KR20110109022A - Apparatus for shock controlling of dual clutch transmission in vehicle and method thereof - Google Patents

Abstract

According to the present invention, when a rapid tip-in is detected in the process of synchronizing to a target shift stage according to N → D shift in a vehicle to which a dual clutch transmission (DCT) is applied, the engine output torque is reduced and controlled so that shift shock is not generated. It is.
The present invention is a process of determining whether the tip in is detected in the process of synchronizing the target shift stage after the N → D shift, if the tip in is not detected to maintain the current condition, if the tip in is detected whether the tip in Alternatively, in the process of determining whether it is tip-in in driving state, if it is tip-in after N → D shifting in stop state, slip amount is determined by comparing engine speed with idle rotation speed of target shift stage, and when slip amount exceeds set threshold In the process of reducing and controlling the engine output torque, if it is tip-in after N → D shifting in the running state, slippage is determined by comparing the engine speed and the target shift speed input shaft speed.If the slippage exceeds the set threshold value, the engine output torque is reduced. Control process.

Description

Shock control device and method of dual clutch transmission vehicle {APPARATUS FOR SHOCK CONTROLLING OF DUAL CLUTCH TRANSMISSION IN VEHICLE AND METHOD THEREOF}

The present invention relates to a vehicle to which a dual clutch transmission (DCT) is applied, and more particularly, a sharp tip in during a process in which a transmission is shifted to a target shift stage according to N → D shift. The present invention relates to an impact control apparatus and method for a dual clutch transmission vehicle which reduces and controls engine output torque when it is detected so that a shift shock is not generated.

In general, a dual clutch transmission (DCT) is an automatic manual transmission, and includes two clutches in a transmission to selectively transmit power input from an engine to any one input shaft using two clutches, and The gear ratio is adjusted by the selection of gears disposed on the two input shafts to output power to the power train.

Applied to compactly implement five or more high-speed transmissions of the dual clutch transmission, the first clutch clamps the power connection between the engine and the hole means (1, 3, 5, 7), and the second clutch is coupled with the engine. Interrupt the power connection of the means (2, 4, 6, R stages).

The dual clutch transmission transmits the power of the transmission ratio determined by the gear selection to the differential device by combining the power of the engine with one of the first and second clutches, and the operation of releasing the engaged clutch and engaging the released clutch. By simultaneously executing up / down shifting, the feeling of cutting of power transmission is not generated.

Dual clutch transmission is divided into wet type and dry type, and dry type uses electric motor type gear actuator to engage or release gears inside the transmission to pre-set gears for coupling and releasing of the driving stage and the next shift. Pre-selection to engage is carried out, and clutch engagement and slip are performed using an electric motor-type clutch actuator.

When the vehicle to which the dual clutch transmission is applied is in operation, a tip in occurs or stops rapidly when the driver presses the accelerator pedal immediately after the shift of D → N → D using a shift lever. It is often the case that the tip-in occurs when the driver presses the accelerator pedal sharply immediately after the driver executes the N → D shift using the shift lever.

The gears that generate the gear ratio in the transmission reflect the driver's will, and when the shift lever is located at the N stage, all gears are released to maintain neutrality.

When the shift lever is changed to the position of the D stage, the shift control means (TCU) recognizes the position of the shift lever and shifts the gears to the shift stage determined by the displacement of the vehicle speed and the accelerator pedal. Motivate

As described above, it takes approximately 500 ~ 700msec until the gear is synchronized from the neutral to the target shift stage in the N → D shift using the shift lever. During this time, the engine speed is suddenly changed by the sudden operation of the accelerator pedal. Is raised.

Accordingly, there is a problem in that an initial oscillation shock occurs because a sudden clutch actuator is operated to track the engine speed at the time when the target shift stage is synchronized.

In addition, as the engine speed increases rapidly during the shift to the target shift stage, a large amount of torque is applied to the clutch and the gear, which adversely affects the durability of the clutch and the gear.

The present invention has been proposed to solve the above problems, and an object of the present invention is to detect the sudden tip-in within a predetermined time set after N → D shifting in a stopped or running state in a vehicle to which a dual clutch transmission is applied. The output torque is reduced to prevent shift shock.

In order to achieve the above object, the present invention provides a dual clutch transmission vehicle,

When a tip-in is detected within a predetermined time after N → D shifting, the present invention provides a shock control device for a dual clutch transmission vehicle including a shift control unit for reducing and controlling the engine output torque in conjunction with an engine control unit connected to CAN communication.

In addition, in order to achieve the object of the present invention, the present invention, in the dual clutch transmission vehicle,

Determining whether the tip-in is detected in the process of synchronizing the target shift stage after the N-to-D shift; If the tip in is not detected, maintaining the current condition, and if the tip in is detected, determining whether the tip in is stopped or the tip in in the driving state; Determining the slip amount by comparing the engine rotational speed with the idle rotational speed of the target speed change stage if the tip in after the N → D shift in the stop state, and reducing and controlling the engine output torque when the slip amount exceeds the set threshold value; A dual clutch transmission comprising the step of comparing the engine speed with the target speed of the input shaft and determining the slip amount if the tip in after the N → D shift in the driving state, and reducing and controlling the engine output torque if the slip amount exceeds the set threshold value. Provided is a vehicle impact control method.

As such, the present invention prevents the overrun phenomenon of the engine in the N → D shift of the dual clutch transmission vehicle, thereby ensuring the stability of control when starting the engine and engaging the clutch.

In addition, even if a sharp tip-in occurs within a predetermined time after N → D shifting, a sudden difference between engine torque and clutch torque does not occur, so that a shift shock does not occur and the torque transmitted to the clutch and gear is kept stable. By improving the durability of the clutch and gear has the effect of providing the stability and reliability of the product.

1 is a view schematically illustrating an impact control apparatus of a dual clutch transmission vehicle according to an exemplary embodiment of the present invention.
2 is a flowchart illustrating an impact control procedure of a dual clutch transmission vehicle according to an exemplary embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view schematically illustrating an impact control apparatus of a dual clutch transmission vehicle according to an exemplary embodiment of the present invention.

The present invention includes a gear shift detecting unit 101, an accelerator pedal detecting unit 102, a vehicle speed detecting unit 103, an engine speed detecting unit 104, a shift control unit 105, an actuator 106 and an engine control unit 107. .

The shift stage detecting unit 101 detects a shift stage position selected by the driver with a shift lever and provides information about the shift stage to the shift control unit 105.

The accelerator pedal detection unit 102 detects the displacement amount of the accelerator pedal driven by the driver and provides the shift control unit 105 with information about the displacement.

The vehicle speed detecting unit 103 detects the current traveling vehicle speed from the output shaft rotational speed of the transmission and provides information about the speed to the shift control unit 105.

The engine speed detection unit 104 may be configured as a crankshaft sensor or a camshaft sensor, and detects the rotational speed of the engine and provides the shift control unit 105 with information thereof.

The shift control unit 105 requests a reduction in engine output torque to the engine control unit 107 which is connected by CAN communication when a sharp tip in is detected within a predetermined time after N → D shift is performed by the shift lever. By not generating it, the clutch and the gear are protected and the riding comfort is improved.

The shift control unit 105 performs an N → D shift in the stop state, and when the rapid tip-in is detected within a predetermined time, the shift control unit 105 determines the slip amount determined by the difference between the idle engine speed and the current engine speed of the target shift stage. If it is detected and the slip amount exceeds the set limit value, engine torque reduction is required so that shift shock is not generated.

The shift control unit 105 detects a slip amount determined by a difference between an input shaft speed of the target shift stage and a current engine speed when a D → N → D shift is performed while driving and a sharp tip-in is detected within a predetermined time. Therefore, if the slip amount exceeds the set limit value, engine torque reduction is required so that shift shock is not generated.

The set constant time is a time for performing shift synchronization to a target shift stage after N → D shift, which is approximately 500 to 700 msec.

The actuator 106 synchronizes or releases a plurality of gears in the dual clutch transmission by electric or hydraulic operation according to a control signal applied from the shift control unit 105 to synchronize the target shift stage.

The engine controller 107 is connected to the shift controller 105 via CAN communication to share various control information. When the engine torque reduction is requested from the shift controller 105, the engine output increases even when a sudden tip in of the accelerator pedal is detected. Prevent it.

The operation of preventing shift shock in the dual clutch transmission vehicle according to the present invention including the function as described above will be described in detail as follows.

In the state in which the vehicle according to the present invention to which the dual clutch transmission is applied maintains the start-up, the shift control unit 105 includes a shift stage position selected by the driver as a shift lever, a displacement amount according to tip in / tip out of the accelerator pedal, a vehicle speed, General driving information including an engine speed is detected (S101).

Then, it is determined whether N → D shift of the shift lever has occurred in the detected information (S102). If N → D shift does not occur, the current operating condition is maintained, and when N → D shift occurs, the shift control unit ( 105 operates the actuator 106 to perform synchronization to the target speed change stage (S103).

It is determined whether a sharp tip-in has occurred in the process of synchronizing to the target shift stage according to the N → D shift (S104).

That is, it is determined whether a sharp tip-in occurs due to the operation of the accelerator pedal within a predetermined time after N → D shifting, that is, before the synchronization of the target shift stage is completed.

If the tip-in has not been generated in step S104, synchronization of the target shift stage is normally performed, and if the tip-in has occurred, the vehicle speed is detected (S105) and it is determined whether the vehicle is in the stopped state (S106).

As a result of the determination in S106, when N → D shift occurs in the stopped state, the engine speed is detected (S107), and the slip amount of the engine speed is determined by comparing with the target idle speed according to the D stage shift (S108) ( S109).

It is determined whether the slip amount determined in step S109 exceeds the threshold value set for the shock occurrence determination (S110). If the slip amount exceeds the threshold value, it is determined whether the set hysteresis is exceeded (S111).

If the slip amount of the engine speed in the S110 is less than the threshold value or the slip amount is determined to be less than the hysteresis in S111, the current condition is maintained.

When the slip amount of the engine speed exceeds the threshold value and the hysteresis, it is determined that a sharp tip-in has occurred in the process of N → D shifting and requests the engine control unit 107 to reduce the engine torque through CAN communication (S112). ).

Therefore, the engine controller 107 reduces and controls the engine output without a sudden increase in the engine speed with respect to the tip-in (S113).

In addition, if it is determined in S106 that the vehicle is not in the stopped state, it is determined that N → D shift occurs in the driving state (S114), the input shaft speed of the target shift stage is detected (S115) and compared with the engine speed. The slip amount which is a difference value is determined (S116).

In the determination of S116, it is determined whether the slip amount exceeds the threshold set for the shock occurrence determination (S117).

If the slip amount exceeds the threshold in S117, it is determined whether the rising slope of the engine speed according to the tip-in exceeds the threshold (S118).

If the rising slope of the engine speed exceeds the threshold in S118, it is determined whether the slip amount exceeds the hysteresis (S111).

If the slip amount exceeds the hysteresis in S111, the shift controller 105 requests engine torque reduction from the engine controller 107 connected by CAN communication (S112).

Therefore, the engine control unit 107 reduces and controls the engine output so that the sudden engine speed does not increase with respect to the tip in (S113).

As described above, the present invention maintains the output torque of the engine stably through the torque reduction control even if a sharp tip in occurs before the synchronization is completed after the N → D shift in the vehicle to which the dual clutch transmission is applied, thereby providing a shift shock. It will not occur.

101: shift stage detection unit 102: accelerator pedal detection unit
103: vehicle speed detection unit 104: engine speed detection unit
105: shift control unit 106: actuator
107: engine control unit

Claims (5)

In a dual clutch transmission vehicle comprising a vehicle speed detecting means, an accelerator pedal detecting means, an engine speed detecting means and a shift stage detecting means for detecting a shift stage selected from a shift lever,
A shift controller configured to reduce and control engine output torque by interworking with an engine controller connected to CAN communication when a tip-in is detected within a predetermined time after N → D shift;
Impact control device of a dual clutch transmission vehicle comprising a. The method of claim 1,
And the shift control unit suppresses an increase in the engine output torque until the synchronization of the target shift stage is completed when a tip-in occurs immediately after the N → D shift. The method of claim 1,
The shift control unit determines the slip amount by comparing the engine rotational speed with the idle rotational speed of the target shift stage when the tip-in occurs immediately after the N → D shift in the stopped state. An impact control device for a dual clutch transmission vehicle, characterized in that the output torque is reduced and controlled. The method of claim 1,
The shift control unit determines the slip amount by comparing the engine speed with the input shaft speed of the target shift stage when the tip-in occurs immediately after the shift of the driving speed from the driving state, and the slip amount exceeds the threshold value and the rising slope of the engine speed exceeds the reference value. If exceeded, the impact control device of the dual clutch transmission vehicle, characterized in that for reducing the engine output torque in conjunction with the engine control unit. In a dual clutch transmission vehicle,
Determining whether the tip-in is detected in the process of synchronizing the target shift stage after the N-to-D shift;
If the tip in is not detected, maintaining the current condition, and if the tip in is detected, determining whether the tip in is stopped or the tip in in the driving state;
Determining the slip amount by comparing the engine rotational speed with the idle rotational speed of the target speed change stage if the tip in after the N → D shift in the stop state, and reducing and controlling the engine output torque when the slip amount exceeds the set threshold value;
Determining the slip amount by comparing the engine speed and the target shift stage input shaft speed when the tip-in is in the driving state after N → D shift; and reducing and controlling the engine output torque when the slip amount exceeds a set threshold value;
Impact control method of a dual clutch transmission vehicle comprising a.

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