Control method of dual clutch transmission for vehicle and control system for the same

Patent metadata

Field	Value
Publication number	US-9664277-B1
Application number	US-201615264825-A
Country	US
Kind code	B1
Filing date	Sep 14, 2016
Priority date	May 2, 2016
Publication date	May 30, 2017
Grant date	May 30, 2017

Abstract

The present disclosure relates to a control method of a dual clutch transmission for a vehicle and a control system for the dual clutch. The control method includes: a pre-engagement-instructing step in which a synchronizing unit and a sub-gear stage starts to be synchro-meshed; a turn-off intention-determining step that determines whether a driver intends to turn off the neutralizing mode; a gear stage-comparing/determining step that determines whether the sub-gear stage and the main gear stage have been determined to be a same gear stage; a pre-engagement completion-determining step that determines whether the sub-gear stage and the synchronizing unit have been synchro-meshed; a sub-torque-applying step that applies torque to a clutch of a first input shaft on which the sub-gear stage is positioned; and a main torque-applying step in which when the synchronizing unit and the main gear stage are synchro-meshed, torque is applied to a clutch of a second input shaft on which the main gear-stage is positioned and the torque applied to the clutch of the first input shaft is removed.

First claim

What is claimed is:

1. A control method of a dual clutch transmission for a vehicle, the method comprising:
a pre-engagement-instructing step in which a control unit determines a sub-gear stage and a main gear stage based on driving conditions of the vehicle and starts synchro-meshing a synchronizing unit and the sub-gear stage, when the control unit determines that a driving mode of the vehicle is a neutralizing mode;
a turn-off intention-determining step in which the control unit determines whether a driver intends to turn off the neutralizing mode based on whether an accelerator pedal in the vehicle is in a tip-in state after the synchronizing unit and the sub-gear stage are started to be synchro-meshed by the control unit in the pre-engagement-instructing step;
a gear stage-comparing/determining step that determines whether the sub-gear stage and the main gear stage have been determined to be a same gear stage, when the accelerator pedal in the vehicle has been pressed down and the turn-off intention-determining step determines that the driver intends to turn off the neutralizing mode;
a pre-engagement completion-determining step that determines whether the sub-gear stage and the synchronizing unit have been synchro-meshed, when the sub-gear stage and the main gear stage are different in the gear stage-comparing/determining step;
a sub-torque-applying step in which the control unit applies torque to a clutch of a first input shaft on which the sub-gear stage is positioned, when the pre-engagement completion-determining step determines that the sub-gear stage and the synchronizing unit have been synchro-meshed; and
a main torque-applying step in which, when torque is applied to the clutch of the first input shaft in the sub-torque-applying step, the control unit instructs the synchronizing unit to synchro-mesh with the main gear stage, and when the synchronizing unit and the main gear stage are synchro-meshed, the control unit applies torque to a clutch of a second input shaft on which the main gear-stage is positioned and removes the torque applied to the clutch of the first input shaft.

2. The method of claim 1 , wherein an expected RPM of the first input shaft and an engine RPM in the neutralizing mode at a current vehicle speed are included in the driving conditions of the vehicle in the pre-engagement-instructing step.

3. The method of claim 2 , wherein the sub-gear stage is determined by the control unit such that the expected RPM of the first input shaft is smaller than the engine RPM in the neutralizing mode in the pre-engagement-instructing step.

4. The method of claim 3 , wherein the control unit determines a gear stage in which a difference between the expected RPM and the engine RPM is a smallest of a plurality of gear stages in which the expected RPM of the first input shaft is smaller than the engine RPM in the neutralizing mode to be the sub-gear stage in the pre-engagement-instructing step.

5. The method of claim 3 , wherein when there is no gear stage in which the expected RPM of the first input shaft is smaller than the engine RPM in the neutralizing mode, the control unit determines a highest gear stage of a plurality of gear stages to be the sub-gear stage in the pre-engagement-instructing step.

6. The method of claim 1 , wherein an engine is controlled at an idle RPM or fuel-cut is performed by the control unit in the neutralizing mode of the vehicle.

7. The method of claim 6 , wherein when the fuel-cut is performed on the engine in the neutralizing mode, the control unit takes a restart RPM of the engine as an engine RPM in the neutralizing mode.

8. The method of claim 1 , wherein the control unit determines a reference gear stage that is a highest gear stage of gear stages within an allowable range of an engine at a current vehicle speed and determines the main gear stage using the reference gear stage and the sub-gear stage in the pre-engagement-instructing step.

9. The method of claim 8 , wherein the control unit determines the reference gear stage from a shifting pattern map in which allowable gear stages are determined and stored in advance with the current vehicle speed as a variable in the pre-engagement-instructing step.

10. The method of claim 8 , wherein any one of the gear stages on the second input shaft is determined to be the reference gear stage in the pre-engagement-instructing step.

11. The method of claim 8 , wherein when the reference gear stage is lower than the sub-gear stage, the control unit determines the reference gear stage as the main gear stage, and when the reference gear stage is higher than the sub-gear stage, the control unit determines the sub-gear stage as the main gear stage in the pre-engagement-instructing step.

12. The method of claim 1 , further comprising an independent sub-torque-applying step in which when the gear stage-comparing/determining step determines that the sub-gear stage and the main gear stage are the same gear stage, and when the synchronizing unit and the sub-gear stage have been synchro-meshed, the control unit turns off the neutralizing mode of the vehicle while applying torque to the clutch of the first input shaft.

13. The method of claim 1 , further comprising:
a required time-determining step that determines whether a time that is taken to synchro-mesh the sub-gear stage is longer than a reference time in a current state, when the pre-engagement completion-determining step determines that the sub-gear stage and the synchronizing unit have not been synchro-meshed; and
an independent main torque-applying step in which when the required time-determining step determines that a time that is taken to synchro-mesh the sub-gear stage is longer than the reference time, the control unit cancels a synchro-mesh of the sub-gear stage, gives an instruction to synchro-mesh the main gear stage, and applies torque to the clutch of the second input shaft.

14. The method of claim 13 , further comprising:
a pre-engagement-continuing step in which when the required time-determining step determines that the time that is taken to synchro-mesh the sub-gear stage is less than the reference time, the control unit synchro-meshes the sub-gear stage while reducing a rate of increase of torque from an engine,
wherein when the pre-engagement completion-determining step or the pre-engagement-continuing step determines that the sub-gear stage and the synchronizing unit have been synchro-meshed, torque is applied to the clutch of the first input shaft on which the sub-gear stage is mounted, by the control unit in the sub-torque-applying step.

15. A system for controlling a dual clutch transmission for a vehicle, the system comprising:
a transmission comprising a first input shaft, a second input shaft, and an output shaft, in which a plurality of gear stages are mounted on the first input shaft and the second input shaft and clutches are provided for the first input shaft and the second input shaft, respectively;
a synchronizing unit configured to synchro-mesh with any one of the gear stages on the first input shaft or the second input shaft of the transmission;
a sensor unit configured to measure an RPM of the first input shaft, an RPM of the second input shaft, an engine RPM, a vehicle speed, and a pressed amount of an accelerator pedal; and
a control unit configured to determine whether a driving mode of a vehicle is a neutralizing mode, determine a sub-gear stage and a main gear stage when the vehicle is in the neutralizing mode, instruct the synchronizing unit to synchro-mesh with the sub-gear stage based on driving conditions of the vehicle when the sub-gear s

Assignees

• Hyundai Motor Co Ltd
• Kia Motors Corp

Inventors

• Jeong Dong Hoon
• Kim Joung Chul

Classifications

• F16H3/12

  with means for synchronisation not incorporated in the clutches · CPC title

• F16H61/688 Primary

  with two inputs, e.g. selection of one of two torque-flow paths by clutches · CPC title

• F16H3/006

  power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions · CPC title

• F16H2061/0496

  for low engine torque, e.g. during coasting, sailing or engine braking · CPC title

• F16H2061/0407

  by control of clutch in parallel torque path · CPC title