KR20220006668A - System and method for launch control of vheicle - Google Patents

Abstract

Disclosed are a vehicle launching control system and a method thereof. According to an embodiment of the present invention, the vehicle launching control system comprises: an engine for outputting power in accordance with combustion of a fuel; a dual clutch transmission (DCT) for supporting automatized manual transmission using two friction clutches; a driving information detector for detecting driving information measured by various sensors and controllers in accordance with the driving of a vehicle; a torque compensation unit including at least one of a motor connected to a driving axis of the engine and an electric supercharger; and a controller for controlling engine torque in accordance with a driving condition of the vehicle on the basis of the driving information, and compensating the engine torque by operating the torque compensation unit as a torque increase source in accordance with control of an engine torque increase (ETI) when an accelerator pedal sensor (APS) value is the slow acceleration launching of a first set value or less during the launching of the vehicle. Therefore, marketability and product competitiveness can be secured.

Description

SYSTEM AND METHOD FOR LAUNCH CONTROL OF VHEICLE

The present invention relates to a vehicle start control system and method, and more particularly, to a vehicle start control system and method for improving the linear start time of a dual clutch transmission vehicle.

In general, an automatic transmission (AT) torque converter is applied, which has the advantage of improving drivability at the time of smooth start and re-acceleration of the vehicle, but has disadvantages in terms of fuel efficiency. In order to improve the fuel economy, a dual clutch transmission (DCT) vehicle has been developed that omits a torque converter and uses a friction clutch for starting and re-acceleration.

It is an automatic manual transmission that has two clutches, starts and accelerates through sequential shifting of odd and even gears, and receives power from the engine and transmits it to the drive shaft. have

However, DCT has a chronic problem in that the vehicle rattles intermittently under conditions where stops and starts are repeated, such as city driving or stationary sections. For example, the vehicle rattles due to various causes such as lack of consistency in engine torque, deterioration of clutch durability, and deviation of friction material even under normal control according to a desired target without any problem in DCT's starting clutch control (eg, shift control and matching). This can happen.

Due to this, complaints from customers who are accustomed to the soft start of the AT vehicle are generated, and there is a problem that negatively affects the performance of the DCT vehicle.

Matters described in this background section are prepared to improve understanding of the background of the invention, and may include matters that are not already known to those of ordinary skill in the art to which this technology belongs.

An embodiment of the present invention is to provide a vehicle start control system and method capable of securing a linear start and a smooth feeling of acceleration by performing engine torque compensation control using a torque increase source when a vehicle is started.

According to an aspect of the present invention, a vehicle start control system includes an engine outputting power according to combustion of fuel; DTC (Dual Clutch Transmission) that supports automatic manual transmission using two friction clutches; a driving information detector for detecting driving information measured by various sensors and controllers according to the driving of the vehicle; a torque compensator including at least one of a motor connected to a drive shaft of the engine and an electric supercharger; and controlling the engine torque according to the driving condition of the vehicle based on the driving information. ) a controller that compensates the engine torque by operating the torque compensator according to the control as a torque increase source.

Also, the driving information detector may detect DCT operation information including at least one of shift stage information, a start phase, and a clutch target torque through a CAN signal of a transmission management system (TMS).

Also, when the motor operates as the torque compensation source, a motor torque for compensating the engine torque may be added.

In addition, when the electric supercharger operates as the torque compensation source, the air in the supply line may be compressed by the rotational force of the electric motor to supply intake air with increased air volume and density to the engine.

In addition, when the ETI control is started, the controller limits control of a maximum value (MAX) of the requested engine torque according to the APS value, and operates the motor or electric supercharger to compensate the engine torque ( ETI#1) can be performed.

In addition, the controller may control the engine torque to a torque limit value set downward by a predetermined amount from the requested maximum value.

In addition, the controller compensates the engine torque by operating the motor or electric supercharger based on a first torque compensation map (MAP#1) set during the first ETI control, and the first torque compensation map (MAP#) In 1), the first compensation value of the torque increase is set in a table combining the APS value of the X-axis and the engine intake air temperature of the Y-axis, respectively, and may be provided in an open loop control method.

Also, when the slope value of the clutch target torque clm_LaunchTgtTc_Nm falls below the second set value, the controller controls the second ETI control (ETI#2) based on the second torque compensation map MAP#2 reflecting the clutch target torque. ) to compensate the engine torque.

In addition, the controller may terminate the ETI control when it is determined that the difference between the engine RPM and the DCT input shaft RPM is directly connected to a predetermined RPM or less during the ETI control.

In addition, the controller further includes a condition for terminating the ETI control when the amount of APS fluctuation in the ETI control exceeds the upper/lower limit set value (Upper/Lower Limit) or when the ETI control time exceeds the set reference time can do.

On the other hand, according to an embodiment of the present invention, the method for the controller to control the start of the DCT (Dual Clutch Transmission) applied vehicle is a) the start state of the vehicle based on the driving information detected by various sensors and the controller according to the driving of the vehicle. to figure out; b) initiating engine torque increase (ETI) control when the accelerator pedal sensor (APS) value is not a condition for sudden acceleration less than or equal to a first set value during the start; c) limiting control of the maximum value (MAX) of the requested engine torque according to the APS value and controlling the engine torque to a torque limit value set downward by a predetermined amount from the maximum value (MAX); and d) compensating for the engine torque by operating at least one of a motor connected to a drive shaft of the engine and an electric supercharger as a torque increase source.

In addition, the step b) may include performing general vehicle start control without starting the ETI control when the APS value exceeds the first set value under a sudden start condition.

In addition, in step d), when the start phase (clm_LaunchControlPhase), which is a time point at which the engine clutch is engaged, is detected according to DCT operation information, the first ETI control (ETI#1) for compensating the engine torque by operating the torque source may include steps.

In addition, the first ETI control (ETI#1) limits the control of the maximum value (MAX) of the engine torque during the start phase irrespective of the decrease in acceleration, and compensates the increase in torque secured as a surplus through a torque increase source to compensate the engine torque. torque can be increased.

In addition, after step d), e) detecting that the slope value of the clutch target torque (clm_LaunchTgtTc_Nm) detected as the driving information falls below a second set value; and f) a second ETI control (ETI#2) step of compensating for the engine torque by operating as the torque increase source based on a second torque compensation map (MAP#2) reflecting the clutch target torque; can

In addition, after step f), when it is determined that the difference between the engine RPM and the DCT input shaft RPM is directly related to a predetermined RPM or less, the method may further include terminating the ETI control.

In addition, the step of terminating the ETI control includes the step of terminating the ETI control when the amount of APS fluctuation exceeds the upper/lower limit set value (Upper/Lower Limit) or the ETI control time exceeds the set reference time. may include

According to an embodiment of the present invention, when starting a DCT vehicle, engine torque increase control using a motor connected to the drive shaft of the engine or an electric supercharger is performed to secure a linear start and a smooth feeling of acceleration, thereby preventing the vehicle from rattling. It works.

In addition, it is possible to secure a feeling of smooth start and acceleration of the vehicle by increasing the engine torque of the DCT vehicle, thereby solving the negative image of the performance of the DCT vehicle, and securing marketability and product competitiveness.

In addition, by actively utilizing the engine-side motor or electric supercharger applied to the vehicle as a torque compensation source through software without adding additional hardware, the engine torque increase (ETI) control can be applied to various vehicle types and specifications without additional cost. there is

1 schematically shows the configuration of a vehicle start control system according to an embodiment of the present invention.
2 is a view showing an engine torque increase (ETI) control state according to an embodiment of the present invention compared with the conventional one.
3 is a flowchart schematically illustrating a vehicle start control method according to an embodiment of the present invention.
4 shows an example of the first torque compensation map MAP#1 used for the first ETI control according to an embodiment of the present invention.
5 shows an example of the second torque compensation map MAP#2 used for the second ETI control according to an embodiment of the present invention.
6 is a graph showing the effect of ETI control according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those of ordinary skill in the art to which the present invention pertains can easily implement them. However, the present invention may be implemented in several different forms and is not limited to the embodiments described herein. And in order to clearly explain the present invention in the drawings, parts irrelevant to the description are omitted, and similar reference numerals are attached to similar parts throughout the specification.

Throughout the specification, when a part "includes" a certain element, it means that other elements may be further included, rather than excluding other elements, unless otherwise stated. In addition, terms such as “…unit”, “…group”, and “module” described in the specification mean a unit that processes at least one function or operation, which may be implemented as hardware or software or a combination of hardware and software. have.

Throughout the specification, terms such as first, second, A, B, (a), (b), etc. may be used to describe various elements, but the elements should not be limited by the terms. These terms are only for distinguishing the elements from other elements, and the essence, order, or order of the elements are not limited by the terms.

Throughout the specification, when a certain element is referred to as 'connected' or 'connected' to another element, it may be directly connected or connected to the other element, but another element may exist in between. It should be understood that there may be On the other hand, when it is said that a certain element is 'directly connected' or 'directly connected' to another element, it should be understood that another element does not exist in the middle.

Now, a vehicle start control system and method according to an embodiment of the present invention will be described in detail with reference to the drawings.

1 schematically shows the configuration of a vehicle start control system according to an embodiment of the present invention.

Referring to FIG. 1 , a vehicle start control system 100 according to an embodiment of the present invention includes an engine 110 , a dual clutch transmission (DCT) 120 , a driving information detector 130 , and a torque compensator. 140 and a controller 150 .

Hereinafter, in describing an embodiment of the present invention, the vehicle may be an internal combustion engine vehicle equipped with an engine or a mild hybrid electric vehicle (MHEV) equipped with a motor (not shown) that assists the driving force of the engine.

The engine 110 is a power source that converts thermal energy according to combustion of fuel into mechanical energy, and outputs engine power in an on-start state. For example, the engine 110 may be a gasoline or diesel engine, and is controlled to an optimal operating point according to the driver's acceleration/deceleration control map MAP to output engine torque.

The DCT 120 is an automated manual transmission equipped with both the efficiency of a manual transmission and the convenience of an automatic transmission using two friction clutches 121. The gear ratio is adjusted. In this case, the target shift stage of the DCT 120 determined according to conditions such as the vehicle speed, the throttle opening degree, and the target torque may be automatically controlled to maintain a vehicle speed suitable for the current driving condition.

The driving information detector 130 detects driving information required for vehicle start control from various sensors and controllers according to the driving of the vehicle and transmits it to the controller 150 .

For example, the driving information detector 130 includes an accelerator pedal sensor (APS) that detects an operating displacement of an accelerator pedal, a brake pedal sensor (BPS) that detects an operating displacement of a brake pedal, a vehicle speed sensor that detects the speed of the vehicle, and a vehicle speed sensor. Driving information may be collected from at least one of an acceleration sensor for detecting acceleration, a TMS for detecting DCT operation information, an engine RPM sensor, an engine intake air temperature/oil temperature sensor, and a motor sensor.

In this case, the driving information detector 130 may detect DCT operation information including shift stage information, a start phase, and a clutch target torque through the CAN signal of the TMS 122 . The start phase (clm_LaunchControlPhase) is a signal used for transmission control and refers to a time/section in which the engine clutch is engaged during start-up.

The torque compensator 140 includes at least one of a motor (Electric Motor) 141 and an electric supercharger (E-SC) 142 , and torque boosting engine torque with each unique function (operation) It serves as an augmentation source.

For example, the torque compensator 140 is configured only with a motor 141 that compensates torque by interworking with the engine 110 according to the vehicle model and specifications, or an electric supercharger that increases the engine torque by increasing the intake force of the engine 110 . Only 142 may be configured, or both the motor 141 and the electric supercharger 142 may be configured.

The motor 141 is connected to the drive shaft of the engine 110 to add motor torque for engine torque compensation when operating as a torque compensation source, or operates as a generator that converts the rotational force of an undriven drive shaft into electrical energy. The motor 141 may be connected to a drive shaft of the engine through a belt.

When the electric supercharger 142 operates as a compensation source, it compresses air in the supercharging line by the rotational force of an electrically operated electric motor to supply intake air with increased air volume and density to the engine 110 .

Unlike a turbocharger (not shown) that supercharges naturally aspirated air (external air), the electric supercharger 142 is operated when necessary regardless of the vehicle speed or the rotation speed of the engine 110 to provide sufficient intake air for boosting and cooling of engine torque. has the advantage of being able to provide Therefore, if necessary, one or more electric superchargers 142 may be installed depending on the vehicle model and specifications, or may be installed simultaneously to supplement the existing turbocharger.

The controller 150 stores various programs and data for vehicle start control according to an embodiment of the present invention, and controls the overall operation of each component according to the engine torque increase (ETI) logic accordingly. .

When the vehicle starts, the controller 150 compensates the engine torque by using at least one of the motor 141 and the electric supercharger 142 as a torque increase source to follow and control the required target engine RPM according to the driving information.

The controller 150 may be an EMS (Engine Management System) for an internal combustion engine vehicle, and an HCU (Hybrid Control Unit), which is an upper controller for torque distribution, may perform ETI logic in the case of an MHEV vehicle. However, the fraudulent EMS and HCU can be collectively referred to as a controller, and in the following description, they will be referred to as 'controllers' without difference from the vehicle model.

Meanwhile, FIG. 2 shows an engine torque increase (ETI) control state according to an embodiment of the present invention in comparison with the conventional one.

Referring to FIG. 2 , in the prior art, although the target to which the DCT control logic is set is followed when the vehicle starts, the torque is reduced due to the lack of consistency of the engine torque, deterioration of clutch durability, and friction material deviation, etc.

In addition, when the engine torque is low, the performance curve itself is low, but when the torque is reduced, when the intake air temperature is high, the density is lowered and the torque is lowered.

Therefore, even when a command to increase engine torque is given during low-speed start-up in a high-temperature environment with the conventional vehicle start control method, a rattle phenomenon due to torque reduction occurs in the same situation as above.

Accordingly, the controller 150 collects the driving information detected by the driving information detector 130 to determine the starting state of the vehicle, and drives the motor 141 or the electric supercharger 142 according to the ETI control when the vehicle starts. An object of the present invention is to secure a linear linear start and a smooth feeling of acceleration through the increase of the engine torque by compensating for the engine torque.

For this purpose, the controller 150 may be implemented as one or more processors operating according to a set program, and the set program may be programmed to perform each step of the vehicle start control method according to an embodiment of the present invention. .

Accordingly, the vehicle start control method will be described with reference to FIG. 3 below, and through this, the characteristics of the present invention of the controller 150 will be described in more detail.

3 is a flowchart schematically illustrating a vehicle start control method according to an embodiment of the present invention.

Referring to FIG. 3 , the controller 150 of the vehicle start control system 100 according to an embodiment of the present invention detects driving from various sensors and controllers of the vehicle through the driving information detector 130 when the engine is turned on. Information is collected to determine the driving state of the vehicle (S1). In this case, the controller 150 may collect driving information including at least one of vehicle speed, APS, BPS, engine RPM, intake air temperature, oil temperature, and DCT operation information.

The controller 150 determines the starting state of the vehicle based on the driving information (S2), and determines whether the APS value in the starting state is less than a first set value (S3).

At this time, when the APS value in the starting state exceeds the first set value (S3; Yes), the controller 150 limits the engine torque increase (ETI) control and performs general vehicle start control. Here, the first set value is a value preset as an ETI control start condition of the controller 150 . For example, the first set value is a criterion for filtering a sudden start condition in which the driver exceeds the first set value and presses the accelerator pedal deeply due to the characteristic (purpose) of the ETI control to secure a linear start and a smooth feeling of acceleration. can be set. In particular, the reason for limiting the ETI control in the sudden start condition of the vehicle through the first set value is to prevent a side effect caused by limiting the control of the maximum value (MAX) of the engine torque, which will be described later. Therefore, the first set value has an important meaning in that both smooth acceleration under normal oscillation conditions and rapid acceleration performance under rapid acceleration conditions can be satisfied when ETI control is performed.

Meanwhile, when the APS value in the oscillation state satisfies the condition that the APS value is equal to or less than the first set value (S3; Yes), the controller 150 starts full-scale ETI control.

When the ETI control is started, the controller 150 limits the control of the maximum value (MAX) of the requested engine torque according to the APS and controls the engine torque to a torque limit value set downward by a certain amount from the maximum value (MAX) ( S4). At this time, the reason for limiting the engine torque at the time of starting to the limit value is to secure an extra torque (margin) for torque compensation in ETI control, which will be described later. For example, assuming that the maximum engine torque (MAX) of the engine is 200Nm (100%), the controller 150 controls the engine torque by limiting the limit value to 180Nm (90%), and the remaining 20Nm (10%) rises Leave as much extra torque as possible.

The controller 150 operates the motor 141 or the electric supercharger 142 to compensate the engine torque when the start phase (clm_LaunchControlPhase4), which is the time when the engine clutch is engaged, is detected according to the DCT operation information, the first ETI Control (ETI#1) is performed (S5). The clutch torque means an odd-numbered clutch control torque of the DCT.

The first ETI control (ETI#1) means to increase the engine torque by compensating through the torque compensator 140 a slight increase in torque secured as the surplus during the start phase, regardless of the determination of the decrease in vehicle acceleration. (see FIG. 2).

Specifically, the controller 150 supplies the motor torque according to the operation of the motor 141 or high-density intake air according to the operation of the electric supercharger 142 to the engine based on the set first torque compensation map MAP#1 to provide the engine torque. can increase

4 shows an example of the first torque compensation map MAP#1 used for the first ETI control according to an embodiment of the present invention.

Referring to FIG. 4 , in the first ETI control (ETI#1), the torque increase is slightly delayed due to a hardware (H/W) and/or software (S/W) problem even if an engine torque increase is requested in the prior art. Delay) may occur, so it is a compensation value (hereinafter, referred to as a first compensation value) for initially compensating for this.

In the first torque compensation map (MAP#1), the first compensation value of the torque increase is set in an 8*8 table that combines the APS of the X-axis and the engine intake air temperature of the Y-axis, and is provided in an open loop control method. do. The first compensation value may be adjusted through calibration of the vehicle according to the test and simulation learning results.

Next, when the gradient value (rate of change) of the clutch target torque clm_LaunchTgtTc_Nm according to the DCT operation information falls below a second set value (S6; Yes), the controller 150 generates a second torque compensation map reflecting the clutch target torque. Based on (MAP#2), the second ETI control (ETI#2) for compensating for engine torque by driving the motor 141 or the electric supercharger 142 is performed (S7).

Here, the clutch target torque clm_LaunchTgtTc_Nm means a torque for controlling an engine engine torque (RPM) target change rate in shift control. The clutch target torque has the same value as the actual clutch control torque because control according to the value is performed as desired.

In addition, the clutch control torque is a value having the same tendency as the acceleration profile of the actual vehicle, and the meaning that the value of the clutch control torque is lowered means that the acceleration of the vehicle is lowering. Therefore, as the rate of change of the clutch target torque increases, the driver feels a phenomenon in which the sense of acceleration during start is greatly reduced and stops.

Accordingly, the controller 150 may increase the engine torque according to the operation of the motor 141 or the electric supercharger 142 based on the set second torque compensation map MAP#2.

5 shows an example of the second torque compensation map MAP#2 used for the second ETI control according to an embodiment of the present invention.

Referring to FIG. 5 , the second torque compensation map MAP#2 used for the second ETI control ETI#2 is a compensation value reflecting the clutch target torque (hereinafter, second reward value) is set.

The second torque compensation map (MAP#2) is an 8*8 table that combines the APS of the X axis and the inclination (Nm/sec) of the clutch target torque according to the time of the Y axis. It is provided in an Open Loop Control method. The second compensation value may be adjusted through vehicle calibration according to test and simulation learning results.

The controller 150 terminates the ETI control when it is determined that the difference between the engine RPM and the DCT input shaft RPM is directly related to a predetermined RPM or less during the second ETI control (ETI#2) (S8).

Also, the controller 150 may terminate the ETI control when the amount of APS variation in the second ETI control (ETI#2) exceeds the upper/lower limit and excessively fluctuates.

Also, the controller 150 may end the ETI control when the ETI control time exceeds a set reference time.

Thereafter, the controller 150 may return and repeat the above process if the ETI control condition in the starting state is satisfied until the vehicle is started off.

Meanwhile, in step S6, the controller 150 determines that the gradient value (rate of change) of the clutch target torque clm_LaunchTgtTc_Nm according to the DCT operation information does not satisfy the condition that the second set value or less (S6; No), the second The ETI control (ETI#2) may be omitted.

Meanwhile, FIG. 6 is a graph showing the effect of ETI control according to an embodiment of the present invention.

Referring to FIG. 6 , the result of starting control of the vehicle to which the DCT is applied according to the prior art and the embodiment of the present invention is compared and shown.

In the case of the conventional DCT-applied vehicle, when controlling the target engine RPM change rate and tracking target torque during start control, there was a consistency problem due to engine torque generation delay when starting and following engine RPM change rate (angular acceleration). In addition, there was a problem in that a rattling phenomenon occurred due to a decrease in clutch transmission torque during clutch slip control to satisfy angular acceleration tracking.

In contrast, in the case of a DCT applied vehicle according to the embodiment of the present invention, torque compensation control was performed in the section where engine torque was changed by ETI control using an electric supercharger (E-SC) during start control, and through this, the angular acceleration of the engine was performed. The result was obtained that satisfies the control target value by increasing the compensation torque.

As such, according to an embodiment of the present invention, when the vehicle is started, the engine torque increase control is performed using a motor connected to the drive shaft of the engine or an electric supercharger to secure a linear start and a smooth feeling of acceleration, thereby preventing the vehicle from rattling. can have an effect.

In addition, it is possible to secure a feeling of smooth start and acceleration of the vehicle by increasing the engine torque of the DCT vehicle, thereby solving the negative image of the performance of the DCT vehicle, and securing marketability and product competitiveness.

In addition, by actively utilizing the engine-side motor or electric supercharger applied to the vehicle as a torque compensation source through software without adding additional hardware, the engine torque increase (ETI) control can be applied to various vehicle types and specifications without additional cost. there is

The embodiment of the present invention is not implemented only through the apparatus and/or method described above, but may be implemented through a program for realizing a function corresponding to the configuration of the embodiment of the present invention, a recording medium in which the program is recorded, etc. Also, such an implementation can be easily implemented by an expert in the technical field to which the present invention pertains from the description of the above-described embodiments.

Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improved forms of the present invention are also provided by those skilled in the art using the basic concept of the present invention as defined in the following claims. is within the scope of the right.

100: vehicle start control system
110: engine
120: Dual Clutch Transmission (DCT)
130: driving information detector
140: torque compensation unit
141: motor
142: electric supercharger
150: controller

Claims (17)

an engine outputting power according to combustion of fuel;
DCT (Dual Clutch Transmission) that supports automatic manual transmission using two friction clutches;
a driving information detector for detecting driving information measured by various sensors and controllers according to the driving of the vehicle;
a torque compensator including at least one of a motor connected to a drive shaft of the engine and an electric supercharger; and
Based on the driving information, the engine torque is controlled according to the driving conditions of the vehicle, and when the APS (Accelerator Pedal Sensor) value is less than the first set value, the engine torque increase (ETI) control is performed. a controller for compensating for the engine torque by operating the torque compensator as a torque increase source according to
A vehicle start control system comprising a. According to claim 1,
The driving information detector
A vehicle start control system for detecting DCT operation information including at least one of shift stage information, a start phase, and a clutch target torque through a CAN signal of a transmission management system (TMS). According to claim 1,
the motor is
A vehicle start control system that adds a motor torque for compensating the engine torque when operating as the torque compensation source. According to claim 1,
The electric supercharger
When operating as the torque compensation source, the vehicle start control system supplies intake air with increased air volume and density to the engine by compressing air in a supply line by the rotational force of an electric motor. 5. The method according to any one of claims 1 to 4,
the controller
When the ETI control is started, the first ETI control (ETI#1) that limits control of the maximum value (MAX) of the requested engine torque according to the APS value and compensates the engine torque by operating the motor or electric supercharger The vehicle launch control system that performs. 6. The method of claim 5,
the controller
A vehicle start control system for controlling the engine torque to a torque limit value set downward by a predetermined amount from the requested maximum value. 6. The method of claim 5,
The controller compensates the engine torque by operating the motor or electric supercharger based on a first torque compensation map (MAP#1) set during the first ETI control,
In the first torque compensation map (MAP#1), the first compensation value of the torque increase is set in a table combining the APS value of the X-axis and the engine intake air temperature of the Y-axis, respectively, and provided in an open loop control method. vehicle launch control system. 8. The method of claim 7,
When the gradient value of the clutch target torque clm_LaunchTgtTc_Nm falls below a second set value, the controller performs a second ETI control ETI#2 based on a second torque compensation map MAP#2 reflecting the clutch target torque. A vehicle start control system for compensating for the engine torque by performing the 6. The method of claim 5,
the controller
When it is determined that the difference between the engine RPM and the DCT input shaft RPM during the ETI control is directly connected to a predetermined RPM or less, the ETI control is terminated. 10. The method of claim 9,
the controller
The vehicle start control system further comprising a condition for terminating the ETI control when the amount of APS fluctuation during the ETI control exceeds an upper/lower limit set value (Upper/Lower Limit) or when the ETI control time exceeds a set reference time . In the method for the controller to control the start of the DCT (Dual Clutch Transmission) applied vehicle,
a) determining the starting state of the vehicle based on driving information detected by various sensors and controllers according to the driving of the vehicle;
b) initiating engine torque increase (ETI) control when the accelerator pedal sensor (APS) value is not a condition for sudden acceleration less than or equal to a first set value during the start;
c) limiting control of the maximum value (MAX) of the requested engine torque according to the APS value and controlling the engine torque to a torque limit value set downward by a predetermined amount from the maximum value (MAX); and
d) compensating for the engine torque by operating at least one of a motor connected to a drive shaft of the engine and an electric supercharger as a torque increase source;
A vehicle start control method comprising a. 12. The method of claim 11,
Step b) is,
and performing general vehicle start control without starting the ETI control when the APS value exceeds a first set value under a sudden start condition. 12. The method of claim 11,
Step d) is,
a first ETI control (ETI#1) step of compensating for the engine torque by operating a torque source when a start phase (clm_LaunchControlPhase), which is a time point at which the engine clutch is engaged, is detected according to DCT operation information;
A vehicle start control method comprising a. 14. The method of claim 13,
The first ETI control (ETI#1) is
A vehicle start control method for increasing the engine torque by compensating for a torque increase secured as a surplus through a torque increase source by limiting control of the maximum value (MAX) of the engine torque during the start phase regardless of a decrease in acceleration. 15. The method according to any one of claims 11 to 14,
After step d),
e) detecting that the slope value of the clutch target torque (clm_LaunchTgtTc_Nm) detected by the operation information falls below a second set value; and
f) a second ETI control (ETI#2) step of compensating for the engine torque by operating as the torque increase source based on a second torque compensation map (MAP#2) reflecting the clutch target torque;
Vehicle departure control method further comprising a. 16. The method of claim 15,
After step f),
The method further comprising the step of terminating the ETI control when it is determined that the difference between the engine RPM and the DCT input shaft RPM is directly related to the predetermined RPM or less. 17. The method of claim 16,
The step of terminating the ETI control comprises:
The method further comprising the step of terminating the ETI control when the amount of APS fluctuation exceeds the upper/lower limit setting value (Upper/Lower Limit) and excessively fluctuates or the ETI control time exceeds the set reference time.

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