KR102497026B1 - Creep driving control method for vehicle with dct - Google Patents

Creep driving control method for vehicle with dct Download PDF

Info

Publication number
KR102497026B1
KR102497026B1 KR1020180015896A KR20180015896A KR102497026B1 KR 102497026 B1 KR102497026 B1 KR 102497026B1 KR 1020180015896 A KR1020180015896 A KR 1020180015896A KR 20180015896 A KR20180015896 A KR 20180015896A KR 102497026 B1 KR102497026 B1 KR 102497026B1
Authority
KR
South Korea
Prior art keywords
gear
vehicle
transmission gear
creep
dct
Prior art date
Application number
KR1020180015896A
Other languages
Korean (ko)
Other versions
KR20190096225A (en
Inventor
윤영민
Original Assignee
현대자동차주식회사
기아 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 현대자동차주식회사, 기아 주식회사 filed Critical 현대자동차주식회사
Priority to KR1020180015896A priority Critical patent/KR102497026B1/en
Publication of KR20190096225A publication Critical patent/KR20190096225A/en
Application granted granted Critical
Publication of KR102497026B1 publication Critical patent/KR102497026B1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/1843—Overheating of driveline components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/06—Creeping

Abstract

본 발명은 차량이 주차편의모드 작동 중인 경우, 컨트롤러는 단수가 높아질수록 변속비가 작아지는 일련의 변속단들 중, 차량이 목표 크립 속도로 주행하는 동안 구동측클러치의 내구성 확보가 가능한 범위 내에서 가급적 고단의 변속기어를 체결하는 변속기어체결단계와; 상기 변속기어체결단계에 의해 변속기어가 체결되면, 상기 컨트롤러가 클러치를 작동하여 상기 목표 크립 속도로 차량을 제어하는 크립제어단계;를 포함하여 구성된다.According to the present invention, when the vehicle is operating in the parking convenience mode, the controller, among a series of gear stages in which the gear ratio decreases as the number of gears increases, maintains durability of the drive-side clutch as much as possible while the vehicle is traveling at a target creep speed. A transmission gear coupling step of fastening a high-stage transmission gear; and a creep control step of controlling the vehicle at the target creep speed by operating a clutch when the transmission gear is engaged by the transmission gear engaging step.

Description

DCT 차량의 크립주행 제어방법{CREEP DRIVING CONTROL METHOD FOR VEHICLE WITH DCT}CREEP DRIVING CONTROL METHOD FOR VEHICLE WITH DCT}

본 발명은 DCT(DUAL CLUTCH TRANSMISSION)가 탑재된 차량의 크립주행을 제어하는 기술에 관한 것으로서, 보다 상세하게는 차량의 주차편의기능 구현 시 차량의 크립주행을 제어하는 기술에 관한 것이다.The present invention relates to a technology for controlling the creep driving of a vehicle equipped with a DCT (DUAL CLUTCH TRANSMISSION), and more particularly, to a technology for controlling the creep driving of a vehicle when implementing a parking convenience function of the vehicle.

최근 차량의 자율 주행 기능이 한층 강화되어 가고 있는데, 주차/출차 부담을 경감해 주기 위한 목적으로 운전자가 탑승 또는 하차 상태에서 주차/출차를 보조하는 주차편의시스템을 개발 중이며, 이러한 주차편의시스템 중에는 RSPA(Remote Smart Parking Assist)와 같은 것이 있다.Recently, the self-driving function of vehicles has been further strengthened. In order to reduce the burden of parking/exiting, a parking convenience system that assists the driver in parking/exiting while getting on or off is being developed. Among these parking convenience systems, RSPA (Remote Smart Parking Assist).

RSPA는 좁은 주차공간과 같은 운전자의 승/하차가 어려운 환경에서 주차/출차를 수행하기 위해 원격으로 차량을 이동하는 기술로 차량이 자체적으로 이동할 수 있도록 제어가 된다. 이 때 파워트레인 측면에서 RSPA 기능 수행을 위해 DCT는 클러치의 체결/해제를 통해 목표 크립 속도를 만족시키기 위한 제어가 필요하며, 크립 주행 시 클러치 슬립에 의한 클러치 과열이 되지 않는 방향으로 제어가 되어야 한다.RSPA is a technology that remotely moves a vehicle to park/exit in an environment where it is difficult for drivers to get in/out, such as a narrow parking space, and is controlled so that the vehicle can move on its own. At this time, in order to perform the RSPA function on the powertrain side, the DCT needs control to satisfy the target creep speed through clutch engagement/disengagement, and the control must be controlled in a direction that does not overheat the clutch due to clutch slip during creep driving. .

DCT를 탑재한 차량이 RSPA 기능을 수행하기 위해서는 1~2KPH의 저속 크립주행이 요구되고, 가급적 주행 속도의 정밀한 제어가 필요하며, 상기한 바와 같이 클러치의 과열을 방지할 수 있어야 한다.In order for a DCT-equipped vehicle to perform the RSPA function, low-speed creep driving of 1 to 2 KPH is required, and precise control of the driving speed is required as much as possible, and overheating of the clutch must be prevented as described above.

참고로, 이하에서 상기한 바와 같은 RSPA 기능 등과 같은 주차편의기능을 수행하는 운전모드를 통칭하여 '주차편의모드'라고 칭하기로 한다.For reference, driving modes that perform parking convenience functions such as the RSPA function as described above will be collectively referred to as 'parking convenience mode'.

상기 발명의 배경이 되는 기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진 자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.The matters described as the background technology of the present invention are only for the purpose of improving the understanding of the background of the present invention, and should not be taken as an admission that they correspond to the prior art already known to those skilled in the art. It will be.

KR 10-2016-0036129KR 10-2016-0036129

본 발명은 상기한 바와 같은 필요성에 따라 안출된 것으로서, DCT탑재 차량이 주차편의모드 구현 시, 가급적 정밀한 속도제어로 저속 크립주행의 목표속도를 적절히 추종하도록 하면서도 클러치의 과열을 방지할 수 있도록 하여, 클러치의 내구성을 향상시키고 궁극적으로 차량의 상품성 향상에 기여할 수 있도록 한 DCT 차량의 크립주행 제어방법을 제공함에 그 목적이 있다.The present invention has been devised in accordance with the above needs, and when a DCT-equipped vehicle implements a parking convenience mode, it can properly follow the target speed of low-speed creep driving with as precise speed control as possible while preventing overheating of the clutch, Its purpose is to provide a creep driving control method for a DCT vehicle that can improve the durability of a clutch and ultimately contribute to improving the marketability of a vehicle.

상기한 바와 같은 목적을 달성하기 위한 본 발명 DCT 차량의 크립주행 제어방법은The creep driving control method of the DCT vehicle of the present invention for achieving the above object is

차량이 주차편의모드 작동 중인 경우, 컨트롤러는 단수가 높아질수록 변속비가 작아지는 일련의 변속단들 중, 차량이 목표 크립 속도로 주행하는 동안 구동측클러치의 내구성 확보가 가능한 범위 내에서 가급적 고단의 변속기어를 체결하는 변속기어체결단계와;When the vehicle is operating in the parking convenience mode, the controller selects the highest possible transmission range among a series of gear stages in which the gear ratio decreases as the number of stages increases, while the vehicle is traveling at the target creep speed, within the range where durability of the drive-side clutch can be secured. A transmission gear fastening step of fastening the gear;

상기 변속기어체결단계에 의해 변속기어가 체결되면, 상기 컨트롤러가 클러치를 작동하여 상기 목표 크립 속도로 차량을 제어하는 크립제어단계;a creep control step of controlling the vehicle at the target creep speed by operating a clutch when the transmission gear is engaged by the transmission gear fastening step;

를 포함하여 구성된 것을 특징으로 한다.It is characterized in that it is configured to include.

상기 변속기어체결단계에서는, 상기 DCT가 구현할 수 있는 일련의 변속단들 중 상대적으로 변속비가 큰 복수개의 변속단들을 가용변속단으로 정해두고, 도로의 등판 구배가 작을수록 상기 가용변속단들 중 상대적으로 고단의 변속기어를 체결하도록 할 수 있다.In the transmission gear coupling step, among a series of gear stages that can be implemented by the DCT, a plurality of gear stages with relatively large gear ratios are set as available gear stages, and the smaller the slope of the road, the lower the relative gear ratio among the available gear stages. As a result, it is possible to engage a high-stage transmission gear.

상기 컨트롤러는 도로가 등판 구배로인 경우에는 상기 가용변속단 중 상대적으로 저단의 변속기어를 체결하고, 등판 구배로가 아닌 경우에는 상기 가용변속단 중 상대적으로 고단의 변속기어를 체결하도록 할 수 있다.The controller may engage a transmission gear relatively low among the available gear ranges when the road is a graded road, and engage a transmission gear relatively high among the available gears when the road is not a grade slope. .

상기 가용변속단은 1단, 2단 및 3단으로 구성되고, 평지에서는 2단을 체결하고, 등판 구배가 양수인 오르막길에서는 1단을 체결하며, 등판 구배가 음수인 내리막길에서는 3단을 체결할 수 있다.The available shift stages consist of 1st, 2nd, and 3rd gears, and 2nd gear is engaged on flat ground, 1st gear is engaged on uphill roads with a positive grade, and 3rd gear is engaged on downhills with a negative grade. can

상기 컨트롤러는 상기 변속기어체결단계에서 체결할 변속기어를 결정한 후, 나머지 비구동측입력축의 변속기어는 1단기어와 R단기어 중 어느 하나로 예치합시키고,After determining the transmission gear to be engaged in the transmission gear coupling step, the controller deposits the transmission gear of the remaining non-drive side input shaft into one of the first gear and the R gear,

상기 크립제어단계에서, 차속이 목표 크립 속도를 초과하면 비구동측클러치를 슬립시켜서 차속을 감소시키도록 할 수 있다.In the creep control step, when the vehicle speed exceeds the target creep speed, the vehicle speed may be decreased by slipping the non-drive side clutch.

상기 변속기어체결단계에서 체결할 변속기어가 홀수 변속단의 변속기어인 경우, 상기 비구동측입력축의 변속기어는 R단 변속기어를 예치합시키고,When the transmission gear to be engaged in the transmission gear coupling step is an odd-numbered gear shift gear, the gearbox gear of the non-drive side input shaft is pre-combined with the gear gear gear R,

상기 변속기어체결단계에서 체결할 변속기어가 짝수 변속단의 변속기어인 경우, 상기 비구동측입력축의 변속기어는 1단 변속기어를 예치합시킬 수 있다.When the transmission gear to be engaged in the transmission gear coupling step is an even-numbered gear shift gear, the gearbox gear of the non-drive side input shaft may be pre-matched with a first gear gearbox.

본 발명은 DCT탑재 차량이 주차편의모드 구현 시, 가급적 정밀한 속도제어로 저속 크립주행의 목표속도를 적절히 추종하도록 하면서도 클러치의 과열을 방지할 수 있도록 하여, 클러치의 내구성을 향상시키고 궁극적으로 차량의 상품성 향상에 기여할 수 있도록 한다.The present invention improves the durability of the clutch and ultimately improves the marketability of the vehicle by preventing the overheating of the clutch while allowing the DCT-equipped vehicle to properly follow the target speed of low-speed creep driving with as precise speed control as possible when implementing the parking convenience mode. to contribute to improvement.

도 1은 본 발명이 적용될 수 있는 DCT차량의 구성을 예시한 도면,
도 2는 본 발명에 따른 DCT 차량의 크립주행 제어방법의 실시예를 도시한 순서도,
도 3은 본 발명에 따른 DCT 차량의 크립주행 제어방법의 다른 실시예를 도시한 순서도,
도 4는 본 발명에 따른 예치합 전략의 예를 나타낸 도표,
도 5는 본 발명에 따른 크립제어의 개념을 종래기술과 비교하여 도시한 도면이다.1 is a diagram illustrating the configuration of a DCT vehicle to which the present invention can be applied;
2 is a flowchart showing an embodiment of a creep driving control method of a DCT vehicle according to the present invention;
3 is a flowchart showing another embodiment of a creep driving control method of a DCT vehicle according to the present invention;
4 is a diagram showing an example of a deposit sum strategy according to the present invention;
5 is a diagram illustrating a comparison between the concept of creep control according to the present invention and the prior art.

도 1은 본 발명이 적용될 수 있는 DCT 차량의 구성을 예시한 것으로서, 엔진(E)의 동력은 DCT의 두 클러치(CL1, CL2)를 통해 두 입력축(I1, I2)에 선택적으로 제공되며, DCT에서 변속이 완료된 동력은 구동륜(W)으로 제공되도록 되어 있다.1 illustrates the configuration of a DCT vehicle to which the present invention can be applied, the power of the engine E is selectively provided to the two input shafts I1 and I2 through the two clutches CL1 and CL2 of the DCT, and the DCT The power shifted in is provided to the driving wheels (W).

컨트롤러(CLR)는 엔진 토크 등과 같은 정보를 공급받고 엔진(E)에 토크 저감 등과 같은 요청을 할 수 있도록 ECU(Engine Control Unit)에 연결되며, 상기 DCT의 두 클러치를 제어하는 클러치액츄에이터(CA)와 DCT의 기어 치합 상태를 바꾸는 기어액츄에이터(GA)를 제어하도록 연결된다.The controller (CLR) is connected to the ECU (Engine Control Unit) to receive information such as engine torque and to make a request to the engine (E) such as torque reduction, etc., and a clutch actuator (CA) that controls the two clutches of the DCT and a gear actuator GA that changes the gear meshing state of the DCT.

상기 컨트롤러(CLR)는 가속페달센서(APS)의 신호를 입력 받도록 구성되며, 상기 DCT의 각 입력축(I1, I2)의 회전속도 등을 입력 받을 수 있도록 구성된다.The controller (CLR) is configured to receive signals from the accelerator pedal sensor (APS), and is configured to receive rotational speeds of respective input shafts (I1, I2) of the DCT, and the like.

상기 두 클러치(CL1, CL2)는 변속 시에, 현재 변속단을 구현하고 있던 것과 새로운 목표 변속단을 구현하는 데에 사용될 것으로 구분할 수 있는 바, 이하에서는 현재 변속단을 구현하고 있다가 변속의 진행에 따라 해제되어야 하는 클러치를 '해방측클러치'라고 하고, 목표 변속단을 구현하기 위해 점차 결합되는 클러치를 '결합측클러치'라고 하기로 하며, 변속이 완료된 후에는 구동력을 전달하고 있는 입력축을 '구동측입력축', 구동력을 전달하지 않고 있는 나머지 한 입력축을 '비구동측입력축' 이라 하고, 두 클러치를 통칭하는 경우에는 단순히 '클러치'라고 하기로 한다.The two clutches CL1 and CL2 can be divided into those used to realize the current shift range and those used to implement the new target shift range during shifting. The clutch that needs to be released according to is called the 'release side clutch', and the clutch that is gradually engaged to realize the target shift level is called the 'engagement side clutch'. The 'drive-side input shaft' and the other input shaft that does not transmit driving power are referred to as 'non-drive-side input shafts', and when the two clutches are commonly referred to, they will be simply referred to as 'clutch'.

또한, 상기한 클러치의 구분에 따라, 상기 해방측클러치가 연결된 입력축을 해방측입력축, 결합측클러치가 연결된 입력축을 결합측입력축이라고도 한다.In addition, according to the classification of the above clutches, the input shaft to which the release-side clutch is connected is also referred to as a release-side input shaft, and the input shaft to which the engagement-side clutch is connected is also referred to as an engagement-side input shaft.

한편, 상기 두 입력축 중 하나는 주로 홀수 변속단을 구현하는 데에 사용되도록 구성되어 홀수축이라고 칭하기도 하고, 나머지 하나는 짝수 변속단 및 후진단인 R단을 구현하는 데에 사용되도록 구성되어 짝수축이라고 칭하기도 하는 바, 예컨대 전진 6단 변속기인 경우 홀수축은 1, 3, 5단을 구현하도록 구성되고, 짝수축은 2, 4, 6, R단을 구현하도록 구성된다.On the other hand, one of the two input shafts is mainly configured to be used to implement odd-numbered shift stages and is sometimes referred to as an odd axis, and the other is configured to be used to implement R-range, which is an even-numbered gear shift range and reverse gear. Also referred to as contraction, for example, in the case of a forward 6-speed transmission, the odd-numbered shaft is configured to implement gears 1, 3, and 5, and the even-numbered shaft is configured to implement gears 2, 4, 6, and R.

도 2를 참조하면, 본 발명 DCT 차량의 크립주행 제어방법은, 차량이 RSPA 등과 같은 주차편의모드 작동 중인 경우, 컨트롤러(CLR)는 단수가 높아질수록 변속비가 작아지는 일련의 변속단들 중, 차량이 목표 크립 속도로 주행하는 동안 구동측클러치의 내구성 확보가 가능한 범위 내에서 가급적 고단의 변속기어를 체결하는 변속기어체결단계(S10)와; 상기 변속기어체결단계(S10)에 의해 변속기어가 체결되면, 상기 컨트롤러가 클러치를 작동하여 상기 목표 크립 속도로 차량을 제어하는 크립제어단계(S20)를 포함하여 구성된다.Referring to FIG. 2 , in the creep driving control method of a DCT vehicle according to the present invention, when the vehicle is operating in a parking convenience mode such as RSPA, the controller (CLR) selects the vehicle among a series of gear stages in which the gear ratio decreases as the number of gears increases. A transmission gear engagement step (S10) of engaging a transmission gear as high as possible within a range in which durability of the drive-side clutch can be secured while driving at the target creep speed; A creep control step (S20) of controlling the vehicle at the target creep speed by operating the clutch when the transmission gear is engaged by the transmission gear engaging step (S10) is configured.

즉, 주차편의모드 구현을 위한 크립 주행 시에는 목표 차속을 빠르게 만족시키도록 제어하기 보다는 목표 차속에 도달한 후, 그 속도를 일정하게 유지하도록 제어하는 것이 더욱 바람직한 바, 컨트롤러(CLR)가 가능한 범위 내에서 고단의 변속기어를 선택하여 체결하도록 함으로써, 구동측클러치의 제어에 의한 구동륜의 속도변화가 상대적으로 작아질 수 있게 하여, 안정된 차속 유지에 유리하게 제어하는 것이다. That is, during creep driving to implement the parking convenience mode, it is more preferable to control the speed to maintain a constant speed after reaching the target speed rather than controlling to quickly satisfy the target speed. By selecting and engaging a high-stage transmission gear within the vehicle, the change in speed of the drive wheel by the control of the drive-side clutch can be relatively small, and the control is advantageous for maintaining a stable vehicle speed.

상기 변속기어체결단계(S10)에서는, 상기 DCT가 구현할 수 있는 일련의 변속단들 중 상대적으로 변속비가 큰 복수개의 변속단들을 가용변속단으로 정해두고, 도로의 등판 구배가 작을수록 상기 가용변속단들 중 상대적으로 고단의 변속기어를 체결하도록 한다.In the transmission gear coupling step (S10), among a series of gear stages that can be implemented by the DCT, a plurality of gear stages having relatively large gear ratios are set as available gear stages, and the smaller the slope of the road, the more the available gear stages are selected. Among them, a relatively high-stage transmission gear is engaged.

즉, 상기 변속기어체결단계(S10)에서 구동측클러치의 내구성 확보가 가능한 범위라는 것은, 실질은 구동측클러치가 차량의 목표 크립 속도를 추종하도록 슬립 제어됨에 의한 발열에도 내구성 확보가 가능한 범위를 의미하는 것이고, 이와 같은 슬립 제어 상황에서 구동측클러치의 발열은 차량이 주행하는 도로의 구배에 따라 가장 큰 영향을 받게 되므로, 상기와 같이 변속비가 큰 변속단들로 이루어진 가용변속단 중 현재 도로 상황에서 가급적 고단의 변속기어가 체결되어 크립 주행이 이루어지도록 하는 것이다.That is, the range in which durability of the drive-side clutch can be ensured in the transmission gear coupling step (S10) means the range in which durability can be secured despite heat generation caused by slip control of the drive-side clutch to follow the target creep speed of the vehicle. In such a slip control situation, the heat generated by the drive-side clutch is most affected by the slope of the road on which the vehicle travels. If possible, the transmission gear of the higher stage is engaged so that the creep driving is performed.

예컨대, 도 2의 실시예와 같이, 상기 컨트롤러는 도로가 등판 구배로인 경우에는 상기 가용변속단 중 상대적으로 저단의 변속기어를 체결하고, 등판 구배로가 아닌 경우에는 상기 가용변속단 중 상대적으로 고단의 변속기어를 체결하도록 할 수 있다.For example, as in the embodiment of FIG. 2 , the controller engages a relatively low gear among the available gear ranges when the road is a graded road, and when the road is not a graded grade, the controller engages a relatively low gear among the available gears. It is possible to engage a high-stage transmission gear.

또는, 예컨대 도 3의 실시예와 같이, 상기 가용변속단은 1단, 2단 및 3단으로 구성되어, 상기 컨트롤러는 평지에서는 2단을 체결하고, 등판 구배가 양수인 오르막길에서는 1단을 체결하며, 등판 구배가 음수인 내리막길에서는 3단을 체결하도록 할 수 있는 것이다. Alternatively, for example, as in the embodiment of FIG. 3, the available gear shifts are composed of 1st, 2nd, and 3rd gears, and the controller engages 2nd gear on a flat road and 1st gear on an uphill road with a positive slope, , it is possible to engage the third stage on a downhill road with a negative slope.

또한, 상기한 바와 같이 등판 구배가 클수록 저단의 변속기어를 선택하여 체결하는 것은 차량의 등판 성능 확보에도 부합하는 것이며, 차속의 유지 측면에 있어서도 결합측클러치의 전달토크 변화에 대하여, 구배저항에 의해 상대적으로 차속의 변화가 완만하게 발생하기 때문에 목표 크립 속도의 유지 확보가 가능하게 되는 것이다.In addition, as described above, selecting and engaging the lower transmission gear as the climbing gradient increases corresponds to securing the climbing performance of the vehicle, and also in terms of maintaining vehicle speed, with respect to the change in transmission torque of the engagement-side clutch, the gradient resistance Since the change in the vehicle speed occurs relatively gently, it is possible to maintain the target creep speed.

한편, 차량의 후진에 의해 목표 크립 속도를 확보 및 유지해야 하는 상황에서는 후진을 구현할 수 있는 변속단은 통상 변속기에 R단 하나만 존재하므로, 이 경우에는 상기 변속기어체결단계(S10)에서 R단을 체결하고 상기 크립제어단계(S20)로 이행하게 된다.On the other hand, in a situation where the target creep speed must be secured and maintained by moving the vehicle backwards, since there is usually only the R gear in the transmission that can realize reverse, in this case, the R gear is selected in the gear engagement step (S10). and the creep control step (S20) is performed.

한편, 상기 컨트롤러는 상기 변속기어체결단계(S10)에서 체결할 변속기어를 결정한 후, 나머지 비구동측입력축의 변속기어는 1단기어와 R단기어 중 어느 하나로 예치합시킨 상태에서, 상기 크립제어단계(S20)를 수행하는 바, 차속이 목표 크립 속도를 초과하면 비구동측클러치를 슬립시켜서 차속을 감소시키도록 한다.On the other hand, after the controller determines the transmission gear to be engaged in the transmission gear coupling step (S10), the transmission gear of the remaining non-drive side input shaft is pre-matched to either the first gear or the R gear, in the creep control step (S20). ) is performed, if the vehicle speed exceeds the target creep speed, the vehicle speed is reduced by slipping the non-drive side clutch.

예컨대, 상기 변속기어체결단계(S10)에서 체결할 변속기어가 홀수 변속단의 변속기어인 경우, 상기 비구동측입력축의 변속기어는 R단 변속기어를 예치합시키고, 상기 변속기어체결단계(S10)에서 체결할 변속기어가 짝수 변속단의 변속기어인 경우, 상기 비구동측입력축의 변속기어는 1단 변속기어를 예치합시키는 것이다.For example, when the transmission gear to be engaged in the transmission gear engagement step (S10) is an odd-numbered gear shift gear, the transmission gear of the non-drive-side input shaft is pre-combined with the gear shift gear R, and engaged in the transmission gear engagement step (S10). When the transmission gear is an even-numbered gear shift gear, the gear shift gear of the non-drive side input shaft is a first gear shift gear.

즉, 현재 차량이 1단으로 크립 주행을 하고 있는 상황에서, 차속이 목표 크립 속도를 초과하게 되면, 종래에는 도 5에 비교 도시된 바와 같이 브레이크를 작동시켜서 차속을 떨어뜨리도록 하였으나, 상기와 같은 브레이크의 제동력 제어는 상대적으로 정밀성이 떨어져서 과도한 제동에 따른 차속의 과다 저하와 구동측클러치 전달토크의 증대를 통한 차속의 증가가 반복적으로 이루어지면서 목표 크립 속도를 안정되게 유지하기 어렵게 한다는 단점이 있지만, 이에 비해 본 발명에서는 비구동측입력축의 R단을 체결한 상태에서 비구동측클러치를 슬립제어함에 의해 인터록 상황을 만들어 차속을 상대적으로 정밀하게 저감시킬 수 있어서, 목표 크립 속도의 유지에 훨씬 유리한 것이다. 따라서 목표 크립 속도를 더욱 용이하게 안정된 상태로 유지할 수 있게 되는 것이다.That is, when the vehicle speed exceeds the target creep speed in a situation where the vehicle is currently creeping in first gear, the brake is operated to drop the vehicle speed as shown in FIG. The braking force control of the brake has a disadvantage in that it is relatively inaccurate, making it difficult to stably maintain the target creep speed as the vehicle speed is repeatedly reduced due to excessive braking and the vehicle speed is increased through an increase in drive-side clutch transmission torque. On the other hand, in the present invention, the vehicle speed can be reduced relatively precisely by creating an interlock situation by slip control of the non-drive side clutch in a state where the R stage of the non-drive side input shaft is engaged, which is much more advantageous in maintaining the target creep speed. Therefore, the target creep speed can be more easily maintained in a stable state.

상기한 바와 같이 비구동측클러치를 슬립제어함에 의해 차속을 저감시키기 위해, 비구동측입력축의 예치합 전략을 도 4에 도시된 바와 같이 모든 변속레인지에서 홀수측입력축은 1단으로 체결하고 짝수측입력축은 R단으로 체결하도록 구성할 수 있을 것이다.As described above, in order to reduce the vehicle speed by slip control of the non-driving clutch, the odd-numbered input shaft engages in 1st gear in all shift ranges, and the even-numbered input shaft It will be possible to configure it to be fastened to the R stage.

본 발명은 특정한 실시예에 관련하여 도시하고 설명하였지만, 이하의 특허청구범위에 의해 제공되는 본 발명의 기술적 사상을 벗어나지 않는 한도 내에서, 본 발명이 다양하게 개량 및 변화될 수 있다는 것은 당업계에서 통상의 지식을 가진 자에게 있어서 자명할 것이다.Although the present invention has been shown and described in relation to specific embodiments, it is known in the art that the present invention can be variously improved and changed without departing from the technical spirit of the present invention provided by the claims below. It will be self-evident to those skilled in the art.

E; 엔진
CL1, CL2; 클러치
I1, I2; 입력축
W; 구동륜
CLR; 컨트롤러
ECU; Engine Control Unit
CA; 클러치액츄에이터
GA; 기어액츄에이터
APS; 가속페달센서
S10; 변속기어체결단계
S20; 크립제어단계E; engine
CL1, CL2; clutch
I1, I2; input shaft
W; drive wheel
CLR; controller
ECUs; Engine Control Unit
CA; clutch actuator
GA; gear actuator
APS; accelerator pedal sensor
S10; Transmission Gear Engagement Stage
S20; Creep Control Phase

Claims (6)

차량이 주차편의모드 작동 중인 경우, 컨트롤러는 단수가 높아질수록 변속비가 작아지는 일련의 변속단들 중, 차량이 목표 크립 속도로 주행하는 동안 구동측클러치의 내구성 확보가 가능한 범위 내에서 가급적 고단의 변속기어를 체결하는 변속기어체결단계(S10)와;
상기 변속기어체결단계(S10)에 의해 변속기어가 체결되면, 상기 컨트롤러가 클러치를 작동하여 상기 목표 크립 속도로 차량을 제어하는 크립제어단계(S20);
를 포함하여 구성된 것을 특징으로 하는 DCT 차량의 크립주행 제어방법.When the vehicle is operating in the parking convenience mode, the controller selects the highest possible transmission range among a series of gear stages in which the gear ratio decreases as the number of stages increases, while the vehicle is traveling at the target creep speed, within the range where durability of the drive-side clutch can be secured. A transmission gear fastening step (S10) of fastening the gear;
a creep control step (S20) of controlling the vehicle at the target creep speed by operating a clutch when the transmission gear is engaged by the transmission gear engaging step (S10);
Creep driving control method of a DCT vehicle, characterized in that configured to include. 청구항 1에 있어서,
상기 변속기어체결단계(S10)에서는, 상기 DCT가 구현할 수 있는 일련의 변속단들 중 상대적으로 변속비가 큰 복수개의 변속단들을 가용변속단으로 정해두고, 도로의 등판 구배가 작을수록 상기 가용변속단들 중 상대적으로 고단의 변속기어를 체결하는 것
을 특징으로 하는 DCT 차량의 크립주행 제어방법.The method of claim 1,
In the transmission gear coupling step (S10), among a series of gear stages that can be implemented by the DCT, a plurality of gear stages having relatively large gear ratios are set as available gear stages, and the smaller the slope of the road, the more the available gear stages are selected. Among them, fastening a relatively high-level transmission gear
A creep driving control method of a DCT vehicle, characterized in that 청구항 2에 있어서,
상기 컨트롤러는 도로가 등판 구배로인 경우에는 상기 가용변속단 중 상대적으로 저단의 변속기어를 체결하고, 등판 구배로가 아닌 경우에는 상기 가용변속단 중 상대적으로 고단의 변속기어를 체결하는 것
을 특징으로 하는 DCT 차량의 크립주행 제어방법.The method of claim 2,
The controller engages a relatively low-range transmission gear among the available gear ranges when the road is a climbing gradient road, and engages a relatively high-range transmission gear among the available gear ranges when the road is not a climbing gradient road.
A creep driving control method of a DCT vehicle, characterized in that 청구항 2에 있어서,
상기 가용변속단은 1단, 2단 및 3단으로 구성되고, 평지에서는 2단을 체결하고, 등판 구배가 양수인 오르막길에서는 1단을 체결하며, 등판 구배가 음수인 내리막길에서는 3단을 체결하는 것
을 특징으로 하는 DCT 차량의 크립주행 제어방법.The method of claim 2,
The available shift stages consist of 1st, 2nd and 3rd gears, engage 2nd gear on flat ground, engage 1st gear on an uphill road with a positive grade, and engage 3rd gear on a downhill road with a negative grade. thing
A creep driving control method of a DCT vehicle, characterized in that 청구항 1에 있어서,
상기 컨트롤러는 상기 변속기어체결단계(S10)에서 체결할 변속기어를 결정한 후, 나머지 비구동측입력축의 변속기어는 1단기어와 R단기어 중 어느 하나로 예치합시키고,
상기 크립제어단계(S20)에서, 차속이 목표 크립 속도를 초과하면 비구동측클러치를 슬립시켜서 차속을 감소시키는 것
을 특징으로 하는 DCT 차량의 크립주행 제어방법.The method of claim 1,
After determining the transmission gear to be engaged in the transmission gear engagement step (S10), the controller pre-combines the transmission gear of the remaining non-drive side input shaft to either the first gear or the R gear,
In the creep control step (S20), when the vehicle speed exceeds the target creep speed, reducing the vehicle speed by slipping the non-drive side clutch.
A creep driving control method of a DCT vehicle, characterized in that 청구항 5에 있어서,
상기 변속기어체결단계(S10)에서 체결할 변속기어가 홀수 변속단의 변속기어인 경우, 상기 비구동측입력축의 변속기어는 R단 변속기어를 예치합시키고,
상기 변속기어체결단계(S10)에서 체결할 변속기어가 짝수 변속단의 변속기어인 경우, 상기 비구동측입력축의 변속기어는 1단 변속기어를 예치합시키는 것
을 특징으로 하는 DCT 차량의 크립주행 제어방법.The method of claim 5,
When the transmission gear to be engaged in the transmission gear coupling step (S10) is an odd-numbered gear shift gear, the gearbox of the non-drive side input shaft is pre-combined with the gear shift gear R,
When the transmission gear to be engaged in the transmission gear coupling step (S10) is an even-numbered gear shift gear, the gearbox gear of the non-drive side input shaft is pre-combined with the 1st gear gearbox.
A creep driving control method of a DCT vehicle, characterized in that
KR1020180015896A 2018-02-08 2018-02-08 Creep driving control method for vehicle with dct KR102497026B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020180015896A KR102497026B1 (en) 2018-02-08 2018-02-08 Creep driving control method for vehicle with dct

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020180015896A KR102497026B1 (en) 2018-02-08 2018-02-08 Creep driving control method for vehicle with dct

Publications (2)

Publication Number Publication Date
KR20190096225A KR20190096225A (en) 2019-08-19
KR102497026B1 true KR102497026B1 (en) 2023-02-07

Family

ID=67807249

Family Applications (1)

Application Number Title Priority Date Filing Date
KR1020180015896A KR102497026B1 (en) 2018-02-08 2018-02-08 Creep driving control method for vehicle with dct

Country Status (1)

Country Link
KR (1) KR102497026B1 (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010230139A (en) 2009-03-30 2010-10-14 Hitachi Automotive Systems Ltd Control method for automobile
KR101611079B1 (en) 2014-09-24 2016-04-21 현대자동차주식회사 Method and system for preventing overheat of clutch by compulsory creep driving
KR101724937B1 (en) 2015-10-28 2017-04-18 현대자동차주식회사 Parking control method for vehicle

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9556955B2 (en) * 2014-02-11 2017-01-31 Eaton Corporation Full clutch slip power shift of a dual clutch transmission
KR101836637B1 (en) * 2016-05-20 2018-03-08 현대자동차주식회사 Creep driving control method for vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010230139A (en) 2009-03-30 2010-10-14 Hitachi Automotive Systems Ltd Control method for automobile
KR101611079B1 (en) 2014-09-24 2016-04-21 현대자동차주식회사 Method and system for preventing overheat of clutch by compulsory creep driving
KR101724937B1 (en) 2015-10-28 2017-04-18 현대자동차주식회사 Parking control method for vehicle

Also Published As

Publication number Publication date
KR20190096225A (en) 2019-08-19

Similar Documents

Publication Publication Date Title
JP5506484B2 (en) Vehicle power transmission control device
US9399458B2 (en) Method for operating a drive train
US9662998B2 (en) Electric vehicle gear shifting control device
EP2028353A2 (en) Acceleration shock reduction apparatus for vehicle
US7291092B2 (en) Shift control apparatus and method for automatic transmission
KR102621250B1 (en) Hybrid vehicle and transmission control method thereof
KR102565346B1 (en) Shifting control method for hybrid vehicles
JP5780104B2 (en) Vehicle control device
US8886423B1 (en) Slip control of a binary clutch assembly
JP4229155B2 (en) Control device for automatic transmission
EP2767733B1 (en) Power transmission control device for vehicle
RU2422706C2 (en) Method to control automatic or semiautomatic transmission of heavy-duty vehicle in idle mode
US6878095B2 (en) Automatic-clutch control system of automatic clutch type transmission
KR102551679B1 (en) Clutch control method for hybrid vehicle with dct
KR102497026B1 (en) Creep driving control method for vehicle with dct
US10393231B2 (en) Automatic transmission and control method of automatic transmission
JP5664377B2 (en) Control device for vehicle power transmission device
CN110966396B (en) Driving system for electric vehicle and control method thereof
JP2017155825A (en) Vehicle automatic transmission device
US10955048B2 (en) Fuel economy enhanced transmission manual/hold mode and low mode
JP4496762B2 (en) Shift control device for motor four-wheel drive vehicle
Kumbhar et al. Development of actuator control strategy for DC motor controlled automated manual transmission (AMT)
US11248667B2 (en) Method to control a road vehicle with a microslip of the clutch
JP7315015B2 (en) Vehicle constant speed running control method and vehicle constant speed running control device
JP2016217439A (en) Clutch transmission torque learning control device

Legal Events

Date Code Title Description
A201 Request for examination
E701 Decision to grant or registration of patent right
GRNT Written decision to grant