KR102019320B1 - Control method for shifting hybrid vehicles with dual clutch transmission - Google Patents

Control method for shifting hybrid vehicles with dual clutch transmission Download PDF

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KR102019320B1
KR102019320B1 KR1020170133544A KR20170133544A KR102019320B1 KR 102019320 B1 KR102019320 B1 KR 102019320B1 KR 1020170133544 A KR1020170133544 A KR 1020170133544A KR 20170133544 A KR20170133544 A KR 20170133544A KR 102019320 B1 KR102019320 B1 KR 102019320B1
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South Korea
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clutch
torque
speed
motor
motor torque
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KR1020170133544A
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Korean (ko)
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KR20190041828A (en
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김진성
남주현
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현대자동차(주)
기아자동차(주)
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0283—Clutch input shaft speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

본 발명은 회생제동 및 저단 기어변속 상황에서 모터 및 클러치토크 제어를 통해 변속 충격 없이 신속하게 변속하는 기술에 관한 것으로, 본 발명에서는, 소정 차속 이하에서 특정 변속단 이하의 변속단으로 다운시프트 변속 시작시, 해방측 클러치토크를 감소시켜 해방측 클러치를 해제 제어하고; 해방측 클러치 해제 후에, 모터속도와 결합측 클러치속도의 슬립량이 제1설정값에 도달시, 모터토크를 인가하는 제어명령을 전송하여 모터속도가 결합측 클러치속도를 향해 상승하도록 제어하며; 모터속도와 결합측 클러치속도의 슬립량이 제1설정값보다 작은 제2설정값에 도달시, 모터토크를 저감하는 제어명령을 전송하며; 모터토크를 저감하는 제어명령에 따라 실제 모터토크가 목표 저감토크에 도달시, 결합측 클러치토크를 인가하여 결합측 클러치를 체결하는 것을 특징으로 하는 하이브리드 DCT차량용 변속 제어방법이 소개된다.The present invention relates to a technique for rapidly shifting without shift shock through motor and clutch torque control in a regenerative braking and low gear shift situation. In the present invention, downshift shifting starts from a predetermined shift speed to a shift speed below a specific shift speed. Release control of the release clutch by reducing the release clutch torque at the time of release; After the release clutch is released, when the slip amount of the motor speed and the engagement clutch speed reaches the first set value, a control command for applying motor torque is transmitted to control the motor speed to rise toward the engagement clutch speed; When the slip amount of the motor speed and the engaging clutch speed reaches a second set value smaller than the first set value, send a control command to reduce the motor torque; When the actual motor torque reaches the target reduction torque in accordance with a control command for reducing the motor torque, a shift control method for a hybrid DCT vehicle is introduced, wherein the engagement side clutch is applied by engaging the engagement side clutch torque.

Description

하이브리드 ＤＣＴ차량용 변속 제어방법{CONTROL METHOD FOR SHIFTING HYBRID VEHICLES WITH DUAL CLUTCH TRANSMISSION}CONTROL METHOD FOR SHIFTING HYBRID VEHICLES WITH DUAL CLUTCH TRANSMISSION}

본 발명은 회생제동 및 저단 기어변속 상황에서 모터 및 클러치토크 제어를 통해 변속 충격 없이 신속하게 변속이 가능하도록 한 하이브리드 DCT차량용 변속 제어방법에 관한 것이다.The present invention relates to a shift control method for a hybrid DCT vehicle to enable a shift without a shift shock through the motor and clutch torque control in regenerative braking and low gear shift situation.

하이브리드 차량은 30~40kph 이하의 저속운전 구간에서 엔진 사용을 지양하고, 모터만을 활용하여 주행함으로써, 연비향상을 도모한다.The hybrid vehicle avoids the use of the engine in a low speed driving section of 30 to 40 kph or less, and improves fuel efficiency by running by using only a motor.

따라서, 저속 발진 또는 정차 중 발진 시에는 모터만을 사용하게 되고, 변속기 쪽의 클러치는 항상 직결상태를 유지한다.Therefore, only the motor is used when starting at low speed or starting while stopping, and the clutch on the transmission side always maintains a direct connection.

이에, 엔진을 항상 아이들속도(IDLE RPM) 이상으로 회전하여 클러치 슬립을 일으켜야 하는 일반(가솔린/디젤) 차량과는 차이가 있고, 이로 인해 DCT를 HEV 차량에 적용하는 경우, 연비효과를 극대화할 수 있는 장점이 있다.Therefore, it is different from the general (gasoline / diesel) vehicle, which requires the engine to rotate at or above idle speed (IDLE RPM) to cause clutch slip. Therefore, when the DCT is applied to the HEV vehicle, the fuel efficiency can be maximized. There is an advantage.

또한, DCT적용으로 인해 토크컨버터가 제거되어 동력전달 효율이 상승되는 것은 물론, 모터발진으로 인해 클러치의 슬립발진 제어가 사라짐으로써 운전성을 개선할 수 있는 장점도 있다.In addition, the torque converter is removed due to the application of the DCT to increase the power transmission efficiency, as well as the operation of the slip oscillation control of the clutch is lost due to the motor oscillation.

더욱이, 감속시의 경우도 항상 회생제동을 활용하므로 연비 개선효과를 거둘 수 있다. 그러나 에너지 회수 효과를 위해 동력전달이 휠에서 모터방향으로 전달됨에 따라 2단→1단으로의 하향 변속과 같이 단간비가 큰 경우, 충격이 발생할 가능성이 높다.Moreover, even in the case of deceleration, the regenerative braking is always used, thereby improving fuel economy. However, as the power transmission is transmitted from the wheel to the motor for the energy recovery effect, there is a high possibility of shock when the gear ratio is large, such as downshifting from the second gear to the first gear.

예컨대, DCT를 적용한 가솔린/디젤 차량에서는 감속시 2단에서 클러치를 해제(OPEN)한 뒤, 발진모드로 전환하여 슬립제어를 실시하지만, 하이브리드 DCT 차량은 감속시 회생제동량 확보를 위해 항상 클러치 직결상태를 유지해야 한다.For example, in gasoline / diesel vehicles using DCT, the clutch is released in the second stage during deceleration, and the vehicle is switched to the oscillation mode to perform slip control. However, hybrid DCT vehicles are always directly connected to the clutch to secure the regenerative braking amount during deceleration. State must be maintained.

그런데, 하이브리드 DCT차량에서 2단→1단 하향 변속의 경우, 토크 레벨은 작으나 기어비로 인해 매우 작은 토크변화에도 민감하게 반응하게 되는데, 이는 모터토크는 비교적 정확하지만 클러치토크 특성이 변화하여 에러가 존재할 가능성이 높은 것으로, 이 같은 에러 발생시 변속 충격이 발생하는 문제가 있다.However, in the case of two-stage to one-stage downshifting in a hybrid DCT vehicle, the torque level is small but the gear ratio is sensitive to very small torque changes. This is relatively accurate in motor torque, but an error exists due to the change in clutch torque characteristics. There is a high possibility that there is a problem that a shift shock occurs when such an error occurs.

상기의 배경기술로서 설명된 사항들은 본 발명의 배경에 대한 이해 증진을 위한 것일 뿐, 이 기술분야에서 통상의 지식을 가진 자에게 이미 알려진 종래기술에 해당함을 인정하는 것으로 받아들여져서는 안 될 것이다.The matters described as the background art are only for the purpose of improving the understanding of the background of the present invention, and should not be taken as acknowledging that they correspond to the related art already known to those skilled in the art.

KR 10-2017-0042386 AKR 10-2017-0042386 A

본 발명은 전술한 바와 같은 문제점을 해결하기 위하여 안출한 것으로, 회생제동 및 저단 기어변속 상황에서 모터 및 클러치토크 제어를 통해 변속 충격 없이 신속하게 변속이 가능하도록 한 하이브리드 DCT차량용 변속 제어방법을 제공하는 데 있다.The present invention has been made to solve the above problems, and provides a shift control method for a hybrid DCT vehicle to enable a quick shift without a shift shock through the motor and clutch torque control in the regenerative braking and low gear shift situation. There is.

상기와 같은 목적을 달성하기 위한 본 발명의 구성은, 소정 차속 이하에서 특정 변속단 이하의 변속단으로 다운시프트 변속 시작시, 제어부가 해방측 클러치토크를 감소시켜 해방측 클러치를 해제 제어하는 클러치해제단계; 제어부가 해방측 클러치 해제 후에, 모터속도와 결합측 클러치속도의 슬립량이 제1설정값에 도달시, 모터토크를 인가하는 제어명령을 전송하여 모터속도가 결합측 클러치속도를 향해 상승하도록 제어하는 제1동기제어단계; 제어부가 모터속도와 결합측 클러치속도의 슬립량이 제1설정값보다 작은 제2설정값에 도달시, 모터토크를 저감하는 제어명령을 전송하는 제2동기제어단계; 및 제어부가 모터토크를 저감하는 제어명령에 따라 실제 모터토크가 목표 저감토크에 도달시, 결합측 클러치토크를 인가하여 결합측 클러치를 체결하는 클러치체결단계;를 포함하는 것을 특징으로 할 수 있다.In order to achieve the above object, a configuration of the present invention provides a release of a clutch for controlling release of a release clutch by reducing the release clutch torque when the downshift shifting starts from a predetermined shift speed to a shift speed below a specific shift speed. step; After the controller releases the release clutch, when the slip amount of the motor speed and the engagement clutch speed reaches the first set value, the control unit transmits a control command for applying motor torque to control the motor speed to rise toward the engagement clutch speed. 1 synchronous control step; A second synchronous control step of transmitting, by the control unit, a control command for reducing motor torque when the slip amount of the motor speed and the coupling clutch speed reaches a second set value smaller than the first set value; And a clutch tightening step of applying the coupling side clutch torque to engage the coupling side clutch when the actual motor torque reaches the target reduction torque according to a control command by the controller to reduce the motor torque.

상기 제2동기제어단계 이 후에, 모터토크가 목표구동토크를 추종하도록 모터토크를 점진적으로 상승시키는 제어명령을 전송할 수 있다.After the second synchronous control step, a control command for gradually raising the motor torque may be transmitted so that the motor torque follows the target drive torque.

상기 제1동기제어단계에서는, 일정한 모터토크값을 갖도록 제어명령을 전송할 수 있다.In the first synchronous control step, a control command may be transmitted to have a constant motor torque value.

상기 제2동기제어단계에서는, 모터토크값이 0Nm 이하가 되도록 모터토크를 저감 제어할 수 있다.In the second synchronous control step, the motor torque can be reduced and controlled so that the motor torque value becomes 0 Nm or less.

상기한 과제 해결수단을 통해 본 발명은, 회생제동 및 저단 기어변속 상황에서 모터속도가 결합측 클러치속도에 동기되기 전에, 미리 모터토크를 저감하는 제어를 실시함으로써, 딜레이타임에 해당하는 시간만큼 변속에 소요되는 시간을 줄일 수 있어, 변속작동이 신속하게 이루어지는 효과가 있고, 또한 실제 모터토크가 목표 저감토크에 도달하는 경우, 결합측 클러치를 체결하도록 결합측 클러치토크를 제어함으로써, 클러치 체결시 발생하는 충격 발생 문제를 해소하는 효과도 있다.According to the above-mentioned problem solving means, the present invention shifts by a time corresponding to the delay time by performing a control to reduce the motor torque in advance before the motor speed is synchronized to the coupling side clutch speed in the regenerative braking and low gear shift conditions. The time required for the clutch can be reduced, and the shifting operation is effected quickly, and when the actual motor torque reaches the target reduction torque, the clutch clutch torque is controlled to engage the clutch on the coupling side, so that the clutch torque is generated. It also has the effect of solving the problem of shock generation.

도 1은 본 발명에 적용 가능한 하이브리드 DCT차량의 파워트레인 구성을 예시하여 나타낸 도면.
도 2는 본 발명에 따른 변속 제어과정에서 모터와 클러치의 토크 및 속도의 거동을 예시하여 나타낸 도면.1 is a view showing an exemplary power train configuration of a hybrid DCT vehicle applicable to the present invention.
Figure 2 is a view showing an example of the torque and speed behavior of the motor and clutch in the shift control process according to the present invention.

본 발명의 바람직한 실시예를 첨부된 도면에 의하여 상세히 설명하면 다음과 같다.When described in detail with reference to the accompanying drawings a preferred embodiment of the present invention.

본 발명은 첨부된 도 1과 같이 DCT변속기를 탑재한 하이브리드 차량에 적용 가능할 수 있다.The present invention may be applicable to a hybrid vehicle equipped with a DCT transmission as shown in FIG. 1.

도면을 참조하면 DCT를 구성하는 두 개의 클러치 중에서 결합측 클러치 및 해방측 클러치를 각각 CL1 및 CL2의 도면부호로 기재하였고, 이들을 체결 및 해제 작동하기 위한 클러치액추에이터를 각각 CLA1, CLA2의 도면부호로 표시하였으며, 결합측 클러치가 구비된 입력축과 해방측 클러치가 구비된 입력축을 각각 INPUT1 및 INPUT2의 도면부호로 표시하였다.Referring to the drawings, among the two clutches constituting the DCT, the coupling clutch and the release clutch are indicated by the reference numerals CL1 and CL2, respectively, and the clutch actuators for engaging and releasing them are indicated by the reference numerals CLA1 and CLA2, respectively. Input shafts with coupling side clutches and input shafts with release clutches are indicated by reference numerals INPUT1 and INPUT2, respectively.

그리고, 홀수단 기어를 체결 및 해제 작동하기 위한 홀수측 기어액추에이터와, 짝수단 기어를 체결 및 해제 작동하기 위한 짝수측 기어액추에이터를 각각 GA1, GA2의 도면부호로 표시하였다.In addition, odd-numbered gear actuators for engaging and releasing the odd means gears and even-numbered gear actuators for engaging and releasing the even-numbered gears are indicated by reference numerals GA1 and GA2, respectively.

한편, 본 발명의 하이브리드 DCT차량용 변속 제어방법, 클러치해제단계와, 제1동기제어단계와, 제2동기제어단계, 클러치체결단계를 포함하여 구성할 수 있다.Meanwhile, the shift control method for the hybrid DCT vehicle, the clutch release step, the first synchronous control step, the second synchronous control step, and the clutch fastening step of the present invention can be configured.

도 2를 참조하여 구체적으로 설명하면, 먼저 클러치해제단계에서는, 소정 차속 이하에서 특정 변속단 이하의 변속단으로 다운시프트 변속 시작시, 제어부(C)가 해방측 클러치토크를 감소시켜 해방측 클러치(CL2)를 해제 제어할 수 있다.Specifically, with reference to FIG. 2, in the first clutch release step, when the downshift shifting starts from a predetermined shift speed or less to a shift speed of a predetermined shift speed or less, the control unit C decreases the release clutch torque so as to release the clutch from the release clutch ( CL2) can be released.

예컨대, 회생제동 상황에서 일정 차속 미만으로 차량의 주행 중 변속패턴에 의해 2단에서 1단으로 다운시프트 변속이 시작되는 경우, 결합측 클러치토크를 일부 상승 제어하면서 해방측 클러치토크를 하강 제어하는 토크핸드오버제어를 수행하게 된다.For example, when the downshift shift is started from the second gear to the first gear due to the shift pattern while the vehicle is driving below the predetermined vehicle speed under regenerative braking, the torque for lowering the released clutch torque while partially controlling the clutch torque of the coupling side is increased. Handover control is performed.

이때에, 상기 해방측 클러치(CL2)는 물론, 결합측 클러치(CL1) 모두 0Nm 이하를 유지하도록 제어하게 되는데, 바람직하게는 클러치 터치포인트와의 오차를 고려하여 -10Nm 미만으로 제어할 수 있다.At this time, not only the release clutch CL2 but also the coupling clutch CL1 may be controlled to maintain 0Nm or less. Preferably, the release clutch CL2 may be controlled to less than -10Nm in consideration of an error with the clutch touch point.

제1동기제어단계에서는, 제어부(C)가 해방측 클러치(CL2) 해제 후에, 모터속도와 결합측 클러치속도의 슬립량이 제1설정값에 도달시, 모터토크를 인가하는 제어명령을 전송하여 모터속도가 결합측 클러치속도를 향해 상승하도록 제어할 수 있다.In the first synchronous control step, when the control unit C releases the release clutch CL2 and the slip amount of the motor speed and the engagement clutch speed reaches the first set value, the control unit C transmits a control command to apply motor torque to the motor. The speed can be controlled to increase toward the engagement side clutch speed.

이때에, 상기 제1동기제어단계에서는, 일정한 모터토크값을 갖도록 모터토크를 인가할 수 있다.At this time, in the first synchronous control step, the motor torque can be applied to have a constant motor torque value.

예컨대, 모터토크가 ONm에서 약 40Nm가 되도록 제어명령을 전송할 수 있고, 인가된 40Nm의 모터토크를 제1동기제어단계 과정에서 일정하게 유지할 수 있다.For example, the control command may be transmitted such that the motor torque becomes about 40 Nm from the ONm, and the motor torque of the applied 40 Nm may be kept constant during the first synchronous control step.

제2동기제어단계에서는, 제어부(C)가 모터속도와 결합측 클러치속도의 슬립량이 제1설정값보다 작은 제2설정값에 도달시, 모터토크를 저감하는 제어명령을 전송할 수 있다.In the second synchronous control step, the control unit C may transmit a control command to reduce the motor torque when the slip amount of the motor speed and the coupling clutch speed reaches a second set value smaller than the first set value.

예컨대, 상기 제2동기제어단계에서는, 모터토크값이 0Nm 이하가 되도록 제어명령이 전송되어, 모터토크를 저감 제어할 수 있다.For example, in the second synchronous control step, a control command is transmitted such that the motor torque value is 0 Nm or less, thereby reducing and controlling the motor torque.

그리고, 상기 제2동기제어단계 이 후에는, 모터토크가 목표구동토크를 추종하도록 모터토크를 점진적으로 상승시키는 제어명령을 전송할 수 있다.After the second synchronous control step, a control command for gradually raising the motor torque may be transmitted so that the motor torque follows the target drive torque.

클러치체결단계에서는, 제어부(C)가 모터토크를 저감하는 제어명령에 따라 실제 모터토크가 목표 저감토크에 도달시, 결합측 클러치토크를 인가하여 결합측 클러치(CL1)를 체결할 수 있다.In the clutch fastening step, when the actual motor torque reaches the target reduction torque in accordance with a control command for the controller C to reduce the motor torque, the coupling side clutch CL1 may be engaged by applying the coupling side clutch torque.

예컨대, 실제 모터토크를 0Nm까지 저감한 후에, 결합측 클러치(CL1)가 풀락(Full-lock) 체결되도록 결합측 클러치토크를 점진적으로 상승 제어할 수 있다.For example, after the actual motor torque is reduced to 0 Nm, the engagement-side clutch torque can be gradually raised so that the engagement-side clutch CL1 is pull-locked.

즉, 상기 제1동기제어단계 및 제2동기제어단계에서, 제어부(C)를 통해 모터토크를 인가하는 명령과 모터토크를 저감하는 명령이 수행되는 경우. 제어명령이 수행됨과 동시에 모터(M)가 즉각적으로 작동하는 것이 바람직하지만, 현실적으로 제어부(C)와 모터(M) 간의 응답지연으로 인해 모터(M)가 작동되기까지 소정의 딜레이타임이 발생하게 된다.That is, in the first synchronous control step and the second synchronous control step, when the command for applying the motor torque and the command for reducing the motor torque is performed through the control unit (C). It is preferable that the motor M operates immediately at the same time as the control command is executed, but in reality, a delay time occurs until the motor M is operated due to the response delay between the control unit C and the motor M. FIG. .

이 같은, 딜레이타임을 고려하여 본 발명에서는 도 2와 같이 모터속도가 결합측 클러치속도에 동기되기 전에, 미리 모터토크를 저감하는 제어를 실시함으로써, 딜레이타임에 해당하는 시간만큼 변속에 소요되는 시간을 줄일 수 있어, 변속작동이 신속하게 이루어지게 된다.In view of such a delay time, in the present invention, before the motor speed is synchronized with the coupling side clutch speed as shown in FIG. Can be reduced, so that the shifting operation is made quickly.

또한, 실제 모터토크가 목표 저감토크에 도달하는 경우, 결합측 클러치(CL1)를 체결하도록 결합측 클러치토크를 제어함으로써, 클러치액추에이터의 응답지연에 따른 클러치 풀림이나 클러치토크 피드백 응답속도 지연 문제를 해소하고, 클러치 체결시 발생하는 충격 발생 문제를 해소할 수 있게 된다.In addition, when the actual motor torque reaches the target reduction torque, the clutch clutch torque is controlled to engage the clutch CL1, thereby eliminating the problem of clutch loosening or clutch torque feedback response speed caused by the response delay of the clutch actuator. In addition, it is possible to solve the problem of shock generated when the clutch is engaged.

한편, 본 발명은 상기한 구체적인 예에 대해서만 상세히 설명되었지만 본 발명의 기술사상 범위 내에서 다양한 변형 및 수정이 가능함은 당업자에게 있어서 명백한 것이며, 이러한 변형 및 수정이 첨부된 특허청구범위에 속함은 당연한 것이다.On the other hand, the present invention has been described in detail only with respect to the specific examples described above it will be apparent to those skilled in the art that various modifications and variations are possible within the technical scope of the present invention, it is natural that such variations and modifications belong to the appended claims. .

C : 제어부C: control unit

Claims (4)

소정 차속 이하에서 특정 변속단 이하의 변속단으로 다운시프트 변속 시작시, 제어부가 해방측 클러치토크를 감소시켜 해방측 클러치를 해제 제어하는 클러치해제단계;
제어부가 해방측 클러치 해제 후에, 모터속도와 결합측 클러치속도의 슬립량이 제1설정값에 도달시, 모터토크를 인가하는 제어명령을 전송하여 모터속도가 결합측 클러치속도를 향해 상승하도록 제어하는 제1동기제어단계;
제어부가 모터속도와 결합측 클러치속도의 슬립량이 제1설정값보다 작은 제2설정값에 도달시, 모터토크를 저감하는 제어명령을 전송하는 제2동기제어단계; 및
제어부가 모터토크를 저감하는 제어명령에 따라 실제 모터토크가 목표 저감토크에 도달시, 결합측 클러치토크를 인가하여 결합측 클러치를 체결하는 클러치체결단계;를 포함하고,
상기 제2동기제어단계 이 후에, 모터토크가 목표구동토크를 추종하도록 모터토크를 점진적으로 상승시키는 제어명령을 전송하는 것을 특징으로 하는 하이브리드 DCT차량용 변속 제어방법.A clutch release step of controlling, by the control unit, releasing the release side clutch by reducing the release side clutch torque when the downshift shifting starts from the predetermined shift speed to the shift stage below the specific shift stage;
After the controller releases the release clutch, when the slip amount of the motor speed and the engagement clutch speed reaches the first set value, the control unit transmits a control command for applying motor torque to control the motor speed to rise toward the engagement clutch speed. 1 synchronous control step;
A second synchronous control step of transmitting, by the control unit, a control command for reducing motor torque when the slip amount of the motor speed and the coupling clutch speed reaches a second set value smaller than the first set value; And
And a clutch tightening step of applying the coupling side clutch torque to engage the coupling side clutch when the actual motor torque reaches the target reduction torque in response to a control command of the controller to reduce the motor torque.
And after the second synchronous control step, transmitting a control command to gradually raise the motor torque so that the motor torque follows the target drive torque. 삭제delete 청구항 1에 있어서,
상기 제1동기제어단계에서는, 일정한 모터토크값을 갖도록 제어명령을 전송하는 것을 특징으로 하는 하이브리드 DCT차량용 변속 제어방법.The method according to claim 1,
In the first synchronous control step, a control command for a hybrid DCT vehicle, characterized in that for transmitting a control command to have a constant motor torque value. 청구항 1에 있어서,
상기 제2동기제어단계에서는, 모터토크값이 0Nm 이하가 되도록 모터토크를 저감 제어하는 것을 특징으로 하는 하이브리드 DCT차량용 변속 제어방법.The method according to claim 1,
And in the second synchronous control step, reducing and controlling the motor torque so that the motor torque value becomes 0Nm or less.
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