according to the present invention.
5 is a view for explaining engine and clutch behavior at power-on downshift shifting 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.

The vehicular transmission control method of the present invention can be largely constituted by including a generating step and a controlling step.

Referring to FIGS. 1 and 2, the control unit C receives the temperature of the clutch and generates a correction coefficient for a temperature change per unit time.

In the control step, when the correction coefficient is a positive value due to the heat generation of the clutch, the control unit C calculates the target correction engine speed by reflecting the correction coefficient to the target engine speed, The vehicle can be oscillated or shifted to be controlled.

That is, according to the above configuration, when the clutch temperature rises, the correction coefficient is set in correspondence with the temperature rise, and the target correction coefficient is corrected to the target engine speed to correct the target engine speed. do.

At this time, the corrected target correction engine speed is calculated to be a value at which the engagement of the clutch is made earlier than the target engine speed, so that the slip of the clutch is reduced by controlling the clutch torque or the engine torque in accordance with the running condition of the vehicle, Accordingly, the heat generation of the clutch is minimized, thereby improving the durability of the clutch.

Further, the risk of excessive variation of the friction characteristics due to the heat generation of the clutch is prevented, thereby avoiding the fear of the shift feeling dropping, thereby improving the commerciality of the vehicle.

In the present invention, in the generation step, the temperature change value may be an average temperature change value detected at each pressure plate constituting the clutch pack.

For example, in the case of the DCT shown in FIG. 1, the temperature detected by the first pressure plate P1, the second pressure plate P2, and the intermediate pressure plate CP is input, Can be detected. Then, the temperature change values detected from each pressure plate are all added, and then the average value is calculated to calculate the final temperature change value.

At this time, the temperature of each pressure plate can be detected by using modeling data according to the driving conditions of the vehicle.

If the temperature change value thus calculated is a positive value, the correction coefficient can be calculated as a positive value.

That is, the calculated temperature change value can be calculated by indexing. For example, the larger the temperature change value is, the larger the index becomes, and the smaller the temperature change value, the smaller the index can be.

The index value can be set as a correction coefficient between '0' and '1'. The temperature change value is calculated as a positive value only when the temperature of the clutch rises. If the temperature change value is a positive value The correction coefficient can be set to a positive value.

The present invention is characterized in that, before the generation step, an oscillation / shift determining step of determining whether the vehicle is in an oscillation state, in a power-on upshift shift or in a power-on downshift shift state, And a temperature judgment step of judging the temperature.

For example, the clutch temperature may be the respective temperatures detected by the first pressure plate P1, the second pressure plate P2, and the intermediate pressure plate CP. If the clutch temperature is equal to or higher than the predetermined temperature, If it is above the temperature, it can enter the production step. The reference numerals CLA1 and CAL2 denote the first clutch actuator and the second clutch actuator that respectively operate the two clutches.

That is, after the engine E is soaked, the clutch temperature converges to the atmospheric temperature, so that the clutch temperature due to the initial heat rise rises per unit time. Therefore, when the clutch temperature is lower than the predetermined temperature, the temperature increase due to the atmospheric temperature influence may become large. Therefore, the clutch temperature is determined in the state in which the influence of such external factors is excluded. And reliability is enhanced.

If the coolant temperature is equal to or higher than the predetermined temperature, preferably the warm-up reference temperature, it means that the temperature inside the engine E has been stabilized to a certain level through proper running of the vehicle. It is possible to increase reliability.

3, at the time of vehicle oscillation, the control step calculates the target correction engine speed by multiplying the target engine speed by the correction coefficient, and calculates the engagement-side clutch torque Tm so as to oscillate the vehicle in accordance with the target correction engine speed. Can be controlled.

Here, the correction coefficient (a) is a value of 0 < a < 1 and can be set to a smaller value as the temperature change value becomes larger.

For example, assuming that the target engine speed before correction is 100%, when the ratio calculated by multiplying the target engine speed by the correction coefficient is 90%, the target correction engine speed is set to 90% Can be calculated and set.

However, in addition to this method, the correction coefficient can be set to a larger value as the temperature change value becomes larger, and at this time, the target correction engine speed can be calculated by subtracting the correction coefficient from the target engine speed by the ratio calculated by multiplying by the correction coefficient.

Accordingly, by controlling the coupling-side clutch torque to be increased in accordance with the target correction engine speed set as described above, the amount of slip of the coupling-side clutch at the time of oscillation can be reduced, and the heat generation of the clutch can be reduced.

4, in the power-on shift shift of the vehicle, the control step calculates the target correction engine speed change rate by multiplying the target engine speed change rate by the correction coefficient at the time of entering the inertia phase section, The engine torque reduction amount can be increased and controlled so as to control the shift of the vehicle in accordance with the engine speed change rate.

At this time, the inertia phase can be entered after the torque phase interval for engaging the engagement side clutch and releasing the release side clutch.

Here, the correction coefficient (a) is a value of 0 < a < 1 and can be set to a larger value as the temperature change value is larger.

For example, assuming that the target engine speed change rate before correction is 100%, the target engine speed change rate is multiplied by a correction coefficient, and when the calculated ratio is 10%, a value obtained by adding 10% to 100% The target correction engine speed change rate can be calculated and set.

Therefore, by increasing and decreasing the engine torque reduction amount in accordance with the target correction engine speed change rate set as described above, the engine rotation speed is synchronized with the engagement-side clutch rotation speed at the time of the power-on upshift shift and the slip amount of the engagement- So that the heat generation of the clutch can be reduced.

5, in the power-on downshift transmission of the vehicle, the control step calculates the target correction engine speed change rate by multiplying the target engine speed change rate by the correction coefficient at the time of entering the inertia phase section, The release side clutch can be controlled so as to control the shift of the vehicle in accordance with the engine speed change rate.

At this time, after the end of the inertia phase interval, it is possible to engage the engagement side clutch and to enter after the torque phase interval in which the release side clutch is released.

Here, the correction coefficient (a) is a value of 0 < a < 1 and can be set to a larger value as the temperature change value is larger.

For example, assuming that the target engine speed change rate before correction is 100%, the target engine speed change rate is multiplied by a correction coefficient, and when the calculated ratio is 10%, a value obtained by adding 10% to 100% The target correction engine speed change rate can be calculated and set.

Therefore, by increasing and decreasing the releasing-side clutch torque control amount for temporarily releasing and raising the releasing-side clutch in accordance with the target correcting engine speed change rate set as described above, the engine rotational speed becomes lower than the engaging- So that the amount of slip of the coupling clutch can be reduced and the clutch heat generation can be reduced.

As described above, according to the present invention, when the clutch temperature rises, the slip of the clutch is reduced at the time of oscillation, power-on shift or power-on downshift by correcting the target engine speed in response to the temperature rise. Therefore, the heat generation of the clutch is minimized to improve the durability of the clutch, and the risk of excessive variation due to the heat generation of the clutch is prevented, thereby improving the commerciality of the vehicle.

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, .

E: engine C: control section

Claims (6)

A generating step of receiving a temperature of the clutch and generating a correction coefficient for a temperature change value per unit time;
A control step of calculating the correction target engine speed by reflecting the correction coefficient to the target engine speed and controlling the engine torque or the clutch torque in accordance with the correction target engine speed when the correction coefficient is a positive value due to the heat generation of the clutch, Lt; / RTI &gt;
Calculating a correction value as a positive value when the temperature change value is a positive value only when the temperature of the clutch is increased and if the temperature change value is a positive value;
And a temperature determining step of determining whether or not the coolant temperature and the clutch temperature are respectively equal to or higher than the set temperatures before the generation step,
If it is determined that the cooling water temperature and the clutch temperature are equal to or higher than the predetermined temperature,
In the control step at the time of vehicle oscillation,
Calculate a target correction engine speed by multiplying a target engine speed by a correction coefficient;
Controls the engagement-side clutch torque to rise to control the vehicle to oscillate in accordance with the target correction engine speed;
If it is determined that the cooling water temperature and the clutch temperature are equal to or higher than the predetermined temperature,
In the control step at the time of power-on shift shift of the vehicle,
Calculating a target correction engine speed change rate by multiplying a target engine speed change rate by a correction coefficient at the time of entering the inertia phase section;
And increases the engine torque reduction amount so as to perform the shift control of the vehicle in accordance with the target correction engine speed change rate.
Here, the correction coefficient (a) at the time of vehicle emission is a value of 0 < a < 1, and is set to a smaller value as the temperature change value is larger.
The correction coefficient a when the vehicle is powered on upshift is a value of 0 < a &lt; 1, and a larger value of the temperature change value is set. The method according to claim 1,
In the generating step,
Wherein the temperature change value is an average temperature change value detected by each of the pressure plates constituting the clutch pack. The method according to claim 1,
Prior to the generation step,
Further comprising an oscillation / shift determining step of determining whether the vehicle is in an oscillating state, in a power-on upshift state, or in a power-on downshift state. delete delete The method of claim 3,
In the control step, when the vehicle is powered on downshifting,
Calculating a target correction engine speed change rate by multiplying a target engine speed change rate by a correction coefficient at the time of entering the inertia phase section;
And the release side clutch is controlled so as to perform the shift control of the vehicle in accordance with the target correction engine speed change rate.
Here, the correction coefficient (a) is a value of 0 < a < 1, and the larger the temperature change value, the larger the value is set.

Images