KR20140038733A - Method and apparatus for controlling transmission of hybrid vehicle - Google Patents

Abstract

The present invention discloses an apparatus and a method for controlling transmission of a hybrid vehicle. According to the present invention, an input side torque of a transmission is estimated as a predetermined value in a case where a transmission request signal is a transmission request from a neutral gear to a drive gear or a reverse gear, and then slip control is performed on an under-driver brake friction element of a gear box in a case where the transmission request signal is the transmission request from the neutral gear to the drive gear, and slip control is performed on a 35 R clutch of the gear box in a case where the transmission request signal is the transmission request from the neutral gear to the reverse gear. Since the input side torque is estimated as the predetermined value, an input side rotational speed increases, an impulse of the transmission that is generated by the increased input side rotational speed is removed, and a noise and a transmission shock that are generated by the increase in the input side torque of the transmission through motor torque control after the completion of the transmission can be fundamentally removed. [Reference numerals] (101) Receive a request signal of transmission from a current neutral (N) gear to a drive (D) gear or an R gear; (103) Maintain an input side torque of a transmission at a predetermined value (0 Nm); (105) Is a request for transmission from the neutral (N) gear to the drive (D) gear present?; (107) Slip control on an under-driver brake friction element and engagement of the gear; (109) Is the transmission completed?; (111) Increase the input side torque through engine torque control; (113) Slip control on a 35 R clutch and engagement of the gear; (AA) Start; (BB) End

Description

Transmission control device and method of hybrid vehicle {METHOD AND APPARATUS FOR CONTROLLING TRANSMISSION OF HYBRID VEHICLE}

The present invention relates to a shift control apparatus and method for a hybrid vehicle, and more particularly, it is possible to fundamentally eliminate noise and shift shock generated by motor torque control after shifting from a neutral stage to a driving stage or a neutral stage to a reverse stage. To one device and method.

The demand for eco-friendly cars is increasing due to the continuous improvement of fuel efficiency for automobiles and the tightening of emission regulations in each country, and hybrid cars are provided as a realistic alternative.

A hybrid vehicle may be distinguished from a fuel cell vehicle and a pure electric vehicle in a narrow sense, but the meaning of the hybrid vehicle in this specification encompasses a pure electric vehicle and a fuel cell vehicle, and includes one or more batteries and stores energy stored in the battery. Refers to a vehicle used as a driving force of the vehicle.

Hybrid cars have engines and motors as their power sources, and the engines and motors can be used depending on driving conditions to provide fuel efficiency and reduced emissions.

Hybrid vehicles can improve fuel efficiency by how the engine and the motor are operated in harmony in the course of running on two power sources consisting of an engine and a motor.

The transmission of a commercial hybrid vehicle is typically applied to a stepped transmission.

That is, the hybrid vehicle detects the displacement of the accelerator pedal and the brake pedal of the driver to determine the required torque input to the transmission, and then determines the engine torque through the engine torque map, and the input required torque and engine torque of the transmission. The difference between the engine torque determined by the map is determined as the motor torque and distributed to the engine and the motor to drive the vehicle.

Then, when the shift request from the neutral stage (N) to the driving stage (D) or the reverse stage (R) by the driver, as shown in Figure 1, the engine torque is maintained at the idle speed, the engine torque control after the shift is completed The engine torque is raised through. The elevated engine torque is supplied to the input torque of the transmission.

When the vehicle is switched to the driving stage or the reverse stage in the neutral state, vibration and noise may occur at the time of switching from the motor speed control to the motor torque control, and shift shock may occur accordingly.

Therefore, the present invention was created to solve the above problems, and an object of the present invention is to estimate the input torque of the transmission to a predetermined value when the shift request signal is a shift request from the neutral stage to the driving stage or the reverse stage, If the shift request from the neutral end to the drive end is executed, slip control of the under-driver brake friction element of the gear box is executed, and if the shift request from the neutral end to the reverse end is made, the 35 R clutch of the gear box (3/5 / R stages) As the slip control of the clutch is performed, the input side rotation speed increases as the input side torque is estimated to be a predetermined value, and the impact amount of the transmission caused by the increased input side rotation speed is eliminated, and after the shift is completed, the motor torque control is performed. Shifting control device and method for a hybrid vehicle that fundamentally eliminates the noise and shifting shock generated as the input torque rises As you may want the ball.

A shift control apparatus of a hybrid vehicle according to an embodiment of the present invention for achieving the above object,

       In a hybrid car that drives the power of an engine and a motor,

A shift request signal receiver configured to receive a shift request signal from the current neutral stage N to the driving stage D or the reverse stage R generated based on the displacement of the accelerator pedal, the displacement of the brake pedal, and the inhibitor switch; ,

An engine controller for controlling general operation of the engine;

A shift controller for controlling engagement of gears of the target shift stage by controlling a gear box provided in the transmission to engage and disengage the engine clutch;

A power controller configured by a plurality of power switching elements to convert a DC voltage supplied from the battery into an AC voltage to drive the motor; And

And a hybrid controller configured to maintain the output torque of the engine at a predetermined predetermined value according to the shift request signal, to set the input torque of the transmission to the predetermined value, and to shift the driving stage or the reverse stage.

Here, it will be preferable that the predetermined value is provided at 10 Nm.

The hybrid controller includes:

In the case of the shift request signal from the neutral stage to the driving stage, the slip control of the underdriver brake friction element during the shift is preferably provided to eliminate the shift shock generated by setting the input torque of the transmission to the predetermined value. something to do.

In addition, the hybrid controller,

In order to eliminate the shift shock generated by setting the input torque of the transmission to the predetermined value when shifting from the neutral stage to the reverse stage, it is provided to perform slip control of the 35R clutch, which is a 3/6 / R stage clutch, during shifting. It would be preferable.

Neutral shifting method of a vehicle according to another embodiment of the present invention,

Receiving a shift request signal from a driving stage or a reverse stage at a current neutral stage;

Setting an input torque of a transmission to a predetermined value while maintaining the current engine torque at a predetermined predetermined value during shifting to the reverse stage when the shift request signal is received;

If the input torque is set to a predetermined value, shifting the gear corresponding to the driving stage or the reverse stage by shifting;

And increasing the input torque of the transmission through motor torque control when the input rotational speed of the transmission reaches the target rotational speed of the driving stage or the reverse stage.

The shift execution step,

In the case of the shift request signal of the driving stage at the current neutral stage, in order to remove the shift shock generated by setting the input torque of the transmission to the predetermined value, it is preferable to be provided to slip control the under driver brake friction element during the shift. will be.

In addition, the shift execution step,

In the case of the shift request signal from the current neutral stage to the reverse stage, in order to eliminate the shift shock generated by setting the input torque of the transmission to the predetermined value, it is provided to slip control the 35R clutch, which is a 3/6 / R stage clutch, during the shift. It would be desirable to be.

As described above, the shift control method and apparatus for a hybrid vehicle according to an exemplary embodiment of the present invention set the input side torque of the transmission to a predetermined value when the shift request signal is a shift request from the neutral stage to the driving stage or the reverse stage. If the shift request from the neutral stage to the driving stage is performed, slip control of the under-driver brake friction element of the gear box is executed, and if the shift request from the neutral stage to the reverse stage is performed, the 35 R clutch of the gear box (3/5 / As the slip control of the R stage clutch is executed, the input side rotation speed increases as the input side torque is set to a predetermined value, and the impact amount of the transmission caused by the increased input side rotation speed is eliminated, and the engine torque control is completed after the shift is completed. It is possible to fundamentally eliminate noise and shift shocks generated by the increase of the input torque of the transmission, thereby improving the feeling of shifting. .

The following drawings, which are attached in this specification, illustrate exemplary embodiments of the present invention, and together with the detailed description of the present invention, serve to further understand the technical spirit of the present invention. It should not be construed as limited to.
1 is a waveform diagram showing an input torque and an input rotation speed of a general transmission.
2 is a diagram illustrating a configuration of a shift control apparatus of a hybrid vehicle according to an exemplary embodiment of the present invention.
3 is a waveform diagram illustrating input torque and input rotation speed of the transmission illustrated in FIG. 2.
4 is a flowchart illustrating a shift control process of a hybrid vehicle according to another exemplary embodiment of the present invention.

In order to fully understand the present invention, operational advantages of the present invention, and objects achieved by the practice of the present invention, reference should be made to the accompanying drawings and the accompanying drawings which illustrate preferred embodiments of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the present invention will be described in detail with reference to the preferred embodiments of the present invention with reference to the accompanying drawings. Like reference symbols in the drawings denote like elements.

2 is a view showing the configuration of the shift control apparatus of a hybrid vehicle according to an embodiment of the present invention, Figure 3 is a waveform diagram showing the input torque and the input rotational speed of the transmission shown in FIG.

2 and 3, the shift control apparatus of a hybrid vehicle according to an exemplary embodiment of the present disclosure may output the output torque of a predetermined motor by controlling engine torque during shifting from a neutral stage to a driving stage or a reverse stage. It is provided to transmit to the transmission and shift the running stage or the shift stage according to the input torque of the predetermined value, such a device, the transmission request signal receiving unit 11, ECU (Engine Control Unit: 12), HCU (Hybrid Control) Unit: 13), TCU (Transmission Control Unit: 14), PCU (Power Control Unit: 15), Battery (16), BMS (Battery Management System: 17), Engine (20), Hybrid Starter and Generator: 21 ), An engine clutch 25, a motor 30, and a transmission 40.

The shift request signal receiving unit 11 receives a shift request signal from a neutral stage generated on the basis of displacement of an accelerator pedal operated by a driver, on / off of a brake pedal, and inverter switch information to a driving stage or a reverse stage. To the HCU 13 via a network.

Here, the ECU 12 controls the overall operation of the engine 200 in cooperation with the HCU 13 connected to the network, and provides operation state information of the engine 20 to the HCU 13.

The HCU 13 is a top-level controller, which collectively controls the lower controllers connected to the network and collects and analyzes information of the lower controllers to control the overall behavior of the hybrid vehicle.

When the HCU 13 receives a shift request signal from the neutral stage to the driving stage or the reverse stage, the HCU 13 sets the output torque of the engine 20 to a predetermined value while maintaining the engagement of the engine clutch 25. Hold to set the input shaft torque of the transmission 40 to a 'predetermined value'.

When the input shaft torque of the transmission 40 is set to 'predetermined', the HCU 13 controls the output torque of the motor so that the operating point follows the rotation speed of the target shift stage, and the input shaft rotation speed of the transmission 40 is controlled. The target speed of the driving stage or the reverse stage is reached.

When the input shaft rotation speed of the transmission 40 reaches the target rotation speed of the driving stage or the reverse stage, the HCU 13 executes gear engagement of the driving stage or the reverse stage, and completes gear engagement of the driving stage or the reverse stage. When the shift is completed by the end or the reverse stage, the input torque of the transmission 40 is increased through engine torque control.

That is, as shown in a) of FIG. 2, when the input shaft torque of the transmission is estimated to be a predetermined value (10 Nm) according to the shift request signal, the input shaft rotational speed of the transmission is as shown in b) of FIG. 2. After that, after the shift is completed, the input torque of the transmission 40 increases according to the motor torque control.

The TCU 14 controls the gear box provided in the transmission 40 according to the control of the HCU 13 connected to the can communication network to control the gear coupling of the driving stage or the reverse stage and supplies the engine clutch 25 to the engine clutch 25. The power transmission of the engine 20 is interrupted by controlling the pressure of the flow rate to be performed to engage and disengage the engine clutch 250.

In this case, since the input side torque is set to a predetermined value, the transmission 40 increases the input side rotation speed as shown in a) of FIG. 2, and the impact amount is generated by the increased input side rotation speed.

Therefore, the transmission 40 performs slip control of the under driver brake friction element of the gear box when the shift request signal is a shift request from the neutral end to the driving end.

On the other hand, the transmission 40 performs slip control of the 35 R clutch (3/5 / R stage clutch) of the gear box when the shift request signal is a shift request from the neutral stage to the reverse stage.

That is, when the shift request signal is a shift request from the neutral stage to the driving stage, slip control of the underdriver brake friction element of the gear box is executed, and when the shift request signal is a shift request from the neutral stage to the reverse stage, As the input torque is set to a predetermined value by executing slip control of the 35 R clutch (3/5 / R stage clutch), the input rotation speed increases and the amount of impact of the transmission 40 caused by the increased input rotation speed is eliminated. do.

The PCU 15 includes an inverter and a protection circuit including a motor control unit (MCU) and a plurality of power switching elements, and the DCU 15 supplies a DC voltage supplied from the battery 16 according to a control signal applied from the HCU 103. The motor 30 is controlled to drive by converting to an AC voltage.

The power switching element included in the PCU 15 may be configured of any one of an Insulated Gate Bipolar Transistor (IGBT), a MOSFET, a transistor, and a relay.

In addition, the protection circuit included in the PCU 15 monitors the flow of the driving power, and distributes or blocks the driving power when overvoltage and overcurrent flow into the driving power due to various causes such as a collision, collision, or lightning of a vehicle. It protects all systems provided in the hybrid vehicle and stably protects the occupants from high pressure.

The battery 16 supplies power to the motor 300 to assist the output of the engine 200 in the HEV mode, and charges a voltage generated by torque control and regenerative braking control of the motor 30.

Then, driving power is supplied to the motor 30 in the EV mode so that the driving can be executed.

The BMS 17 manages and controls the state of charge by comprehensively detecting information such as voltage, current, and temperature of the battery 106, and controls the amount of charge / discharge current of the battery 16 to be over-discharged below a threshold voltage or above a threshold voltage. Do not overcharge.

The BMS 107 controls the main relay for controlling the output of the battery 16 on or off according to a control signal required by the HCU 13.

The engine 20 is driven and controlled to an optimal driving point under the control of the ECU 12.

The HSG 21 executes idle stop and restart of the engine 20 according to the driving situation of the vehicle.

The engine clutch 25 is operated under the control of the TCU 14 to control the power transmission between the engine 200 and the motor 30.

The motor 30 is driven by a three-phase AC voltage supplied through the PCU 15 to support the output torque of the engine 20 and is operated as a generator when there is excess torque at the output of the engine 20 or when braking. .

Transmission ratio 40 is controlled by the control of the TCU 14, the transmission ratio is adjusted through the clutch 25 according to the driving mode to distribute the output torque applied to the transmission ratio to the driving wheels so that the car can run do.

The transmission 40 may be applied to an automatic transmission or a continuously variable transmission.

A typical operation of the hybrid vehicle according to the present invention including the above-described functions is the same as or similar to that of the conventional hybrid vehicle, and thus a detailed description thereof will be omitted.

During the shift from the neutral stage to the driving stage or the reverse stage, the motor torque control is transmitted to the transmission through the motor torque control and the driving stage or the transmission stage is shifted according to the input torque transmitted. It will be described in more detail with reference to FIG.

4 is a flowchart illustrating a shift control process of the hybrid vehicle by the HCU 13 illustrated in FIG. 2, and the shift control process of the hybrid vehicle according to another embodiment of the present invention will be described in more detail with reference to FIGS. 2 to 4. do.

First, the shift request signal receiving unit 11 receives a shift request signal from a current neutral end to a driving end or a reverse end (step 101), and transmits the received shift request signal to the HCU 13 via a can communication network. do.

The HCU1 13 maintains the output torque of the engine 20 at a predetermined value while providing the input side torque of the transmission 40 while maintaining the engagement of the engine clutch 25 through step 103.

In this case, the HCU 13 determines whether the received shift request signal is a shift request from the neutral stage to the driving stage (step 105), and if the shift request is a shift request from the neutral stage to the driving stage, the transmission corresponding to the driving stage is determined. Slip control of the underdriver brake friction element among the gear boxes of 40 is executed to engage the corresponding gear (step 107).

Here, the slip control process for the under-driver brake friction element and the corresponding gear engagement process of the driving stage to remove the shift shock are generally the slip control process of the under-driver brake friction element and the corresponding gear engagement of the driving stage known to those skilled in the art. Since the process is applied, detailed description thereof will be omitted.

Thereafter, the HCU 13 determines whether the shift is completed through the engagement of the corresponding gear (step 109), and when the shift ends, the HCU 13 transmits the input side torque increased by the motor torque control to the transmission 40 (step 111). ).

On the other hand, if the shift request signal is not a shift request from the neutral stage to the driving stage in the step 105, it is determined that the shift request from the neutral stage to the reverse stage of the gearbox of the gearbox of the transmission 40 corresponding to the reverse stage of the 35R clutch. Proceeding to step 109 after engaging the slip control and the corresponding gear (step 113).

Here, the slip control process of the 35R and the corresponding gear engagement process of the reverse stage are generally applied to the slip control process of the 35R and the corresponding gear engagement process of the reverse stage to remove the shift shock, and thus, the detailed description thereof Is omitted.

Therefore, when the shift request signal is a shift request from the neutral stage to the driving stage, slip control of the underdriver brake friction element of the gear box is executed, and when the shift request signal is a shift request from the neutral stage to the reverse stage, The slip control of the 35R clutch (3/5 / R stage clutch) is executed to estimate the input side torque to a predetermined value so that the input side rotation speed increases and the impact amount of the transmission 40 generated by the increased input side rotation speed is eliminated. do.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, 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 appended claims.

If the shift request signal is a shift request from the neutral end to the drive end or the reverse end, the input torque of the transmission is estimated to a predetermined value, and if the shift request is performed from the neutral end to the drive end, the slip of the under driver brake friction element of the gear box When the control is executed and the shift request from the neutral stage to the reverse stage is performed, the slip control of the 35 R clutch (3/5 / R stage clutch) of the gear box is executed, so that the input side torque is estimated as a predetermined value. Shifting speed of hybrid vehicle that removes the amount of impact of transmission caused by increased speed and increasing input side rotation speed and fundamentally eliminates noise and shifting shock generated by input torque of transmission through motor torque control after shift is completed. Significant advances have been made in terms of accuracy and reliability of operations and, in addition, performance efficiency for control devices and methods. And can, because it is likely to be sufficient for commercial or marketing of the vehicle are applied, as well as the degree which can be clearly carried out in reality the invention there is industrial applicability.

Claims (8)

In a hybrid car that drives the power of an engine and a motor,
A shift request signal receiver configured to receive a shift request signal from the current neutral stage N to the driving stage D or the reverse stage R generated based on the displacement of the accelerator pedal, the displacement of the brake pedal, and the inhibitor switch; ,
An engine controller for controlling general operation of the engine;
A shift controller for controlling engagement of gears of the target shift stage by controlling a gear box provided in the transmission to engage and disengage the engine clutch;
A power controller configured by a plurality of power switching elements to convert a DC voltage supplied from the battery into an AC voltage to drive the motor; And
And a hybrid controller configured to set and maintain the output torque of the motor to a predetermined predetermined value according to the shift request signal, to set the input torque of the transmission to the predetermined value, and to shift the driving stage or the reverse stage. Vehicle shift control. The shift control apparatus for a hybrid vehicle according to claim 1, wherein the predetermined value is provided at 10 Nm. The method of claim 1, wherein the hybrid controller,
In the case of the shift request signal from the neutral stage to the driving stage, slip control of the under-driver brake friction element during shifting is performed to eliminate shift shock generated by estimating the input torque of the transmission to the predetermined value. Shift control device of a hybrid vehicle. The method of claim 1, wherein the hybrid controller,
In order to eliminate the shift shock caused by estimating the input torque of the transmission as the predetermined value when shifting from the neutral stage to the reverse stage, the slip control of the 35R clutch, which is a 3/6 / R stage clutch, is performed. The shift control apparatus of the hybrid vehicle characterized by the above-mentioned. Estimating the input torque of the transmission to a predetermined value while maintaining the current engine torque at a predetermined predetermined value when requesting a shift of the driving stage or the reverse stage from the current neutral stage;
If the input torque is estimated to be a predetermined value, shifting the gears corresponding to the driving stage or the reverse stage by shifting; And
And increasing the input torque of the transmission through the motor torque control when the input rotational speed of the transmission reaches the rotational speed of the driving stage or the reversing stage. The method of claim 5, wherein the shift execution step,
In the case of the shift request signal of the driving stage at the current neutral stage, the under driver brake friction element during the shift is slip-controlled to remove the shift shock generated by estimating the input torque of the transmission to the predetermined value. Shift control method of hybrid vehicle. The method of claim 5, wherein the shift execution step,
In the case of the shift request signal from the current neutral stage to the reverse stage, in order to eliminate the shift shock generated by estimating the input torque of the transmission to the predetermined value, the 35R clutch, which is a 3/6 / R gear clutch during shifting, is slip-controlled. Shift control method of a hybrid vehicle, characterized in that the. A computer readable recording medium comprising instructions for performing each step of the method of claim 5.

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