KR20190009095A - Method and apparatus for controlling dual clutch transmission - Google Patents

Abstract

The present invention relates to a method and an apparatus for controlling a dual clutch transmission. According to the present invention, the method for controlling a dual clutch transmission comprises the following steps of: starting gear shifting by receiving a gear shifting start command of a transmission; controlling displacement of a coupling clutch and a release clutch for the sum of torque of the coupling clutch and torque of the release clutch to be constant; performing speed synchronization control by synchronizing a speed of an engine with another speed of the coupling clutch; and performing impulse reduction control by controlling predicted torque of the engine to follow the sum of predicted torque of the coupling clutch and predicted torque of the release clutch in the speed synchronization control.

Description

Field of the Invention [0001] The present invention relates to a dual clutch transmission,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control method and apparatus for a dual clutch transmission, and more particularly, to a shift control method and apparatus for a dual clutch transmission that controls a shift shock when a vehicle is equipped with a dual clutch transmission, will be.

A dual clutch transmission (DCT) is an automatic manual transmission, which includes two clutches coupled to the ends of two input shafts in a transmission, and the power input from the engine via the clutch is transmitted to either input shaft And the gear ratio of the gears disposed on the two input shafts is adjusted to output the corresponding power.

More specifically, the dual clutch transmission consists of two input shafts and one output shaft. At this time, the engine is connected to one of the two input shafts by a clutch, and a predetermined one of a plurality of gear stages formed on an input shaft connected to the engine is connected to the output shaft, The power is transferred to the wheel. For example, among the two input shafts, the first input shaft is provided with the gear means 1, 3, 5 and 7 and the second input shaft is provided with the gears 2, 4 and 6 and the reverse gear R, May be provided.

According to this structure, while the vehicle is connected to the output shaft by the hole gear of the first input shaft and travels, the connection of the first clutch to the engine shaft is released to release the first clutch torque, Is connected to the engine shaft to generate the second clutch torque, and is connected to the output shaft by the even-numbered gears of the second input shaft for traveling.

However, conventionally, in this shifting process, the focus is on minimizing the shift time, and there is a problem in that a smooth shifting is not performed because the shift shock amount in the joining process of the coupling clutch is not considered.

Korean Patent Publication No. 10-2016-0068307

SUMMARY OF THE INVENTION It is therefore an object of the present invention to solve the problems of the conventional art as described above, And to control the sum of the clutch torque so as to minimize the shifting shock, thereby providing a shift control method and apparatus for a dual clutch transmission.

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other matters not mentioned can be clearly understood by those skilled in the art from the following description.

According to the present invention, there is provided a shift control method for a dual clutch transmission, comprising the steps of: (a) starting a shift by receiving a shift start command of the transmission; (b) controlling the displacement of the coupling clutch and the release clutch such that the sum of the torque of the coupling clutch and the torque of the releasing clutch is constant; (c) performing a speed synchronization control to synchronize the speed of the engine with the speed of the coupling clutch; And (d) performing, during the speed synchronization control, the predicted torque of the engine so as to follow the sum of the predicted torque of the engagement clutch and the predicted torque of the release clutch to perform the impulse reduction control, Speed control method of the present invention.

Here, in the step (b), the torque of the release clutch and the torque of the release clutch are simultaneously generated so that the torque of the release clutch and the torque of the release clutch are simultaneously generated, And controlling the displacement.

Here, the engine is an internal combustion engine, and the engine throttle can be controlled in step (c) to synchronize the speed.

Here, the engine throttle can be feedback-controlled through the difference between the target engine speed and the speed of the engine measured by the sensor, with the speed of the engagement clutch being the target engine speed.

If the difference between the speed of the coupling clutch and the speed of the engine reaches the reference value in the step (c), the step (d) may be performed.

Here, the engine is an internal combustion engine, and in the step (d), the engine throttle can be feedback-controlled through the difference between the predicted torque of the engine and the sum of the predicted torque of the coupling clutch and the predicted torque of the releasing clutch.

Wherein the controller is configured to measure the speed of the engine, the speed of the engagement clutch, and the speed of the release clutch from a sensor, and from the speed of the engine, the speed of the engagement clutch and the speed of the release clutch via an observer model of the feedback control The predicted torque of the engine, the predicted torque of the engagement clutch, and the predicted torque of the release clutch can be estimated.

Here, the displacement of the engagement clutch and the release clutch can be controlled until the torque of the release clutch reaches the reference value in the step (b).

The above object is also achieved by a shift control device for a dual clutch transmission, comprising: a clutch displacement control section for controlling displacement of a release clutch and a coupling clutch; A speed synchronization control section for controlling the speed of the engine to synchronize the speed of the engine with the speed of the engagement clutch; And an impact amount reduction control unit for controlling the speed of the engine so as to reduce the amount of impact upon engagement of the engagement clutch before the completion of the speed synchronization. At the start of the shift, the clutch displacement control unit controls the torque of the engagement clutch, Controls the displacement of the release clutch and the engagement clutch so that the sum of the torque is constant, and when the torque of the release clutch reaches the reference value by the control of the displacement, the speed synchronization control section operates to perform speed synchronization control, The impact amount reduction control unit is operated and the shifting is completed when the difference between the speed of the engagement clutch and the speed of the engine reaches a reference value during the speed synchronization control, and the shift control apparatus of the dual clutch transmission.

Here, the impact amount reduction control section may control the speed of the engine so that the predicted torque of the engine follows the sum of the predicted torque of the coupling clutch and the predicted torque of the release clutch.

Here, the engine is an internal combustion engine, and the impact amount reduction control section can feedback-control the engine throttle through the difference between the predicted torque of the engine and the sum of the predicted torque of the coupling clutch and the predicted torque of the releasing clutch.

Wherein the controller further includes a sensor for measuring the speed of the engine, the speed of the coupling clutch, and the speed of the releasing clutch, wherein the speed of the measured engine, the speed of the coupling clutch, The predicted torque of the engine, the predicted torque of the engagement clutch, and the predicted torque of the release clutch can be estimated from the speed of the clutch.

As described above, according to the shift control method and apparatus for a dual clutch transmission according to an embodiment of the present invention, the shift shock amount is minimized at the time of shifting the vehicle equipped with the dual clutch transmission, There is an advantage that it can be.

1 is a conceptual diagram schematically showing the structure of a dual clutch transmission of a vehicle.
2 is a flowchart of a shift control method of a dual clutch transmission according to an embodiment of the present invention.
Fig. 3 shows a graph related to the shift from the first stage to the second stage of the dual clutch transmission according to the embodiment of the present invention.
4 is a control flowchart of the speed synchronization control according to an embodiment of the present invention.
5 is a control flowchart of the impact amount reduction control according to the embodiment of the present invention.
FIG. 6 is a flowchart illustrating a shift process and a comparison process of a dual clutch transmission according to the present invention. FIG. 6 is a flow chart illustrating a process of shifting from the first stage to the second stage of the dual clutch transmission, Lt; / RTI >
7 is a view showing a shift control apparatus for a dual clutch transmission according to an embodiment of the present invention.

The details of the embodiments are included in the detailed description and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving them will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. To fully disclose the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described with reference to the drawings for explaining a shift control method and a control apparatus for a dual clutch transmission according to embodiments of the present invention.

2 is a flowchart of a shift control method of a dual clutch transmission according to an embodiment of the present invention, and Fig. 3 is a flowchart of a shift control method of a dual clutch transmission according to an embodiment of the present invention. FIG. 4 is a control flowchart of the speed synchronization control according to an embodiment of the present invention, and FIG. 5 is a flowchart illustrating a control operation of the dual clutch transmission according to one embodiment FIG. 6 is a control flow chart of the impact amount reduction control according to the example. FIG. 6 is a flow chart for comparing the shifting process of the dual clutch transmission according to the present invention. In the case where only the speed synchronization control is performed and the impact amount reduction control of the present invention is not performed, The related graph is shown in the process of shifting from the first stage to the second stage of the transmission.

First, as shown in FIG. 1, the dual clutch transmission includes clutches 120a and 120b mounted on two input shafts 110a and 110b, respectively, The first input shaft 110a is provided with the gears of the hole means 1, 3, 5 and 7 and the second input shaft 110b is provided with the gears of the pair means 2, 4 and 6, But the present invention is not limited thereto. The gears of the input shafts 110a and 110b are coupled to the output shaft 140 to transmit power. At this time, engagement and disengagement between the clutches 120a and 120b and the engine shaft are automatically controlled by using an electric or hydraulic actuator, and engagement and disengagement between the output shaft 140 and the respective gears are controlled to perform the shifting.

The illustrated engine 100 is not limited to an internal combustion engine, but may be collectively referred to as a motor engine of an electric vehicle, or an engine in which an internal combustion engine and a motor engine of a hybrid vehicle are combined. In the following description, the internal combustion engine will be mainly described, but the present invention is not limited thereto.

The output of the engine 100 is transmitted to the wheel 160 via the clutch 120a or 120b, the transmission 130 and the differential gear 150. In the shifting process, gear shifting is performed by control of the release clutch and the engagement clutch . The releasing clutch and the engaging clutch are not terms referring to the specific clutches 120a and 120b but are a clutch that is disengaged from the engine shaft in the course of changing from the present gear stage to the target gear stage to be changed, Is referred to as a coupling clutch. 1, the clutch of the first input shaft 110a becomes the release clutch and the clutch of the second input shaft 110b becomes the engagement clutch when the gear position is changed from the first gear position to the second gear position, The clutch of the first input shaft becomes the engagement clutch and the clutch of the second input shaft becomes the release clutch. In the following description, the clutch 120a of the first input shaft 110a is referred to as the release clutch (second clutch) 120a and the clutch 120b of the second input shaft 110b is referred to as a coupling clutch 120b.

The shifting control method of the dual clutch transmission according to the embodiment of the present invention includes a step S210 of starting shifting, a step of shifting the coupling clutch 120b so that the sum of the torque of the coupling clutch 120b and the torque of the releasing clutch 120a is constant, Performing a displacement control of the release clutch 120a and S220, performing a speed synchronization control so as to synchronize the speed of the engine 100 with the speed of the engagement clutch 120b (S240); And performing the impact amount reduction control so that the predicted torque of the engagement clutch 120b follows the sum of the predicted torques of the two clutches during the speed synchronization control (S260).

First, a shift start command of the transmission is inputted and a shift is started (S210). The target gear stage number can be determined based on the vehicle speed and the engine throttle opening amount. When the target gear stage number is different from the present gear stage number, the shift start command is transmitted to the control section to start shifting (① in FIG.

3 is a graph relating to a shifting process from the first stage to the second stage. In the graph, odd denotes a release clutch 120a which is a clutch 120a formed on the first input shaft 110a on which the gear of the hole means is mounted, And even refers to the coupling clutch 120b which is the clutch 120b formed on the second input shaft 110b on which the even-numbered gear is mounted.

Next, the clutch displacement control unit 310 controls the engagement clutch 120b and the release clutch 120a so that the sum of the torque of the engagement clutch 120b and the torque of the release clutch 120a is kept constant for improving the operability in the torque transmission process ((2) to (3) in FIG. 3 (a), torque step) (S220). The torque T _odd of the release clutch 120a decreases as the release clutch 120a and the engagement clutch 120b are displaced in the procedures of (2) to (3) in FIGS. 3A and 3B, The torque T _even of the two clutches 120a and 120b rises and the torque sum of the two clutches 120a and 120b is maintained constant.

At this time, the simultaneous displacement control of the engagement clutch 120b and the release clutch 120a (see (2) in Fig. 3 (a)) is performed so that the increase of the torque of the engagement clutch 120b and the decrease of the torque of the release clutch 120a occur at the same time It is preferable to control the displacement of the release clutch 120a to the minimum displacement (X1 in Fig. 3 (a)) that maintains the torque of the release clutch 120a at the start of the shift (A) of (a) to ①) ②). At this time, it can be seen that the torque T _odd of the release clutch does not change and the torque at the shift start point is maintained even if the displacement of the release clutch 120a changes in (1) through (2) of FIG.

When the displacement of the two clutches 120a and 120b is controlled such that the sum of the torques of the two clutches 120a and 120b is controlled to be constant in the torque step (② to ③ in FIG. 3), the torque T _odd of the releasing clutch 120a, The torque T _even of the coupling clutch 120b gradually increases and the torque can be transmitted from the release clutch 120a to the coupling clutch 120b.

When the torque T _odd of the release clutch 120a gradually decreases and reaches the reference value S230, the torque transmission is terminated and the speed synchronization control unit 320 sets the speed of the engine 100 to Speed synchronization control is performed so as to synchronize the speed of the vehicle with the speed (synchronization control step during the inertia phase) (S2 to S3 in Fig. 3) (S240). At this time, when the engine 100 is an internal combustion engine, the opening amount of the engine throttle can be controlled to perform speed synchronization control.

4 shows a control flow diagram of speed synchronization control according to an embodiment of the present invention. There can be rate measured by the (ω _e) and a velocity (ω _clutch) for coupling the clutch sensor of the engine 100, this time may be a target engine speed (ω _{e _ dmd)} is the speed (ω _clutch) for coupling the clutch , it can be through the difference between the target engine speed (ω _{e _ dmd)} and speed (ω _e) of the engine measured by the current sensor to feedback control the opening caliber of the engine throttle to perform the speed synchronization control.

The torque T _e of the engine 100 is reduced by performing the speed synchronization control. Since the speed of the engine 100 in the speed synchronization control is controlled by the speed difference with the coupling clutch 120b as described above, The engine torque T _e rises again after a certain point of time.

6 is a flowchart showing a shift process when the speed synchronization control is performed until the difference between the speed ω _e of the engine 100 and the speed ω _even of the coupling clutch 120b becomes zero (③ through ④ in FIG. 6) 3, the process of steps 1 to 3 of FIG. 3 is the same as the process of steps 1 to 3 of FIG. At this time, if synchronization is performed until the difference is zero the speed (ω _e) and a velocity (ω _even) of the engaging clutch (120b) of the engine 100 to the feedback control of Figure 4. The speed change shock at the time when synchronization is complete, . At this time, the greater the difference between the torque T _e of the engine 100 and the torque T _even of the coupling clutch 120b, the larger the shift shock amount becomes. (④ in Fig. 6) the speed of the engine 100 at the 6 (ω _e) is a quality time equal to the speed (ω _even) of the engaging clutch (120b), the increase in the engine 100, the torque (T _e), the engine ( 100) The difference between the torque T _e and the torque T _even of the coupling clutch 120b is reduced, but the difference is large and a large shift shock occurs.

Therefore, in the present invention, the impulse amount reduction control unit 330 determines that the predicted torque of the engine 100 is the sum of the predicted torques of the two clutches 120a and 120b at a predetermined point in time (④ in FIG. 3) The impact amount reduction control is performed so as to follow (the impact amount reduction control step during the inertia step) ((4) to (5) in FIG. 3) (S260).

The time of performing the reduction control amount of impact as described above (in FIG. 3 ④) is that reached the reference value set the car speed (ω _e) of the speed (ω _even) and the engine (100) of the engaging clutch (120b) at a rate synchronization control process, (S250). However, the present invention is not limited thereto.

)와 두 클러치(120a, 120b) 의 예측 토크(

,

)의 합의 차이를 통해 엔진 스로틀을 피드백 제어한다. 이때, 센서(미도시)는 엔진(100)의 속도(ω_e)와 두 클러치(120a, 120b)의 속도(ω_clutch)를 계측하고, 피드백 제어의 관측기 모델을 통해 계측된 엔진(100)의 속도(ω_e)와 두 클러치(120a, 120b)의 속도(ω_clutch)로부터 엔진(100)의 예측 토크(

)와 결합 클러치(120b)의 예측 토크(

)와 해방 클러치(120a)의 예측 토크(

)를 예측할 수가 있다. 5 shows a control flow chart of the impact amount reduction control according to an embodiment of the present invention, in which the predicted torque of the engine 100

And the predicted torque of the two clutches 120a and 120b

,

) Of the engine throttle. At this time, a sensor (not shown) of the engine (100) speed (ω _e) and the two clutches (120a, 120b), the engine 100 measured by the observer model of measuring the speed (ω _clutch), and feedback control of the prediction of the torque speed (ω _e) and the engine 100 from the speed (ω _clutch) of the two clutches (120a, 120b) (

And the predicted torque of the coupling clutch 120b

And the release torque of the release clutch 120a

) Can be predicted.

6, only the speed synchronization control is performed in the inertia phase (③ to ④ in FIG. 6). When the speed synchronization is completed (④ in FIG. 6), the torque T _even of the coupling clutch 120b is lower than the torque 100) of the torque (T _e) and the like makin larger the difference in the torque (T _even) and the torque (T _e) of the engine 100 in the synchronization combination of immediately before the clutch (120b) is larger and the larger the shift shock.

)가 두 클러치(120a, 120b)의 예측된 토크(

,

)의 합을 추종하도록 제어하여 변속 충격량을 최소화할 수가 있다. 상기와 같이 충격량 저감 제어를 통해 엔진(100)의 토크(T_e)는 즉시 회복(도 3의 (b))되며 엔진(100)의 속도(ω_e)는 완만하게 결합 클러치(120b)의 속도(ω_even)와 동기화됨(도 3의 (c))을 도 6과 비교하여 확인할 수가 있다. 따라서, 엔진(100) 토크(T_e)가 즉각적으로 회복함에 따라서 엔진(100)의 속도(ω_e)와 결합 클러치(120b)의 속도(ω_even)가 같아지는 시점(도 3의 ⑤)에서 엔진(100) 토크(T_e)와 결합 클러치(120b)의 토크(T_even) 사이의 차가 줄어들어 변속의 충격량이 최소화시킬 수가 있다(도 3의 (d)).3, the difference between the speed ω _even of the coupling clutch 120b and the speed ω _e of the engine 100 in the speed synchronization control process of the inertia phase (④ to ⑤ in FIG. 3) The torque of the engine 100 predicted at the time point (4 in Fig. 3)

) Of the two clutches 120a and 120b

,

) Is controlled so as to follow the sum of the shift shock amount. Torque (T _e) of the engine 100 through the impulse reduction control as described above is immediately recovery rate, and the engine 100 ((b) of Fig. 3) (ω _e) is gently speed of the coupling clutch (120b) (Fig. 3 (c)), which is synchronized with the phase difference ω _even . Accordingly, engine 100 is the torque (T _e) is in the immediate recovery as therefore the engine 100 speed (ω _e) and a velocity (ω _even) the point in time (⑤ in Fig. 3) which is equal to the combined clutch (120b) of The difference between the torque T _{e of the} engine 100 and the torque T _even of the coupling clutch 120b is reduced and the amount of impact of the shift can be minimized (Fig. 3 (d)).

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

7 is a view showing a shift control apparatus for a dual clutch transmission according to an embodiment of the present invention.

The shift control apparatus for a dual clutch transmission according to an embodiment of the present invention may include a clutch displacement control unit 310, a speed synchronization control unit 320, and an impact amount reduction control unit 330. [

The clutch displacement control unit 310 controls the displacement of the release clutch 120a and the engagement clutch 120b using an electric or hydraulic actuator.

The speed synchronization control unit 320 controls the speed of the engine 100 to synchronize the speed of the engine 100 with the speed of the engagement clutch 120b. At this time, a control method, as a target engine speed (ω _{e _dmd)} the speed (ω _clutch) for coupling the clutch (120b) as described for 4 with reference to the target engine speed (ω _{e _ dmd)} and measured by the sensor engine 100 speed (ω _e) feedback controlling the speed (ω _e) of the engine 100 through the differences in can be used a method of (in the case of an internal combustion engine, the engine throttle control).

)와 두 클러치(120a, 120b)의 예측 토크(

,

)의 합의 차이를 통해 엔진 스로틀을 피드백 제어하도록 할 수가 있다. 이때, 엔진(100)의 속도(ω_e) 및 두 클러치(120a, 120b)의 속도(ω_clutch)는 센서를 통해 계측하고, 피드백 제어의 관측기 모델을 통해 계측된 엔진의 속도(ω_e) 및 두 클러치(120a, 120b)의 속도(ω_clutch)로부터 엔진(100)의 예측 토크(

), 결합 클러치(120b)의 예측 토크(

), 및 해방 클러치(120a)의 예측 토크(

)를 예측하여 구할 수가 있다. The impact amount reduction control unit 330 controls the speed of the engine 100 so as to reduce the amount of impact at the time of engagement of the engagement clutch 120b at a predetermined time before synchronization is completed by the speed synchronization control unit 320. [ At this time, the impulse amount reduction control can be performed by controlling the speed of the engine 100 such that the predicted torque of the engine 100 follows the sum of the predicted torque of the engagement clutch 120b and the predicted torque of the release clutch 120b . 5, when the engine 100 is an internal combustion engine, the impulse amount reduction control unit 330 calculates the predicted torque of the engine 100

And the predicted torque of the two clutches 120a and 120b

,

The engine throttle can be feedback-controlled through the difference of the sum of the engine throttle. At this time, the speed (ω _e) and the two clutches (120a, 120b), speed (ω _clutch) is the speed of the measurement by a sensor, and measuring through the observer models of the feedback control engine (ω _e) of the engine 100 and The predicted torque of the engine 100 from the speed _clutch ? Clutch of the two clutches 120a and 120b

, The predicted torque of the coupling clutch 120b

), And the predicted torque of the release clutch 120a (

) Can be estimated.

The process of performing the shifting of the dual clutch transmission according to the present invention by the operations of the clutch displacement control section 310, the speed synchronization control section 320 and the impact amount reduction control section 330 will be described with reference to FIGS. A detailed description thereof will be omitted.

The scope of the present invention is not limited to the above-described embodiments, but may be embodied in various forms of embodiments within the scope of the appended claims. 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 appended claims.

100: engine
110a: first input shaft
110b: second input shaft
120a, 120b: clutch
130: Transmission
140: Output shaft
150: Differential gear
160: wheel
310: clutch displacement control unit
320: Speed synchronization control section
330: Impact reduction control part

Claims (12)

A shift control method for a dual clutch transmission,
(a) starting a shift by inputting a shift start command of the transmission;
(b) controlling the displacement of the coupling clutch and the release clutch such that the sum of the torque of the coupling clutch and the torque of the releasing clutch is constant;
(c) performing a speed synchronization control to synchronize the speed of the engine with the speed of the coupling clutch; And
(d) performing, during the speed synchronization control, the impulse amount reduction control by controlling the predicted torque of the engine to follow the sum of the predicted torque of the coupling clutch and the predicted torque of the releasing clutch A shift control method. The method according to claim 1,
In the step (b)
Controlling the displacement of the release clutch to a minimum displacement which maintains the torque of the release clutch at the start of the shift so that the increase of the torque of the engagement clutch and the decrease of the torque of the release clutch occur at the same time A method of controlling shift of a dual clutch transmission. The method according to claim 1,
Wherein the engine is an internal combustion engine,
And the engine throttle is controlled to synchronize the speed in the step (c). The method of claim 3,
And the engine throttle is feedback-controlled through a difference between the target engine speed and the speed of the engine measured by the sensor, with the speed of the engagement clutch being the target engine speed. The method according to claim 1,
(D) when the difference between the speed of the coupling clutch and the speed of the engine reaches a reference value in the step (c). The method according to claim 1,
Wherein the engine is an internal combustion engine,
Wherein the engine throttle is feedback-controlled through the difference between the predicted torque of the engine and the sum of the predicted torque of the coupling clutch and the predicted torque of the releasing clutch in the step (d). The method according to claim 6,
From the sensor, the speed of the engine, the speed of the coupling clutch and the speed of the releasing clutch, and from the speed of the engine, the speed of the coupling clutch and the speed of the releasing clutch through the observer model of the feedback control, And estimating the estimated torque, the predicted torque of the coupling clutch, and the predicted torque of the releasing clutch. The method according to claim 1,
And the displacement of the engagement clutch and the release clutch is controlled until the torque of the release clutch reaches the reference value in the step (b). A shift control device for a dual clutch transmission,
A clutch displacement control section for controlling displacement of the release clutch and the engagement clutch;
A speed synchronization control section for controlling the speed of the engine to synchronize the speed of the engine with the speed of the engagement clutch; And
And an impact amount reduction control unit for controlling the speed of the engine so as to reduce an impact amount upon engagement of the engagement clutch before the completion of the speed synchronization,
The clutch displacement control section controls the displacement of the release clutch and the engagement clutch such that the sum of the torque of the engagement clutch and the torque of the release clutch is constant at the start of the shift, and the torque of the release clutch When the reference value is reached, the speed synchronization control unit operates to perform speed synchronization control. When the difference between the speed of the engagement clutch and the speed of the engine reaches the reference value during the speed synchronization control, the impact amount reduction control unit is operated and the shift is completed A shift control device for a dual clutch transmission. 10. The method of claim 9,
Wherein the impact amount reduction control section controls the speed of the engine so that the predicted torque of the engine follows the sum of the predicted torque of the coupling clutch and the predicted torque of the release clutch. 11. The method of claim 10,
Wherein the engine is an internal combustion engine,
Wherein the impact amount reduction control section feedback-controls the engine throttle through a difference between a predicted torque of the engine and a sum of a predicted torque of the coupling clutch and a predicted torque of the release clutch. 11. The method of claim 10,
Further comprising a sensor for measuring the speed of the engine, the speed of the engagement clutch, and the speed of the release clutch,
The predicted torque of the engine, the predicted torque of the engagement clutch, and the predicted torque of the release clutch are predicted and obtained from the speed of the measured engine, the speed of the engagement clutch and the speed of the release clutch through the observer model of the feedback control A shift control device for a dual clutch transmission.

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