KR20100089221A - Method for controlling transmission of dual clutch transmission of vehicle - Google Patents

Abstract

Disclosed is a method for controlling a quick down shift of a dual clutch transmission for a vehicle to improve torque transmission efficiency and shifting feeling through hydraulic control of a dual clutch during quick down shifting. The present invention is a first step of detecting the current gear stage signal, the vehicle speed signal and the acceleration signal and the engine speed through the gear shift sensor and the vehicle speed sensor and the acceleration sensor and the engine speed sensor for detecting the degree of pressing the accelerator pedal ; On the basis of the vehicle speed signal, the shift stage signal, and the acceleration signal, the first clutch which engages with the fourth speed gear D4 and transmits the engine torque during 4-2 quick downshifting is released through slip control, and at the same time, the third speed gear A second step of slip control of the second clutch engaged with (D3); When the engine speed is received and the engine speed is equal to or less than the first target value calculated by the third gear ratio, and the slip amount of the second clutch is equal to or less than the first predetermined value, the second speed gear (by controlling the second synchronizer mechanism) A third step of pre-selecting in synchronization with D2); And the second engine speed reaches the second target speed calculated as the second gear ratio after the direct control of the first clutch through slip control and the corresponding control of the second clutch at the synchronous time point of the second speed gear D2. And a fourth step of fully engaging the first clutch and completely releasing the second clutch.

Description

Shift control method of dual clutch transmission for vehicle {METHOD FOR CONTROLLING TRANSMISSION OF DUAL CLUTCH TRANSMISSION OF VEHICLE}

The present invention relates to a method for improving a shifting feeling during a 4-2 quick down shift, and more particularly, a torque transmission efficiency and a shifting feeling by preventing an abnormal behavior of engine speed during a 4-2 quick down shift in a dual clutch transmission. A shift control method of a dual clutch transmission of a vehicle to improve.

As is well known, the dual clutch transmission includes two clutches in the automatic transmission, which selectively transmits rotational force input from the engine to the two input shafts using the two clutches, and is disposed on the two input shafts. The gear is shifted according to the gear ratio of the gear and then output.

Such a dual clutch transmission is attempted to compactly implement a five-speed or higher high speed transmission, and the ASG (Automated) which eliminates manual shifting of the driver by controlling two clutches and a synchronous engagement device in the transmission by a controller. Shift Gear).

Looking at one example of the dual clutch transmission as described above, as shown in Figure 1, it comprises an engine power control means, input means, power transmission means, reverse means, output means.

The engine power control means includes two clutches C1 and C2, and the first and second clutches C1 and C2 are the same as the main input shaft 2 and the main input shaft 2. The first and second rotational powers of the engine ENG are selectively input means via the main input shaft 2 interposed between the input means formed by the first and second input shafts 4 and 6 arranged on the axis. It performs a power interruption function to be transmitted to the input shaft (4) (6).

Of course, the first and second clutches C1 and C2 are controlled by oil pressure supplied from a hydraulic control system controlled by a transmission control unit, not shown, as in the automatic transmission.

The input means is disposed on the same axis as the main input shaft 2, and comprises a first input shaft 4 and a hollow shaft variably connected to the main input shaft 2 through the first clutch C1. It comprises a second input shaft (6) which is arranged on the outer peripheral side of the first input shaft (4) without overlapping mutual rotation.

In addition, first, third, and fifth speed input gears G1, G3, and G5 are disposed on the first input shaft 4 at predetermined intervals, and these gears penetrate the second input shaft 6. Located at one rear side, the first speed input gear G1 is disposed at the middle portion, the third speed input gear G3 is disposed at the front side, and the fifth speed input gear G5 is disposed at the rear side.

In addition, second, fourth, and sixth speed input gears G2, G4, and G6 are arranged at predetermined intervals on the second input shaft 6, and these gears are second, fourth, and sixth speed inputs from the front side. Gears G2, G4 and G6 are arranged in this order.

Accordingly, when the first clutch C1 is operated, the first input shaft 4 rotates to drive the first, third and fifth speed input gears G1, G3, and G5, and the second clutch C2 is operated. As a result, the second input shaft 6 rotates to drive the second, fourth, and sixth speed input gears G2, G4, and G6.

The overall configuration of the power transmission means for outputting after shifting power by receiving power from each input gear of the input means is the first, second input shafts (4) (6) are arranged in parallel with a predetermined interval in the first, 2, the first synchronizer mechanism S1 including the power transmission shafts 8 and 10, the first and third speed gears D1 and D3, and the second and fourth speed gears D2 and D4. A fourth synchronizer including a second synchronizer mechanism S2, a third synchronizer mechanism S3 including a fifth speed gear D5, and a sixth speed and reverse gear D6, R; It comprises a niger mechanism (S4).

In the first power transmission shaft 8, the second synchronizer mechanism S2 and the first synchronizer mechanism S1 are arranged from the front side, and the second and fourth speed gears D2 and D4 are input means. Meshes with the second and fourth speed input gears G2 and G4 of the first and third speed gears D1 and D3, and the first and third speed input gears G1 and G3 of the input means. Are matched.

In addition, a first transfer drive gear 12 is integrally mounted to the rear end of the first power transfer shaft 8 and engaged with the transfer driven gear 14 as an output means to rotate the power of the first power transfer shaft 8. Will be delivered.

In the second power transmission shaft 10, the fourth synchronizer mechanism S4 and the third synchronizer mechanism S3 are disposed from the front side, and the sixth speed gear D6 is configured as the sixth speed input gear of the input means. G6), and the fifth speed gear D5 is meshed with the fifth speed input gear G5 of the input means.

In addition, a second transfer drive gear 16 is integrally mounted to the rear end of the second power transmission shaft 10 to be engaged with the transfer driven gear 14 as an output means to rotate the second power transmission shaft 10. To transmit power.

Since the first, second, third and fourth synchronizer mechanisms S1 to S4 are the same known configurations as those of the general manual transmission, detailed descriptions are omitted and the first, second, third and fourth synchronizer mechanisms are omitted. Each of the sleeves 18, 20, 22, and 24 applied to S1 to S4 is provided with a separate actuator not shown so as to be driven by the transmission control unit.

The actuator includes a method of driving by an electric motor and a driving method of a hydraulic control system.

The reverse means includes a reverse idler shaft 26 disposed in parallel with the input means at a predetermined interval, and a first idler disposed behind the reverse idler shaft 26 and engaged with the first speed input gear G1. And a second idle gear 30 disposed at the front end of the reverse idle shaft 26 and engaged with the reverse gear R. As shown in FIG.

The reverse means includes a reverse idler shaft 26 disposed in parallel with the input means at a predetermined interval, and a first idler disposed behind the reverse idler shaft 26 and engaged with the first speed input gear G1. And a second idle gear 30 disposed at the front end of the reverse idle shaft 26 and engaged with the reverse gear R. As shown in FIG.

Accordingly, when the first input shaft 4 is driven, the rotational state is always maintained by its power. When the sleeve 24 of the fourth synchronizer mechanism S4 is connected to the reverse gear R, the second power transmission shaft By rotating (10) in the direction opposite to forward, reverse operation is possible.

In addition, the rotational power transmitted from the transfer driven gear 14, which is the output means, is transmitted to the driving wheel through the differential not shown through the output shaft 32, thereby enabling the driving of the vehicle.

 In the dual clutch transmission as described above, two or more clutch mechanisms are provided in the manual transmission and are selectively transmitted to two input shafts, and configured to output after shifting by using gear ratios of transmission gears disposed on the two input shafts. The shift is automatic.

Accordingly, the shift control that can improve the feeling of shifting is required by making a smooth shift while the burden on the actuator for controlling the synchronizer mechanism applied to each shift stage is reduced.

Therefore, the present invention was created to solve the above problems, and an object of the present invention is to control the second synchronizer mechanism when the engine speed reaches the first target value calculated by the third gear ratio during 4-2 quick downshift. The purpose of the present invention is to provide a shift control method of a dual clutch transmission of a vehicle which can prevent abnormal behavior of the engine speed by improving the second speed gear and thereby improve torque transmission effect and shifting feeling. .

In order to realize the above object, the present invention,

Shift control the car's dual clutch transmission,

4-2 Shift control of a vehicle dual clutch transmission that performs pre-selection by synchronizing the second speed gear when the engine speed reaches the first target value calculated in the third gear ratio during the quick downshift. Provide a way,

The method,

A first step of detecting a current shift stage signal, a vehicle speed signal, an acceleration signal, and an engine speed using a gear shift sensor, a vehicle speed sensor, and an acceleration sensor and an engine speed sensor detecting a degree of depressing the accelerator pedal;

4-2 quick downshifting based on the vehicle speed signal, shift stage signal, and acceleration signal

A second step of releasing, by slip control, the first clutch that engages with the fourth speed gear D4 and transmits the engine torque, and simultaneously slip-controls the second clutch that is engaged with the third speed gear D3;

When the engine speed is received and the engine speed is equal to or less than the first target value calculated by the third gear ratio, and the slip amount of the second clutch is equal to or less than the first predetermined value, the second speed gear (by controlling the second synchronizer mechanism) A third step of pre-selecting in synchronization with D2); And

If the engine speed reaches the second target speed calculated as the second gear ratio after the direct control of the first clutch and the corresponding control of the second clutch at the synchronous time of the second speed gear D2 And a fourth step of completely engaging the first clutch and completely releasing the second clutch.

In the shift control method of the dual clutch transmission of the vehicle according to the present invention, the second speed gear through the second synchronizing mechanism control at the time when the engine speed reaches the first target value calculated by the third gear ratio during the 4-2 quick downshift. By performing the pre-selection in synchronism with the s, the effect of preventing abnormal behavior of the engine speed and thereby improving the torque transmission effect and the shifting feeling is obtained.

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

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Like reference numerals in the drawings denote like elements.

2 is a view showing a configuration according to the present invention, the vehicle controlling the overall operation of the dual clutch transmission according to the present invention is supplied from the shift stage signal supplied from the shift stage detection sensor 11 and the accelerator pedal 12. When the acceleration signal, the vehicle speed signal supplied from the vehicle speed sensor 13, and the engine speed signal of the engine speed sensor 14 for detecting the engine speed, are supplied to the speed change control unit (TCU), the TCU receives a plurality of such numbers. If it is determined that the 4-2 quick downshift is required based on the signals of the second gear, the second speed gear D2 is controlled by controlling the second synchronizer mechanism S2 when the engine speed reaches the first target value calculated by the third gear ratio. ), The pre-selection is executed in synchronization.

That is, FIG. 3 is a diagram showing the engine speed and torque transmitted by the control of the first clutch C1 and the second clutch C2. As shown in FIG. When a quick downshift is required in the second speed gear according to the acceleration signal and the vehicle speed signal, the first clutch C1 engaged with the fourth speed gear D4 starts to be released, and at this time, the third speed gear D3 The engaged second clutch C2 executes slip control.

Subsequently, when the slip amount of the second clutch C2 is equal to or less than a predetermined value and before the engine speed reaches the first target speed calculated by the third gear ratio, the second synchronizer mechanism S2 controls the second speed. Pre-selection is performed in synchronization with the speed gear D2.

At this time, when the second clutch C2 is released and the first clutch C1 is directly controlled, the first clutch C1 is completely directly connected when the engine speed reaches the second target value calculated by the second gear ratio. .

4 is an operation flowchart of the shift control method of the present invention, first, the TCU receives the shift stage signal, the acceleration signal, the vehicle speed signal, and the engine speed through step 101, and then proceeds to step 103. Based on these signals, it is determined whether a 4-2 quick downshift is required.

As a result of the determination in step 103, when the quick down shift is requested, the TCU releases the first clutch C1 engaged with the fourth speed gear D4 and simultaneously engages with the third speed gear D3. The clutch C2 performs slip control (step 105).

The TCU then receives the engine speed via step 1090 and the engine speed received through steps 109 and 111 is less than or equal to the first target value calculated by the third gear ratio, and the second clutch ( When the slip amount of C2) is equal to or less than a predetermined value, the preselection is executed in synchronization with the second speed gear D2 through the control of the second synchronizer mechanism S2 through step 113.

Thereafter, the TCU directly controls the first clutch C1 through step 117 and simultaneously releases and controls the second clutch C2 and receives the engine speed through step 117.

At this time, the TCU determines whether the engine speed received through the step 117 reaches the second target value calculated as the second gear ratio (step 119), and when the engine speed reaches the second target value, the first The clutch C1 is completely connected directly, and the second clutch C2 is completely released (step 121).

Therefore, through the control of the first and second clutches C1 and C2, as shown in FIG. 3, it is possible to improve torque transmission efficiency and speed change without abnormal behavior of the engine speed.

As such, those skilled in the art to which the present invention pertains will understand that the present invention may be embodied in other specific forms without changing to the technical spirit or essential features of the present invention. Therefore, the above-described embodiments are to be understood in all respects as illustrative and not restrictive. The scope of the present invention is shown by the following claims rather than the above description, and all changes or modifications derived from the meaning and scope of the claims and their equivalents should be construed as being included in the scope of the present invention. .

1 is a view showing the configuration of a general dual clutch transmission.

2 is a view showing a configuration according to the present invention.

3 is a view showing the torque and the engine speed in accordance with the present invention.

4 is a flowchart illustrating a shifting process of the dual clutch transmission according to the present invention.

<Description of Signs of Major Parts of Drawings>

11: shift stage detection sensor

12: acceleration sensor

13: vehicle speed sensor

14 engine speed sensor

Claims (1)

A first step of detecting a current shift stage signal, a vehicle speed signal, an acceleration signal, and an engine speed using a gear shift sensor, a vehicle speed sensor, and an acceleration sensor and an engine speed sensor for detecting a degree of pressing the accelerator pedal; 4-2 quick downshifting based on the vehicle speed signal, shift stage signal, and acceleration signal A second step of releasing, by slip control, the first clutch that engages with the fourth speed gear D4 and transmits the engine torque, and simultaneously slip-controls the second clutch that is engaged with the third speed gear D3; When the engine speed is received and the engine speed is equal to or less than the first target value calculated by the third gear ratio, and the slip amount of the second clutch is equal to or less than the first predetermined value, the second speed gear (by controlling the second synchronizer mechanism) A third step of pre-selecting in synchronization with D2); And If the engine speed reaches the second target speed calculated as the second gear ratio after the direct control of the first clutch and the corresponding control of the second clutch at the synchronous time of the second speed gear D2 And a fourth step of directly connecting the first clutch and completely releasing the second clutch.

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