KR20180008194A - System and method for controlling transmission of vehicle - Google Patents

Abstract

The present invention relates to a system and a method for controlling transmission of a vehicle, which satisfies the rotational speed of a transmission stage, to which the rotational speed of an engine is intended to be shifted, by controlling the engine by a belt-integrated starter generator (BSG) driven by a belt to reduce transmission impact, which can be caused when changing gears of the vehicle. According to the present invention, a transmission control system of a vehicle comprises an engine control part, a gear-rotational speed calculation part, an integrated control part and a motor driving part. The engine control part detects a first rotational speed of the engine. The gear-rotational speed calculating part calculates a second rotational speed of a target gear stage based on a rotational speed of a wheel, a deceleration ratio of a differential gear and a deceleration ratio in the target gear stage. The integrated control part generates a BSG torque for controlling the rotational speed of the engine in accordance with the difference between the first rotational speed and the second rotational speed. The motor driving part drives the BSG in accordance with the BSG torque. The transmission control system of a vehicle controls the BSG torque driven by the belt, thereby alleviating transmission impact and shortening the time taken for completing gear shifting.

Description

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

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control system and method for a vehicle, and more particularly, to a shift control system and method of a vehicle capable of reducing the shift shock by controlling the output of a motor generator during a shift.

Recently, the demand for hybrid vehicles is increasing, and the development of technologies applied to hybrid vehicles is accelerating. Among the types of hybrid vehicles, there is a BSG (Belt-integrated Starter Generator) type in which the motor generator and the engine are interlocked with the belt, which can increase the efficiency of driving the vehicle by compensating the torque of the driving shaft connected to the transmission.

Since the driving force required by the vehicle varies depending on the state of the road, the traveling speed, the load, and the like, the transmission is installed on the side or rear of the engine in order to cope with the situation. Wheels.

The power of the drive shaft, which is the driving power input end of the transmission and the non-drive shaft, which is the output end of the drive power are cut off or the slip section is generated.

If the power is interrupted or the driving force is maintained in the sleep interval, the instantaneous load is lost and the speed increase occurs. Thus, there is a problem that a larger shift shock occurs when the drive shaft and the non-drive shaft are synchronized by shifting.

Further, when a shift occurs in a section in which the motor generator performs motoring to assist the driving force in the hybrid system, if the motoring is maintained as it is, there is a problem that the shift shock becomes larger. In addition, there is a problem that the speed of the drive shaft and the non-drive shaft is synchronized and the time for completing the shift is lengthened.

On the other hand, in the regenerative system section in which the motor generator operates in the form of a generator, the drive shaft and the non-drive shaft power input shaft are opposite to each other and even when the instantaneous shift is generated to generate the power generation torque for regenerating, There arises a problem that the time to be completed is lengthened.

Korean Patent Publication No. 10-2015-0020377 (February 26, 2015)

An object of the present invention is to provide a shift control system and method for a vehicle capable of reducing the shift shock by controlling the output of a motor generator during a shift.

Another object of the present invention is to provide a vehicle speed change control system and method capable of reducing the time for synchronizing the speeds of the drive shaft and the non-drive shaft.

According to an aspect of the present invention, there is provided a wheel sensor comprising: a wheel sensor for detecting a rotational speed of a wheel; An engine control unit for detecting a first rotational speed of the engine; A gear rotation speed calculation unit for calculating a second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the number of stages of the target gear; An integrated controller for generating a belt-integrated starter generator (BSG) torque for controlling the rotational speed of the engine in accordance with the difference between the first rotational speed and the second rotational speed; And a motor driver for driving the BSG according to the BSG torque; A shift control system for a vehicle is provided.

The gear rotation speed calculating unit calculates the second rotation speed of the target gear ratio by multiplying the rotation speed of the wheel by the reduction gear ratio of the differential gear and the target gear reduction ratio.

The integrated control unit may generate a first BSG torque that reduces the rotation speed of the engine when the first rotation speed is faster than the second rotation speed.

At this time, if the first BSG torque is smaller than the lower limit torque at which the belt slip is generated, the first BSG torque may be changed to the lower limit torque.

The motor driving unit may drive the BSG that reduces the engine rotation speed based on the first BSG torque or the lower limit torque.

The integrated control unit may generate a second BSG torque that increases the rotational speed of the engine when the first rotational speed is slower than the second rotational speed.

At this time, if the second BSG torque is greater than the upper limit torque at which the belt slip occurs, the second BSG torque may be changed to the upper limit torque.

The motor drive unit may drive the BSG that increases the engine rotation speed based on the second BSG torque or the upper limit torque.

According to an aspect of the present invention, a first rotation speed of the engine and a second rotation speed of a deceleration portion of the target gear stage are compared to generate a belt-integrated starter generator (BSG) torque, There is provided a driving method of a shift control system for a vehicle that adjusts an engine rotation speed by applying a BSG torque that reduces a difference in two rotational speeds.

If the first rotational speed is faster than the second rotational speed, the first BSG torque may be applied to control the shift of the vehicle to reduce the rotational speed of the engine.

At this time, when the first BSG torque is lower than the lower limit torque at which the first BSG torque is generated, the first BSG torque is changed to the lower limit torque to control the shift of the vehicle to reduce the rotational speed of the engine.

If the first rotational speed is slower than the second rotational speed, a second BSG torque may be applied to control the shift of the vehicle to increase the rotational speed of the engine.

At this time, when the second BSG torque is greater than the upper limit torque at which the belt slip occurs, the second BSG torque is changed to the upper limit torque to control the shift of the vehicle to increase the rotational speed of the engine.

The vehicle shift control system and method according to the present invention can control the BSG torque to mitigate the shift shock and shorten the time for completing the shift.

In addition, the traveling stability can be improved by precisely controlling the BSG torque in consideration of the driving direction of the BSG torque and the belt slip.

1 is a block diagram schematically showing the configuration of a shift control system for a vehicle according to an embodiment of the present invention.
2 is a view showing a shift control method of a vehicle according to an embodiment of the present invention.
3 is a graph showing the BSG torque reducing the difference between the rotational speed of the engine and the rotational speed applied to the target gear according to the embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as "comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

If any part is referred to as being "on" another part, it may be directly on the other part or may be accompanied by another part therebetween. In contrast, when a section is referred to as being "directly above" another section, no other section is involved.

The terms first, second and third, etc. are used to describe various portions, components, regions, layers and / or sections, but are not limited thereto. These terms are only used to distinguish any moiety, element, region, layer or section from another moiety, moiety, region, layer or section. Thus, a first portion, component, region, layer or section described below may be referred to as a second portion, component, region, layer or section without departing from the scope of the present invention.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms as used herein include plural forms as long as the phrases do not expressly express the opposite meaning thereto. Means that a particular feature, region, integer, step, operation, element and / or component is specified and that the presence or absence of other features, regions, integers, steps, operations, elements, and / It does not exclude addition.

Terms indicating relative space such as "below "," above ", and the like may be used to more easily describe the relationship to other portions of a portion shown in the figures. These terms are intended to include other meanings or acts of the apparatus in use, as well as intended meanings in the drawings. For example, when inverting a device in the figures, certain parts that are described as being "below" other parts are described as being "above " other parts. Thus, an exemplary term "below" includes both up and down directions. The device can be rotated 90 degrees or rotated at different angles, and the term indicating the relative space is interpreted accordingly.

Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Commonly used predefined terms are further interpreted as having a meaning consistent with the relevant technical literature and the present disclosure, and are not to be construed as ideal or very formal meanings unless defined otherwise.

Hereinafter, 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. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

1 is a block diagram schematically showing the configuration of a shift control system for a vehicle according to an embodiment of the present invention.

1, a shift control system for a vehicle according to an embodiment of the present invention includes an integrated control unit 110, a motor driving unit 120, and a Belt-integrated Starter Generator The engine control unit 140, the engine 150, the transmission control unit 160, the transmission 170, the wheel and wheel sensor 180, the gear rotation speed calculation unit 190, the battery and the battery control unit, .

The integrated control unit 110 includes a motor driving unit 120 for controlling the BSG 130, an engine control unit 140 for controlling the engine 150, a transmission control unit 160 for controlling the transmission 170 connected to the wheels, And so on. The integrated controller 110 collects the shift information from the specific components, determines the torque of the BSG 130 according to the shift information, and transmits the determined torque to the motor driver 120.

The BSG 130 is interlocked with the engine 150 by a belt and can be used at the start of the engine 150. The BSG 130 has a function of continuously generating electricity as in the case of a normal alternator and a function of recovering braking energy by electric energy A braking function, and a torque assist function for assisting the torque of the drive shaft when the vehicle is started or a drive torque is required.

However, the BSG 130 assists the output of the engine 150, and when the BSG 130 momentarily generates a certain torque or more to the BSG 130, a belt slip occurs. As the belt slip phenomenon occurs during operation in the regenerative direction, the temperature is raised due to the frictional force between the belt and the pulley, and the belt length is increased to cause a hardening phenomenon. The belt hardens and cracks in the inner part of the belt and the wear progresses rapidly. If the rotation speed of the belt is faster than the rotation speed of the pulley of the BSG due to the belt slip phenomenon during operation in the driving direction, the belt may be reversed and the belt may be derailed in some cases.

The motor driving unit 120 may control the BSG 130 according to the BSG torque determined by the integrated control unit 110. [

The wheel sensor 180 transmits the rotational speed of the wheel to the integrated controller 110.

The engine control unit 140 may transmit the first rotation speed of the engine 150 to the integrated control unit 110. [

The gear rotational speed calculating unit 190 can calculate the second rotational speed of the target gear stage based on the rotational speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the number of target gears received by the integrated controller 110. [ The reduction ratio of the number of stages of the target gear means the reduction ratio of the target number of gears to be shifted. The second rotational speed of the target gear stage means the rotational speed required for the drive shaft, which is the transmission drive power input terminal, to transmit the rotational speed to the wheel at the target gear ratio to be shifted.

)에 차동기어 감속비(

)를 곱하면 차동기어 입력축의 회전속도(

)를 산출할 수 있다. 상기 차동기어 입력축의 회전속도(

는 변속기의 구동력 출력단인 비구동축의 회전속도(

)와 같다. 따라서 상기 차동기어 입력축의 회전속도(

=

)에 타겟 기어단수의 감속비(=변속하려는 목표 단수의 감속비,

)를 곱하면 변속하려는 목표 단수에 부합하는 변속기의 구동력 입력단인 구동축의 회전속도(

)를 산출할 수 있다. 따라서 타겟 기어단수의 제2 회전속도(변속하려는 목표단수의 변속기의 구동력 입력단인 구동축의 회전속도,

)는 아래 수학식 1을 만족한다.Specifically, the integrated control unit 110 can not directly measure the rotation speed required for the drive shaft, which is the transmission drive power input terminal for transmitting the drive wheel at a proper reduction ratio. Therefore, the gear speed calculating section 190 can calculate the gear speed through the wheel speed measured by the wheel sensor 180. [ The rotational speed of the wheel

) To the differential gear reduction ratio (

), The rotational speed of the differential gear input shaft (

) Can be calculated. The rotational speed of the differential gear input shaft (

The rotational speed of the non-drive shaft (i.e.,

). Therefore, the rotational speed of the differential gear input shaft (

=

), The reduction gear ratio of the number of stages of the target gear (= reduction ratio of the target gear to be shifted,

), The rotation speed of the drive shaft, which is the drive force input end of the transmission corresponding to the target number of gears to be shifted

) Can be calculated. Therefore, the second rotational speed of the target gear stage (the rotational speed of the drive shaft, which is the driving force input end of the transmission whose target number is the target of shifting,

) Satisfies the following expression (1).

는 타겟 기어단수의 제 2회전속도(=변속하려는 목표단수의 변속기의 구동력 입력단인 구동축의 회전속도)를 나타내고,

은 휠의 회전속도를 나타내고,

은 차등기어의 감속비를 나타내며,

는 타겟 기어단수의 감소비를 나타낸다.In Equation (1)

Represents the second rotational speed of the target gear stage number (= rotational speed of the drive shaft, which is the drive force input end of the transmission whose target number is the shift target)

Represents the rotational speed of the wheel,

Represents the reduction ratio of the differential gear,

Represents the reduction ratio of the number of stages of the target gear.

)와 기어회전속도 산출부(190)에서 산출한 타겟 기어단수의 제 2회전속도 차이를 비교하여, 회전속도 차이를 감소시키기 위한 엔진 회전속도를 제어하는 BSG 토크를 결정할 수 있다.The integrated control unit 110 receives the first rotation speed of the engine received from the engine control unit 140

) And the second rotational speed difference of the target gear ratio calculated by the gear rotational speed calculating unit 190 to determine the BSG torque for controlling the engine rotational speed for reducing the rotational speed difference.

That is, when the first rotational speed of the engine is higher than the second rotational speed of the target gear stage calculated by the gear rotational speed calculating unit 190, the integrated control unit 110 outputs the first BSG torque You can decide.

However, if the magnitude of the first BSG torque acting in the regenerative direction for reducing the rotational speed of the engine is larger than the magnitude of the lower limit torque, which is the torque at which the belt slip is generated, the integrated controller 110 sets the torque of the BSG to the lower limit torque You can decide.

The motor driving unit 120 drives the BSG with the first BSG torque or the lower limit torque determined by the integrated control unit 110 and the BSG controls the first rotational speed of the engine to be the second rotational speed of the target gear stage can do.

Further, when the first rotational speed of the engine is slower than the second rotational speed of the target gear stage calculated by the gear rotational speed calculator 190, the integrated controller 110 determines the second BSG torque to increase the rotational speed of the engine .

However, if the magnitude of the second BSG torque operating in the driving direction for increasing the rotational speed of the engine is larger than the magnitude of the upper limit torque, which is the torque at which the belt slip is generated, the integrated control unit 110 sets the torque of the BSG to the upper limit torque You can decide.

The motor driving unit 120 drives the BSG with the second BSG torque or the upper limit torque determined by the integrated controller 110 and the BSG controls the first rotational speed of the engine to be the second rotational speed of the target gear stage can do.

2 is a view showing a shift control method of a vehicle according to an embodiment of the present invention.

The electronically controlled automatic transmission can be controlled in conjunction with the comfort and stable running performance of the transmission, the improvement of the fuel consumption rate, and other electronic control devices with the engine electronic control device.

First, if the vehicle is running (S10), it is determined that the running safety logic of the vehicle is operating (S20). Specifically, it is judged whether the driving safety logic such as a Traction Control System (TCS) or an Anti-lock Brake System (ABS) is operating.

As a result of the determination in S20, when the running safety logic of the vehicle operates, the current shift stage is fixed and the vehicle can run smoothly.

If the driving safety logic of the vehicle does not operate as a result of the determination in S20, it is determined whether the vehicle is shifting (S30).

As a result of the determination in S30, if the shift is not made, the current running state is maintained.

On the other hand, if it is determined in step S30 that the vehicle is shifting, the rotational speed of the wheel detected by the wheel sensor 180 is received (S40). Specifically, the integrated control unit 110 receives the rotation speed of the wheel during running of the vehicle from the wheel sensor 180, the current rank information of the current transmission 170 from the transmission control unit 160, and the target gear rank information.

Based on the information, the gear rotation speed calculation unit calculates the second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the number of the target gears received by the integrated control unit (S50).

)를 수신한다(S60). 구체적으로, 엔진 제어부가 현재 엔진에서 변속기로 전달하는 엔진의 회전속도를 측정하여 통합 제어부로 전달한다.The integrated control unit receives from the engine control unit the first rotation speed of the engine

(S60). Specifically, the engine control unit measures the rotation speed of the engine transmitted from the present engine to the transmission, and transfers the measured rotation speed to the integrated control unit.

)와 상기 타겟 기어단수의 제2 회전속도(

)를 비교한다(S70). 구체적으로, 엔진의 회전속도(

)가 휠에 적적할 감속비로 전달될 수 있는 회전속도(

)를 만족하는지 비교한다.The first rotational speed of the engine

And the second rotational speed of the target gear stage number

(S70). Specifically, the rotational speed of the engine

) Can be transmitted at the reduction ratio to be applied to the wheel

) Is satisfied.

)의 차이는 변속기의 입력단인 구동축과 구동력의 출력단인 비구동축의 동력단절 또는 슬립 구간을 발생시킨다. 즉 엔진의 회전속도(

)는 구동축의 회전속도로 변속하려는 목표단수의 변속기의 구동력 입력단인 구동축의 회전속도(

)보다 빠른 경우 변속기의 내구에 영향을 끼치며, 느린 경우에는 변속기의 전달 효율이 저하되는 원인이 된다. 따라서, BSG를 통해 엔진의 회전속도를 조절하여 변속기의 입력축에 요구되는 회전속도(

)를 만족하게 할 수 있다.The rotation speed (

) Causes a power disconnection or a slip section of the drive shaft, which is the input end of the transmission, and the non-drive shaft, which is the output end of the drive force. That is, the rotation speed of the engine

) Is the rotational speed of the drive shaft, which is the drive force input end of the transmission whose target number of gears is to be shifted at the rotational speed of the drive shaft

) Will affect the durability of the transmission, and if it is slow, the transmission efficiency of the transmission may be lowered. Therefore, by adjusting the rotational speed of the engine through the BSG, the rotational speed required for the input shaft of the transmission

) Can be satisfied.

)가 타겟 기어단수의 제2 회전속도(

)보다 빠른 경우, 통합 제어부는 상기 결정된 제1 BSG토크의 크기가 밸트 슬립이 발생되는 하한 토크의 크기를 비교한다(S80).As a result of the comparison at step S70, the first rotational speed of the engine

) Is the second rotational speed of the target gear stage number

, The integrated controller compares the magnitude of the determined first BSG torque with the magnitude of the lower limit torque at which the belt slip occurs (S80).

As a result of the comparison at step S80, if the first BSG torque is small, the integrated controller transmits a signal to the motor driving unit at the first BSG torque (S90).

As a result of the comparison in step S80, if the first BSG torque is large, the signal is changed to the lower limit torque and the signal is transmitted to the motor driving unit (S100).

)가 타겟 기어 회전속도(

)보다 빠른 경우, 변속기의 구동력 입력단인 구동축에 전달되는 엔진의 회전속도(

)가 목표단수 감속비 적용된 변속기의 구동력 출력단인 비구동축의 회전속도(

)보다 빨라져서 변속 충격이 발생하게 된다. 따라서, 상기 변속기의 구동축에 전달되는 엔진의 회전속도(

)를 감소시켜야 한다. 통합 제어부는 상기 회전속도의 차이(

)를 감소시키는 회생방향으로 동작하는 제1 BSG의 토크를 발생시킨다. Specifically, the rotational speed of the engine

) Is the target gear rotation speed (

), The rotational speed of the engine transmitted to the driving shaft, which is the driving force input end of the transmission

) Is the rotation speed of the non-drive shaft (i.e., the drive power output stage of the transmission subjected to the target step reduction ratio)

), Resulting in a shift shock. Therefore, the rotational speed of the engine transmitted to the drive shaft of the transmission

). The integrated control unit controls the difference

Of the first BSG operating in the regenerative direction.

)를 감소시키는 BSG 토크의 크기가 밸트 슬립을 발생시키는 하한 토크보다 큰 경우에는 하한 토크로 BSG 토크를 발생시킨다.However, as shown in FIG. 3,

) Is larger than the lower limit torque causing the belt slip, the BSG torque is generated at the lower limit torque.

)는 타겟 기어단수의 회전속도(

)와 오차를 감소시켜, 변속 충격 완화 및 변속이 완료되는 시간을 단축시킬 수 있게 된다.The motor driving unit drives the BSG based on the first BSG torque or the lower limit torque received from the integrated control unit. By driving the BSG, the rotational speed of the engine

) Is the rotational speed of the target gear stage (

And the error can be reduced, so that it is possible to shorten the time for completing the shift shock mitigation and shifting completion.

)가 타겟 기어단수의 제2 회전속도(

)보다 느린 경우, 통합 제어부는 상기 결정된 제1 BSG토크의 크기가 밸트 슬립이 발생되는 하한 토크의 크기를 비교한다(S110).If the result of the comparison in step S70 is the first rotational speed of the engine

) Is the second rotational speed of the target gear stage number

, The integrated controller compares the magnitude of the determined first BSG torque with the magnitude of the lower limit torque at which the belt slip occurs (S110).

As a result of the comparison at step S110, if the second BSG torque is small, the integrated controller transmits a signal to the motor driver at the second BSG torque at step S120.

As a result of the comparison in step S110, when the second BSG torque is large, the signal is changed to the lower limit torque and the signal is transmitted to the motor driving unit (S130).

)가 타겟 기어 회전속도(

)보다 느린 경우, 변속기의 구동력 입력단인 구동축에 전달되는 엔진의 회전속도(

)가 목표단수 감속비 적용된 변속기의 구동력 출력단인 비구동축의 회전속도(

)보다 느려져서 변속 충격이 발생하게 된다. 따라서, 상기 변속기의 구동축에 전달되는 엔진의 회전속도(

)를 증가시켜야 한다. 따라서 통합 제어부는 상기 회전속도의 차이(

)를 감소시키는 구동방향으로 동작하는 제2 BSG의 토크를 발생시킨다. Specifically, the rotational speed of the engine

) Is the target gear rotation speed (

), The rotation speed of the engine transmitted to the drive shaft, which is the driving force input end of the transmission

) Is the rotation speed of the non-drive shaft (i.e., the drive power output stage of the transmission subjected to the target step reduction ratio)

), Resulting in a shift shock. Therefore, the rotational speed of the engine transmitted to the drive shaft of the transmission

) Should be increased. Therefore, the integrated control unit may determine the difference

) Of the second BSG operating in the driving direction.

)를 감소시키는 BSG 토크의 크기가 밸트 슬립을 발생시키는 상한 토크보다 큰 경우에는 상한 토크로 BSG 토크를 발생시킨다. However, as shown in FIG. 3,

) Is larger than the upper limit torque causing the belt slip, the BSG torque is generated with the upper limit torque.

)는 타겟 기어단수의 회전속도(

)와 오차를 감소시켜, 변속 충격 완화 및 변속이 완료되는 시간을 단축시킬 수 있게 된다. The motor driving unit drives the BSG based on the second BSG torque or the upper limit torque received from the integrated control unit. By driving the BSG, the rotational speed of the engine

) Is the rotational speed of the target gear stage (

And the error can be reduced, so that it is possible to shorten the time for completing the shift shock mitigation and shifting completion.

The vehicle shift control system and method according to the present invention can control the BSG torque to mitigate the shift shock and shorten the time for completing the shift. In addition, the traveling stability can be improved by precisely controlling the BSG torque in consideration of the driving direction of the BSG torque and the belt slip.

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 present invention as defined by the following claims and their equivalents. Only. The scope of the present invention is defined by the appended claims rather than the detailed description and all changes or modifications derived from the meaning and scope of the claims and their equivalents are to be construed as being included within the scope of the present invention do.

110:
120:
130: BSG
140: engine control unit
150: engine
160: Transmission control section
170: Transmission
180: Wheel sensor
190: gear rotation speed calculating unit

Claims (15)

A wheel sensor for detecting the rotational speed of the wheel;
An engine control unit for detecting a first rotational speed of the engine;
A gear rotation speed calculation unit for calculating a second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the number of stages of the target gear;
An integrated controller for generating a belt-integrated starter generator (BSG) torque for controlling the rotational speed of the engine in accordance with the difference between the first rotational speed and the second rotational speed; And
A motor driving unit for driving a BSG (Belt-integrated Starter Generator) according to the BSG (Belt-integrated Starter Generator) torque; And a control device for controlling the shift of the vehicle.
The method according to claim 1,
Wherein the gear rotation speed calculation unit calculates the second rotation speed of the target gear stage by multiplying the rotation speed of the wheel by the reduction ratio of the differential gear and the target gear reduction ratio.
The image processing apparatus according to claim 1,
And generates a first BSG torque that reduces the rotational speed of the engine when the first rotational speed is faster than the second rotational speed.
The method according to claim 3,
And the motor drive unit drives the BSG that reduces the engine rotation speed based on the first BSG torque.
The method of claim 3,
Wherein the integrated control unit changes the first BSG torque to the lower limit torque when the first BSG torque is smaller than the lower limit torque at which the belt slip is generated.
The method of claim 5,
And the motor drive unit drives the BSG that reduces the engine rotational speed based on the lower limit torque.
The image processing apparatus according to claim 1,
And generates a second BSG torque that increases the rotational speed of the engine when the first rotational speed is slower than the second rotational speed.
The method of claim 7,
And the motor drive unit drives the BSG that increases the engine rotation speed based on the second BSG torque.
The method of claim 7,
Wherein the integrated control unit changes the second BSG torque to the upper limit torque when the second BSG torque is greater than the upper limit torque at which the belt slip is generated.
The method of claim 9,
And the motor drive unit drives the BSG that increases the engine rotation speed based on the upper limit torque.
A belt-integrated starter generator (BSG) torque is generated by comparing a first rotational speed of the engine with a second rotational speed applied to a deceleration of the target gear stage,
And adjusting a rotation speed of the engine by applying a BSG torque for reducing a difference between the first rotation speed and the second rotation speed.
The method of claim 11,
And if the first rotation speed is faster than the second rotation speed, applying a first BSG torque to reduce the rotation speed of the engine.
The method of claim 12,
And changing the first BSG torque to the lower limit torque to decrease the rotation speed of the engine when the first BSG torque is lower than the lower limit torque at which the slip occurs.
The method of claim 11,
And if the first rotation speed is slower than the second rotation speed, applying a second BSG torque to increase the rotation speed of the engine.
15. The method of claim 14,
And increasing the rotational speed of the engine by changing the second BSG torque to the upper limit torque when the second BSG torque is greater than the upper limit torque at which the belt slip occurs.

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