KR20160025835A - Transmitting Method For Dual Clutch Transmission - Google Patents

Transmitting Method For Dual Clutch Transmission Download PDF

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Publication number
KR20160025835A
KR20160025835A KR1020140113210A KR20140113210A KR20160025835A KR 20160025835 A KR20160025835 A KR 20160025835A KR 1020140113210 A KR1020140113210 A KR 1020140113210A KR 20140113210 A KR20140113210 A KR 20140113210A KR 20160025835 A KR20160025835 A KR 20160025835A
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KR
South Korea
Prior art keywords
vehicle
gear
accelerator pedal
determining
determining whether
Prior art date
Application number
KR1020140113210A
Other languages
Korean (ko)
Inventor
조남억
Original Assignee
현대위아 주식회사
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Publication date
Application filed by 현대위아 주식회사 filed Critical 현대위아 주식회사
Priority to KR1020140113210A priority Critical patent/KR20160025835A/en
Publication of KR20160025835A publication Critical patent/KR20160025835A/en

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    • 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
    • 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
    • F16H61/04—Smoothing ratio shift
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

Disclosed herein is a shift control method for a dual clutch transmission capable of improving the shifting feeling by improving responsiveness through a quick shifting process.
For example, it is possible to determine the driving state of the vehicle through the vehicle speed and the accelerator pedal value. Determining whether the behavior of the vehicle is within a reference condition and, if so, determining a target number of steps; Determining whether the current gear of the vehicle and the target gear are the same, and changing the gear in the other case; And a step of receiving the shift command and advancing the shift of the clutch to finish the shift.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a dual clutch transmission,

The present invention relates to a shift control method for a dual clutch transmission that can improve the transmission feel by improving responsiveness through a quick shifting process.

Dual Clutch Transmission means a transmission in which the odd- and even-numbered clutches and gear stages are separated. In this two-stage case, for example, when the even-numbered gear is connected, the even-numbered clutch is engaged and the gear is engaged, at which time the odd-numbered clutch is released and the gear is in the neutral state.

When the shifting of the gear is to be effected in this state, the step of engaging the hole means gear, releasing the even-numbered clutch while engaging the hole means clutch, and completely releasing the even number means clutch with the hole means clutch being directly connected do.

However, such a series of processes weaken the quick response which is an advantage of the dual clutch transmission, and improvement is required.

The present invention provides a shift control method for a dual clutch transmission that can improve a shift feeling by improving responsiveness through a quick shifting process.

A shift control method for a dual clutch transmission according to the present invention includes the steps of: determining a driving state of a vehicle through a vehicle speed and an accelerator pedal value; Determining whether the behavior of the vehicle is within a reference condition and, if so, determining a target number of steps; Determining whether the current gear of the vehicle and the target gear are the same, and changing the gear in the other case; And a step of receiving a shift command and advancing the shift of the clutch to complete the shift.

The step of determining the vehicle traveling state may determine whether the vehicle is traveling in a traction manner or a driving state through a vehicle speed and an accelerator pedal value.

Further, when the vehicle running state is a traction run, it is possible to determine whether to accelerate or decelerate in the future based on the accelerator pedal value, the accelerator pedal change rate, the vehicle speed, and the vehicle speed change rate.

Further, when the vehicle running state is Coast, it is possible to determine whether to accelerate or decelerate in future based on whether the brake is depressed, the amount of brake, and the rate of deceleration of the vehicle.

The step of determining the target number of stages may include determining whether a downshift line or an upshift line exists within a reference range based on the current accelerator pedal value and determining whether a double downshift line is within a reference range, It is possible to judge the target number of digits through whether or not it exists.

In addition, the reference range for determining whether the downshift line or the upshift line exists may be 10% to 30%.

In addition, the reference range for determining whether the double downshift line exists may be 30% to 50%.

The shift control method of the dual clutch transmission according to the present invention can improve the transmission feeling by improving the responsiveness through a quick shift process by predicting the driver's acceleration will in advance through the vehicle running state and performing gear shifting in advance before the shift request have.

1 is a conceptual diagram showing a clutch and a gear of a dual clutch transmission according to an embodiment of the present invention.
2 is a block diagram showing a control unit of a dual clutch transmission according to an embodiment of the present invention.
3 is a flowchart illustrating a shift control method for a dual clutch transmission according to an embodiment of the present invention.
4 illustrates a shift control sequence for explaining a shift control method of a dual clutch transmission according to an embodiment of 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, so that those skilled in the art can easily carry out the present invention.

1 is a conceptual diagram showing a clutch and a gear of a dual clutch transmission according to an embodiment of the present invention. 2 is a block diagram showing a control unit of a dual clutch transmission according to an embodiment of the present invention.

Referring first to FIG. 1, a dual clutch transmission according to an embodiment of the present invention includes a clutch 110 and a gear 120.

The clutch 110 includes a first clutch 111, which is an odd-numbered clutch, and a second clutch 112, which is an even-numbered clutch. Although the first clutch 111 and the second clutch 112 are shown as being responsible for the hole means and the even-number means, they may be changed according to the choice of a person skilled in the art.

The gear 120 also includes a first gear 121, which is an even gear, and a second gear 122, which is an odd gear. The gear 120 is changed depending on whether or not the clutch 110 is connected to perform a shift. Of course, it is also possible for the first gear 121 and the second gear 122 to change the hole means and the even means according to the choice of a person skilled in the art.

The controller 130 controls the gear shifting operation of the dual clutch transmission according to the embodiment of the present invention. The control unit 130 performs the gear shifting in advance by predicting the driving strategy of the driver as described later, and thereby improves the transmission feeling by improving the responsiveness.

The control unit 130 includes a current vehicle condition check unit 131, a vehicle running condition determination unit 132, a target number determination unit 133, a current gear comparison unit 134, a clutch control unit 135, a gear shift control unit 136).

The current vehicle condition check unit 131 determines whether or not the current vehicle condition check unit 131 includes the engine RPM, the input RPM, the current number of gears, the accelerator pedal value by the accelerator pedal sensor (APS) Check the current vehicle conditions.

Based on the vehicle speed and the accelerator pedal sensor value among the above conditions, the vehicle running condition determination unit 132 determines whether the current running condition of the vehicle is a traction running or a coast running by the traction force . In the case of the traction driving, it is determined whether the driver is accelerating in consideration of the accelerator pedal value, the accelerator pedal value change rate, the vehicle speed, and the vehicle speed change rate. The vehicle running state determination unit 132 determines the vehicle running state using the amount of brake and the rate of change of deceleration of the vehicle when the brake is operated in the driving state.

The target strand determining unit 133 determines the target strand only when the condition of the vehicle is greater than the reference condition and does not determine the target stride number but satisfies the reference condition. The target stage number determination unit 133 determines the target stage number based on the accelerator pedal value and the vehicle speed.

More specifically, the target stride determination unit 133 determines whether a downshift line exists below the reference range based on the current pedal value of the accelerator pedal. Then, the target stride determination unit 133 determines whether an upshift line exists in the reference range or more based on the current pedal value of the accelerator pedal. Here, the reference value of the downshift line may be 10% to 30% based on the accelerator pedal value. The reference range of the upshift line may be -30% to -10% based on the accelerator pedal value.

Further, the target stage number determiner 133 determines whether a double downshift line is present in the reference range above the reference value by determining the rate of change of the accelerator pedal value. If there is a satisfying condition, the target strand determination unit 133 predicts the target stride number of the driver. Here, the reference range of the double downshift line may be 30% to 50% based on the rate of change of the accelerator pedal value.

The current gear comparison unit 134 compares the current gear with the target gear of the target gear. If the current gear and the target gear are not the same, the current gear comparison unit 134 monitors whether the target gear is changed during the reference time period.

The clutch control unit 135 and the gear shift control unit 136 control the clutch 110 and the gear 120 to perform gear shifting when the current gear and the target gear are not the same.

Accordingly, the dual-clutch transmission according to the embodiment of the present invention predicts the driving strategy of the driver in advance, predicts the target number of gears in advance, performs the gear change, Can be performed.

Hereinafter, a shift control method for a dual clutch transmission according to an embodiment of the present invention will be described.

3 is a flowchart illustrating a shift control method for a dual clutch transmission according to an embodiment of the present invention. Hereinafter, the respective steps of FIG. 3 will be described together with reference to the transmission device of FIG. 1 and FIG. 2. FIG.

Referring to FIG. 3, the current vehicle condition check unit 131 determines whether the current vehicle condition check unit 131 has received the engine RPM, the input RPM, the current gear stage, the accelerator pedal value by the accelerator pedal sensor (APS) The pedal value change rate is inputted and the condition of the current vehicle is confirmed (S1).

Based on the vehicle speed and the accelerator pedal sensor value among the above conditions, the vehicle running condition determination unit 132 determines whether the current running condition of the vehicle is a traction running or a coast running by the traction force . In the case of the traction driving, it is determined whether the driver is accelerating in consideration of the accelerator pedal value, the accelerator pedal value change rate, the vehicle speed, and the vehicle speed change rate. In addition, when the brakes are operated in the driving state, the vehicle driving state determination unit 132 determines the driving state of the vehicle using the amount of braking and the rate of deceleration of the vehicle (S2).

The target strand determining unit 133 determines the target strand only when the condition of the vehicle is greater than the reference condition and does not determine the target stride number but satisfies the reference condition. The target stride determination unit 133 determines a target stage based on the accelerator pedal value and the vehicle speed (S3).

The method in which the target speed determining unit 133 compares the reference speed with the reference condition determines whether a downshift line exists in a reference range (for example, 10% to 30%) based on the current accelerator pedal value, (For example, -30% to -10%) based on the current accelerator pedal value and whether the rate of change of the accelerator pedal value is within a reference range (for example, 30% To 50%), it is determined whether or not there is a double downshift line which is greater than or equal to a reference value.

After determining the target number of gears (Yes), the current gear comparison unit 134 compares whether the current gear and the target gear of the target gear are the same. If the current gear is not the same as the target gear, the current gear comparing unit 134 monitors whether the target gear is changed during the reference time (S4).

If the target number of gears is not grasped (No), it is determined whether or not the gear shift procedure is in progress (S31). If the target gear ratio is not being calculated, the process goes to a step S2 for judging the vehicle running state again. (S32). Further, it is determined whether or not the gear shifting is completed (S33), and the shift to the clutch engaging and disengaging step S7 is completed after completion of the gear shifting.

After confirming whether or not the target gear is changed (S4), if the current gear and the target gear are not the same, the gear-shifting control unit 136 controls the gear 120 to perform gear shifting (S5) (S6), the shift is completed through the clutch engagement and disengagement operation (S7). In this case, it is possible to determine the target torque of the engaging clutch in consideration of the engine RPM, the vehicle speed, and the target gear (S71).

Finally, it is confirmed whether or not the clutch engagement and disengagement is completed (S8), and if it is completed, the final shift procedure is completed.

Hereinafter, an improved effect of the dual clutch transmission according to the embodiment of the present invention will be described.

4 illustrates a shift control sequence for explaining a shift control method of a dual clutch transmission according to an embodiment of the present invention.

Referring to FIG. 4, the control sequence of the conventional shift control method is shown at the upper part, and the shift control method of the dual clutch transmission according to the embodiment of the present invention is shown at the lower part.

Conventionally, when there is a shift request, the clutch starts shifting after gear shifting, and the shift is completed through completion of clutch shifting. On the other hand, the shifting control method of the dual clutch transmission according to the embodiment of the present invention can improve the shifting feeling because the shifting of the clutch is performed by the shifting request after the gear shifting is predicted in advance.

The present invention is not limited to the above-described embodiments, but may be modified in various ways within the spirit and scope of the present invention as set forth in the following claims. It will be understood by those of ordinary skill in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.

110; Clutch 111; The first clutch
112; Second clutch 120; Gear
121; A first gear 122; The second gear
130; A control unit 131; Currently,
132; A vehicle driving state determination unit 133; The target-
134; The current gear comparison unit 135; Clutch control section
136; The gear-

Claims (7)

A method of controlling a dual clutch transmission,
Determining a vehicle running condition through a vehicle speed and an accelerator pedal value;
Determining whether the behavior of the vehicle is within a reference condition and, if so, determining a target number of steps;
Determining whether the current gear of the vehicle and the target gear are the same, and changing the gear in the other case; And
And a step of receiving a shift command and advancing a shift of the clutch to finish shifting. The method according to claim 1,
Wherein the step of determining the vehicle running state includes determining whether the vehicle is traveling in a traction manner or a driving state through a vehicle speed and an accelerator pedal value. 3. The method of claim 2,
Wherein the accelerator pedal value, the accelerator pedal change rate, the vehicle speed, and the vehicle speed change rate are used to determine whether to accelerate or decelerate in the future when the vehicle running state is a traction run. 3. The method of claim 2,
And determining whether to accelerate or decelerate in the future based on whether the brake pedal is depressed, the amount of brake, and the rate of deceleration of the vehicle when the vehicle running state is Coast. The method according to claim 1,
The step of determining the target number of stages may include determining whether a downshift line or an upshift line exists within a reference range based on a current accelerator pedal value, whether a rate of change of the accelerator pedal value is equal to or greater than a reference value and a double downshift line exists within a reference range And determining a target number of stages based on the determination result. 6. The method of claim 5,
Wherein the reference range for determining whether the downshift line or the upshift line exists is 10% to 30%. 6. The method of claim 5,
Wherein the reference range for determining whether the double downshift line exists is 30% to 50%.
KR1020140113210A 2014-08-28 2014-08-28 Transmitting Method For Dual Clutch Transmission KR20160025835A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
KR1020140113210A KR20160025835A (en) 2014-08-28 2014-08-28 Transmitting Method For Dual Clutch Transmission

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Application Number Priority Date Filing Date Title
KR1020140113210A KR20160025835A (en) 2014-08-28 2014-08-28 Transmitting Method For Dual Clutch Transmission

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KR20160025835A true KR20160025835A (en) 2016-03-09

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110173563A (en) * 2018-02-21 2019-08-27 现代自动车株式会社 Control method for the vehicle with DCT

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110173563A (en) * 2018-02-21 2019-08-27 现代自动车株式会社 Control method for the vehicle with DCT
CN110173563B (en) * 2018-02-21 2021-07-06 现代自动车株式会社 Control method for vehicle with DCT

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