KR20120038797A - Control system for dual clutch transmission and method thereof - Google Patents

Abstract

In the present invention, when the gear engagement for any shift stage is failed in the dual clutch transmission, the gear shaft is separated by rotating the input shaft to which the gear is connected to separate the chamfered sleeve chamfer and the gear chamfer and then re-shifting. Disclosed is a control device and method of a dual clutch transmission that allows completion.
The present invention is a process of detecting the state of the gear motor for performing gear engagement in the shift synchronizing state to engage any shift stage, if the movement of the gear motor is not detected gradually increases the drive current to the maximum allowed, gear motor Detecting the state of the gear, if the gear motor movement is not detected in the state that the drive current is increased to the maximum allowable value, the process of determining that the gear engagement due to the collision of the sleeve chamfer and the gear chamfer, the failure of the gear engagement is determined When the gear motor is operated in the opposite direction to move the sleeve finger to the neutral position, the clutch motor is operated to connect the power of the engine to the input shaft that fails to engage the gear, and rotate the input shaft to separate the chamfered sleeve chamfer and the gear chamfer from each other. The engine power is cut off when the input shaft exceeds the set speed. And then by actuating the gear motor it is provided a method of controlling a dual clutch transmission that includes a process of reconstructing a gear coupling.

Description

CONTROL SYSTEM FOR DUAL CLUTCH TRANSMISSION AND METHOD THEREOF}

The present invention relates to a dual clutch transmission (DCT), and more particularly, when a gear engagement with respect to a transmission ratio is failed, a sleeve chamfer and a gear chamfer that are hit by rotating the input shaft to which the corresponding gear is connected. The present invention relates to a control device and a method of a dual clutch transmission for removing gears and re-shifting to complete gear engagement.

The dual clutch transmission is an automatic manual transmission, which includes two clutches in the transmission to selectively transmit power input from the engine to any one input shaft, and adjusts the gear ratio of the gears disposed on the two input shafts to output the power. .

The two clutches are engaged and slipped by the clutch actuator to control or slip the power of the engine input to the transmission.

In addition, the gear actuator operates a shift finger by a select operation and a shift operation to execute gear matching of the driving stage and pre-selection of the non-driving stage.

In the dry dual clutch, the gear actuator and the clutch actuator may be configured as an electric motor.

The dual clutch transmission is implemented as an ASG (Automated Shift Gear), which eliminates manual shifting of the driver by controlling two clutches and the transmission ratio in the transmission to implement a five-speed or higher speed transmission compactly.

3 is a diagram illustrating an embodiment of a general dual clutch transmission.

As shown, the dual clutch transmission comprises an engine power control means, an input means, a power transmission means, a reverse means, an output means.

The engine power control means includes two clutches (C1) and (C2), wherein the first and second clutches (C1) and (C2) have a main input shaft (2) and the same shaft as the main input shaft (2). The first and second input shafts, which are interposed between the input means formed by the first and second input shafts 4 and 6 arranged on a line, and whose rotational power of the engine ENG is selectively input via the main input shaft 2. (4) (6) to perform the power control function to be delivered.

The first and second clutches C1 and C2 are driven by an electric motor.

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

In addition, the first, third, and fifth speed input gears G1, G3, and G5 are arranged at predetermined intervals on the first input shaft 4, and these input gears are arranged at the second input shaft 6, respectively. Located in the rear side of the penetrating portion, 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.

Second, fourth, and sixth speed input gears G2, G4, and G6 are arranged on the second input shaft 6 at predetermined intervals, and these input gears are second, fourth, and sixth speeds from the front side. The input 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. 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 receiving the power from the input gears of the input means and shifting the output gears is output in parallel with the first and second input shafts 4 and 6 at regular intervals. It includes a power transmission shaft 8, 10, a first synchronizer mechanism S1 including first and third speed gears D1 and D3, and 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 mechanism (S4).

The first power transmission shaft 8 has a second synchronizer mechanism S2 and a first synchronizer mechanism S1 disposed from the front side, and the second and fourth speed gears D2 and D4 are formed of the input means. The second and fourth speed input gears G2 and G4 are meshed with each other, and the first and third speed gears D1 and D3 are meshed with the first and third speed input gears G1 and G3 of the input means.

In addition, a first transfer drive gear 12 is integrally mounted on the rear end of the first power transmission shaft 8 and engaged with the transfer driven gear 14 as an output means to rotate the rotation power of the first power transmission 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 includes the sixth speed input gear of the input means. G6) is engaged, 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 and engaged with the transfer driven gear 14 serving as an output means to rotate rotation power of the second power transmission shaft 10. Will be delivered.

Respective sleeves 18, 20 and 22 applied to the first, second, third and fourth synchronizer mechanisms S1 to S4 and the first, second, third and fourth synchronizer mechanisms S1 to S4. ) 24 is the same known configuration as that of the general manual transmission, and thus a detailed description thereof will be omitted.

In the above, the actuator is generally driven by an electric motor, but may be applied by a hydraulic control system.

The reverse means comprises a reverse idle axis 26 arranged in parallel with the input means at a predetermined interval, and a first idle gear disposed at the rear side of the reverse idle axis 26 and engaged with the first speed input gear G1 ( 28 and a second idler gear 30 disposed at the front end of the reverse idler 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 the power thereof. When the sleeve 24 of the fourth synchronizer mechanism S4 is connected to the reverse gear R, the second power transmission shaft is rotated. By rotating (10) in the direction opposite to forward, reverse operation is possible.

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 having the above-described structure and function, both ends of the sleeve chamfer and the gear chamfer collide with each other in a process of engaging at an arbitrary speed ratio. Can be.

As described above, when both ends of the sleeve chamfer and the gear chamfer collide with each other and the gear is not engaged, even if the gear is attempted with any strong force, the gear is not engaged and the shifting failure occurs.

In particular, as the durability of the transmission proceeds, the more frequent wear of the sleeve chamfer and the gear chamfer occurs, the more frequent the failure (Baulking) occurs.

The present invention has been proposed in order to solve the above problems, and an object of the present invention is to rotate the input shaft to which the gear is connected when the gear is unsuccessful in the shifting process, thereby separating the chamfered sleeve chamfer and the gear chamfer and then gear gearing. Try again to ensure that gear shifting is completed normally.

It is also an object of the present invention to determine that a failure occurs when the gear engagement fails a predetermined number of times, so that the gear engagement for the transmission ratio does not occur.

According to an embodiment of the present invention to achieve the above object, a dual clutch transmission including a clutch motor for regulating the power connection of the engine and the input shaft, a gear motor for selecting the gear and gear gears of the gear stage. In this case, the gear motor is detected by shifting the gear in the shift synchronizing state, and the gear shaft is judged to fail. If a failure is detected, the clutch motor is operated to determine the input shaft and the engine power that fail the gear. In connection there is provided a control device of a dual clutch transmission including a shift control unit for rotating the input shaft, disconnecting the engine power and re-executing gear gearing.

The shift control unit increases the torque supplied by increasing the current supplied to the gear motor when the movement of the gear motor for shifting is not detected in the shift synchronization state, and increases the torque by increasing the current to the maximum allowable current. It can be judged that the agreement has failed.

The shift control unit rotates the gear motor for shifting in the opposite direction of the gear engagement when it is determined that the gear engagement fails, and shifts the shift finger to the neutral region, and then shifts the gear engagement to separate the chamfered sleeve chamfer and gear chamfer. The input shaft can be rotated by connecting the engine power to the failed input shaft.

The shift control unit may stop the gear gearing when the number of times of re-execution of the gear gearing is repeated more than a set number of times, and then store a diagnostic code for the gear failure and output a warning message.

The shift controller may determine that the gear is engaged when the gear motor is detected in accordance with the shift operation after the shift synchronization or the increase control of the current, and determine the shift completion when the shift finger is moved to the gear end.

Further, according to another embodiment of the present invention, the process of detecting the state of the gear motor for performing the gear engagement in the shift synchronization state to engage any shift stage; If the movement of the gear motor is not detected, gradually increasing the drive current to the maximum allowed value, and detecting the state of the gear motor; Determining that the gear engagement fails due to a collision between the sleeve chamfer and the gear chamfer if the movement of the gear motor is not detected in the state in which the drive current is increased to the maximum allowed value; Moving the sleeve finger to a neutral position by operating the gear motor in the opposite direction when it is determined that the gear engagement fails; Operating a clutch motor to connect power of an engine to an input shaft that fails to engage a gear, thereby rotating the input shaft to separate a sleeve chamfer and a gear chamfer that are bumped together; When the input shaft exceeds the set number of revolutions, a control method of a dual clutch transmission is provided, which includes disconnecting the engine power and then operating the gear motor to re-engage the gear engagement.

If re-execution of the gear is repeated more than a predetermined number of times, it may be determined as a failure, the gear may be stopped, and the diagnosis code may be stored and a warning message may be output.

The present invention provides stability and reliability to gear gears of the gear ratio adjusted in the control of the dual clutch transmission, and by determining and warning the failure of the gear gears, it is possible to prompt repair replacement, thereby improving the merchandise. .

1 is a view schematically showing a control device of a dual clutch transmission according to an embodiment of the present invention.
2 is a flowchart illustrating a control procedure of the dual clutch transmission according to the embodiment of the present invention.
3 is a view showing the structure of a general dual clutch transmission.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view schematically showing a control device of a dual clutch transmission according to an embodiment of the present invention.

The present invention includes sensors 101, an engine control unit 102, a shift lever detection unit 103, a shift control unit 104, a clutch motor 105 and a gear motor 106.

The sensors 101, the engine control unit 102, the shift lever detection unit 103 and the shift control unit 104 are connected to the can network to maintain data communication with each other.

Sensors 101 are installed at various positions of the vehicle, and include various displacements of the accelerator pedal, whether the brake pedal is operated, air amount, cooling water temperature, intake temperature, load, vehicle speed, engine speed, etc. according to the driving of the vehicle. Detect the status information and output the signal for it.

The engine controller 102 controls overall operations of the engine based on the information detected by the sensors 101.

The shift lever detection unit 103 detects the position of the shift lever selected by the driver and provides the shift control unit 104 with information about the shift lever.

The shift control unit 104 couples an arbitrary shift stage by operating the clutch motor 105 and the gear motor 106 according to the operating conditions detected by the can network.

The clutch motor 105 is an actuator for operating the clutch. The clutch motor 105 couples or releases a corresponding clutch according to a control signal applied from the shift control unit 104 to connect or disconnect power of the input shaft and the engine.

The clutch motor 105 connects or blocks the power of the engine and the first input shaft to which the odd shift stage is connected, and the power of the engine, to the first clutch motor 105A and the second input shaft to which the even shift stage is connected. And a second clutch motor 105B.

The gear motor 106 executes a shift operation for executing gear selection and gear engagement with an actuator, and couples an optional gear stage in accordance with a control signal applied from the shift controller 105.

The gear motor 106 is composed of a first gear motor 106A for engaging the first input shaft and an odd shift stage and a second gear motor 106B for engaging the second input shaft and an even shift stage.

In addition, the shift control unit 104 monitors the movement of the gear motor 106 moving the shift finger in a shift synchronizing state in which an arbitrary shift stage is coupled by the operation of the gear motor 106 to determine whether the gear engagement fails according to the shift. To judge.

When the shift control unit 104 detects the movement of the gear motor 106, the shift controller 104 determines that normal gear engagement is performed according to the shift.

The shift control unit 104 increases the current supplied to the gear motor 106 to increase the torque of the gear motor 106 when the movement of the gear motor 106 for shifting in the shift synchronizing state is not detected. If the movement of the gear motor 106 is not detected even when the allowable current is increased, it is determined that the gear engagement fails.

That is, it is determined that the gear chamfer is not in contact with the sleeve chamfer and the gear chamfer.

When it is determined that the gear engagement fails in the shift synchronization state, the shift control unit 104 rotates the gear motor 106 for shifting in the opposite direction to the gear engagement to move the shift finger to the neutral region.

Then, the clutch motor 105 is operated to connect the power of the engine to the input shaft which fails to engage the gear, thereby rotating the input shaft, thereby separating the sleeve chamfer and the gear chamfer which are in contact with each other.

Subsequently, when the rotation speed of the input shaft exceeds the set rotation speed, the shift control unit 104 operates the clutch motor 105 to cut off the power connection between the input shaft and the engine. Run

If gear gearing is normally executed through the re-shifting, the gear shift is determined to be completed. If the gear shifting is repeated more than a predetermined number of times, the gear shift is judged to be a gear failure and the diagnostic code is stored. Print out to allow for a quick repair change.

The operation sound of the present invention including the function as described above is executed as follows.

2 is a flowchart illustrating a control procedure of the dual clutch transmission according to the embodiment of the present invention.

When the vehicle is running, the shift controller 104 determines a shift stage for upshift or downshift according to the information detected through the can network, and then operates the clutch motor 105 and the gear motor 106 to shift the shift. (S101).

At this time, the gear select is executed by the operation of the gear motor 106, and it is determined whether the shift synchronization of the gear engagement is completed by the movement of the sleeve chamfer through the shift finger (S102).

If the synchronization for gear gearing is not completed in S102, the gear motor 106 for executing gear gearing is monitored (S103) and it is determined whether the gear motor 106 remains stationary (S104).

If the gear motor 106 is in a moving state in the determination of step S104, the shift distance of the shift finger is detected through a sensor (not shown) to determine whether the shift finger reaches the end of the selected gear (S105).

When the shift finger reaches the end of the selected gear in step S105, the shift completion is determined since normal gear engagement is made (S106).

However, if the movement of the gear motor 106 is not detected in the determination of S104, the control current supplied to the gear motor 106 is gradually increased to increase the driving torque of the gear motor 106 (S107).

Then, it is determined whether the control current for increasing the drive torque of the gear motor 106 has reached the maximum current value allowed (S108).

In the determination of S108, it is determined whether the gear motor 106 is in the stopped state while the control current supplied to the gear motor 106 reaches the maximum current value allowed (S109).

As described above, when the movement of the gear motor 106 is detected according to the increase of the control current supplied to the gear motor 106, as described above, the movement distance of the shift finger is detected to determine whether the shift finger is positioned at the selected gear end. (S105).

If the shift finger is located at the selected gear end in S105, the gear shift is determined since normal gear engagement is made (S106).

However, although the maximum current value allowed for the gear motor 106 is supplied in the determination of S109, it is determined whether the gear motor 106 has been stopped and exceeded a set reference time, for example, 0.5 sec (S110). (S111).

If the stop state of the gear motor 106 exceeds the set reference time, it is determined that a collision between the sleeve chamfer and the gear chamfer occurs and the selected gear engagement fails (S112).

When it is determined that the selected gear engagement fails, the shift control unit 104 rotates the gear motor 106 in the opposite direction (S113) to move the shift finger to the neutral position (S114).

Then, by coupling the clutch of the input shaft failed to engage the gear by the operation of the clutch motor 105 to rotate the input shaft in which the gear is arranged by the power of the engine (S115).

Thus, the sleeve chamfer and the gear chamfer which are hit by the rotation of the input shaft are separated.

Thereafter, the rotation speed of the input shaft is detected (S116) and it is determined whether the set reference rotation speed, for example, 100 RPM is exceeded (S117).

When the input shaft rotation speed exceeds the reference rotation speed in S117, the clutch motor 105 is released to cut off the power connection between the input shaft and the engine (S118), and the gear motor 106 is operated to retry gear engagement of the shift stage. (S119).

The number of retries of the gear engagement is counted to determine whether the set reference number is exceeded, for example, three times (S120).

If the number of retries of gear gearing does not exceed the set reference number in the determination of S120, the process returns to step S101 and repeats the above-described process to retry gear gearing.

However, if the number of retries of gear engagement exceeds the set reference number in the determination of S120, it is determined that the gear engagement is impossible and the failure code is stored (S121).

Then, the gear shift is stopped for the shift stage, and the fault status of the shift stage is displayed to the driver as an output of a message, so that a quick repair replacement can be made (S122).

In the above description, if the shift stage determined by the shift control unit 104 is a hole means, gear engagement and failure determination are executed through operation and monitoring of the first clutch motor 105A and the first gear motor 106A, and the shift control unit If the shift stage determined at 104 is an even means, gear engagement and failure determination are executed through operation and monitoring of the second clutch motor 105B and the second gear motor 106B.

As described above, the present invention monitors the operation of the gear motor to determine whether gear engagement is performed, and if the gear engagement is not achieved by the collision of the sleeve chamfer and the gear chamfer, the sleeve chamfer and the gear chamfer which are hit by rotating the input shaft. The gear gear for the selected shift stage can be stably executed by removing the gear and then performing the gear gear again.

101: sensors 102: engine control unit
103: shift lever detection unit 104: shift control unit
105: clutch motor 106: gear motor

Claims (7)

In a dual clutch transmission comprising a clutch motor for intermittent power connection between the engine and the input shaft, and a gear motor for selecting gears and gearing gears,
Detects the failure of gear gear by detecting the movement of gear motor in shift synchronizing state that combines any shift stage.If failure of gear gear is detected, the clutch motor is operated to connect the input shaft that failed gear gear and engine power. A shift control unit which rotates the input shaft and disconnects the engine power and then re-engages the gear;
Dual clutch transmission control device comprising a. The method of claim 1,
The shift control unit increases the torque supplied by increasing the current supplied to the gear motor when the movement of the gear motor for shifting is not detected in the shift synchronization state, and increases the torque by increasing the current to the maximum allowable current. The control device of the dual clutch transmission, characterized in that judged to fail. The method of claim 1,
The shift control unit rotates the gear motor for shifting in the opposite direction of the gear engagement when it is determined that the gear engagement fails, and shifts the shift finger to the neutral region, and then shifts the gear engagement to separate the chamfered sleeve chamfer and gear chamfer. The control device of the dual clutch transmission, characterized in that to rotate the input shaft by connecting the power of the engine to the failed input shaft. The method of claim 1,
The shift control unit is a control device of a dual clutch transmission, characterized in that if the number of times the re-run of the gear engagement is repeated more than the set number of times, stops gear gearing, stores the diagnostic code for the gear failure, and outputs a warning message. The method of claim 1,
The shift controller determines gear progression when the gear motor is detected by shift operation after shift shifting or current increase control, and determines shift completion when the shift finger is moved to the gear end. Dual clutch transmission controls. Detecting a state of a gear motor that executes gear engagement in a shift synchronizing state that engages any shift stage;
If the movement of the gear motor is not detected, gradually increasing the drive current to the maximum allowed value, and detecting the state of the gear motor;
Determining that the gear engagement fails due to a collision between the sleeve chamfer and the gear chamfer if the movement of the gear motor is not detected in the state in which the drive current is increased to the maximum allowed value;
Moving the sleeve finger to a neutral position by operating the gear motor in the opposite direction when it is determined that the gear engagement fails;
Operating a clutch motor to connect the power of the engine to the input shaft that fails to engage the gear, thereby rotating the input shaft to separate the sleeve chamfer and the gear chamfer which are in contact with each other;
If the input shaft exceeds the set number of revolutions, disconnecting power from the engine and then re-engaging the gear by operating the gear motor;
The control method of the dual clutch transmission comprising a. The method of claim 6,
If the re-run of the gear is repeated more than a predetermined number of times, it is determined that the failure is to stop the gear engagement, and outputs a diagnostic code and outputs a warning message.

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