KR102509443B1 - System and method for controlling transmission of vehicle - Google Patents

Abstract

The present invention controls the engine with a motor generator (Belt-integrated Starter Generator, hereinafter referred to as BSG) driven by a belt in order to reduce shift shock that may occur during vehicle shifting, so that the rotational speed of the engine is to be shifted. A shift control system and method for a vehicle that satisfies the rotational speed of the shift stage.
A shift control system for a vehicle according to the present invention includes an engine control unit, a gear rotation speed calculator, an integrated control unit, and a motor drive unit. The engine control unit detects the first rotational speed of the engine. The gear rotation speed calculation unit calculates the second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the target gear stage. The integrated control unit generates BSG torque for controlling the rotational speed of the engine according to a difference between the first rotational speed and the second rotational speed. And, the motor driver drives the BSG according to the BSG torque. The shift control system of the vehicle may control the BSG torque driven by the belt to mitigate shift shock and shorten the time for shift completion.

Description

Vehicle shift control system and method {System and method for controlling transmission of vehicle}

The present invention relates to a shift control system and method for a vehicle, and more particularly, to a shift control system and method for a vehicle capable of reducing shift shock by controlling an output of a motor generator during gear shifting.

Recently, the demand for hybrid vehicles is increasing, and accordingly, the development of technologies applied to hybrid vehicles is accelerating. Among the types of hybrid vehicles, there is a belt-integrated starter generator (BSG) type in which a motor generator and an engine are interlocked by a belt. In this case, the BSG compensates for the torque of a drive shaft connected to a transmission, thereby increasing the efficiency of driving the vehicle.

Since the driving force required by the vehicle changes depending on the road conditions, driving speed, and load, the transmission is installed on the side or rear of the engine to cope with this, and converts the engine's output into torque and speed appropriate for the driving speed of the vehicle. conveyed to the wheel.

During gear shifting, in order to shift gears with different gear ratios, power between a driving shaft, which is a driving force input stage, and a non-driving shaft, which is an output stage of the driving force, of the transmission is disconnected, or a slip section occurs.

When the power is cut off or the driving force is maintained in the slip section, the instantaneous load disappears, so the speed rise occurs, and when the drive shaft and the non-drive shaft are synchronized by shifting, there is a problem in that a larger shift shock occurs.

In addition, in the hybrid system, when gear shifting occurs in a section where motoring is performed by the motor generator to assist with driving force, shift shock is further increased when motoring is maintained as it is. In addition, there is a problem in that the speed of the driving shaft and the non-driving shaft are synchronized and the time required to complete the gear shift becomes longer.

On the other hand, in the regenerative system section where the motor generator operates in the form of a generator, the drive shaft and the power input shaft of the non-drive shaft are reversed, and even when shifting occurs at the moment of generating the generated torque for equal regeneration, the shift shock and shifting are caused by the generated torque. There is a problem that the completion time is long.

Korean Patent Publication No. 10-2015-0020377 (February 26, 2015)

An object of the present invention for solving the above problems is to provide a shift control system and method for a vehicle capable of reducing shift shock by controlling an output of a motor generator during shifting.

In addition, a technical problem is to provide a vehicle shift control system and method capable of reducing the time during which the speeds of a driving shaft and a non-driving shaft are synchronized.

According to one aspect of the present invention for achieving the above object, the wheel sensor for detecting the rotational speed of the wheel; an engine controller that detects a first rotational speed of the engine; a gear rotation speed calculation unit calculating a second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the target gear stage; An integrated control unit generating BSG (Belt-integrated Starter Generator) torque for controlling the rotational speed of the engine according to a difference between the first rotational speed and the second rotational speed; and a motor driving unit driving the BSG according to the BSG torque. A shift control system for a vehicle including a is provided.

The gear rotation speed calculation unit calculates the second rotation speed of the target gear stage by multiplying the rotation speed of the wheel by the reduction ratio of the differential gear and the reduction ratio of the target gear stage.

When the first rotational speed is higher than the second rotational speed, the integrated control unit may generate a first BSG torque that reduces the rotational speed of the engine.

In this case, when the first BSG torque is smaller than the lower limit torque at which belt slip occurs, the first BSG torque may be changed to the lower limit torque.

The motor driver may drive a BSG that reduces an engine rotational speed based on the first BSG torque or the lower limit torque.

When the first rotational speed is lower than the second rotational speed, the integrated control unit may generate a second BSG torque that increases the rotational speed of the engine.

In this case, when the second BSG torque is greater than the upper limit torque at which belt slip occurs, the second BSG torque may be changed to the upper limit torque.

The motor driver may drive a BSG that increases an engine rotational speed based on the second BSG torque or upper limit torque.

According to one aspect of the present invention, a belt-integrated starter generator (BSG) torque is generated by comparing the first rotational speed of the engine with the second rotational speed to which the reduction unit of the target gear stage is applied, and the first rotational speed and the second rotational speed 2 Provided is a driving method of a shift control system of a vehicle that adjusts an engine rotational speed by applying a BSG torque that reduces a difference in rotational speed.

When the first rotational speed is faster than the second rotational speed, shift control of the vehicle may be performed by reducing the rotational speed of the engine by applying the first BSG torque.

In this case, when the first BSG torque is smaller than the lower limit torque at which the belt slip occurs, the first BSG torque may be changed to the lower limit torque to control the speed change of the vehicle by reducing the rotational speed of the engine.

When the first rotational speed is lower than the second rotational speed, shift control of the vehicle may be performed to increase the rotational speed of the engine by applying the second BSG torque.

In this case, when the second BSG torque is greater than the upper limit torque at which the belt slip occurs, the vehicle shift control may be performed by changing the second BSG torque to the upper limit torque to increase the rotational speed of the engine.

The shift control system and method for a vehicle according to the present invention can control BSG torque to alleviate shift shock and shorten the time required to complete shift.

In addition, driving stability can be improved by precisely controlling the BSG torque in consideration of the driving direction and belt slip of the BSG torque.

1 is a configuration diagram schematically showing the configuration of a shift control system for a vehicle according to an embodiment of the present invention.
2 is a diagram illustrating a method for controlling shifting of a vehicle according to an embodiment of the present invention.
3 is a graph showing the BSG torque reducing the difference between the rotational speed of the engine and the rotational speed to which the target gear reduction ratio is applied according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. This invention may be embodied in many different forms and is not limited to the embodiments set forth herein.

In order to clearly describe the present invention, parts irrelevant to the description are omitted, and the same reference numerals are assigned to the same or similar components throughout the specification.

Throughout the specification, when a part is said to be "connected" to another part, this includes not only the case where it is "directly connected" but also the case where it is "electrically connected" with another element interposed therebetween. . In addition, when a certain component is said to "include", this means that it may further include other components without excluding other components unless otherwise stated.

When a part is referred to as being “on” another part, it may be directly on top of the other part or may have other parts in between. In contrast, when a part is said to be “directly on” another part, there are no other parts in between.

Terms such as first, second and third are used to describe, but are not limited to, various parts, components, regions, layers and/or sections. These terms are only used to distinguish one part, component, region, layer or section from another part, component, region, layer or section. Accordingly, a first part, component, region, layer or section described below may be referred to as a second part, component, region, layer or section without departing from the scope of the present invention.

The terminology used herein is only for referring to specific embodiments and is not intended to limit the present invention. As used herein, the singular forms also include the plural forms unless the phrases clearly indicate the opposite. The meaning of "comprising" as used herein specifies particular characteristics, regions, integers, steps, operations, elements and/or components, and the presence or absence of other characteristics, regions, integers, steps, operations, elements and/or components. Additions are not excluded.

Terms indicating relative space, such as “below” and “above,” may be used to more easily describe the relationship of one part to another shown in the drawings. These terms are intended to include other meanings or operations of the device in use with the meaning intended in the drawings. For example, if the device in the figure is turned over, certain parts described as being “below” other parts will be described as being “above” the other parts. Thus, the exemplary term "below" includes both directions above and below. The device may be rotated through 90° rotation or other angles, and terms denoting relative space are interpreted accordingly.

Although not defined differently, all terms including technical terms and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the art to which the present invention belongs. Terms defined in commonly used dictionaries are additionally interpreted as having meanings consistent with related technical literature and currently disclosed content, and are not interpreted in ideal or very formal meanings unless defined.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. However, the present invention may be embodied in many different forms and is not limited to the embodiments described herein.

1 is a configuration diagram schematically showing the configuration of a shift control system for a vehicle according to an embodiment of the present invention.

As shown in FIG. 1 , the shift control system of a vehicle according to an embodiment of the present invention includes an integrated control unit 110, a motor driving unit 120, and a belt-integrated starter generator (BSG) driven by a belt. 130), engine control unit 140, engine 150, transmission control unit 160, transmission 170, wheel and wheel sensor 180, gear rotation speed calculation unit 190, battery and battery control unit include

The integrated control unit 110 includes a motor driving unit 120 that controls the BSG 130, an engine control unit 140 that controls the engine 150, a transmission control unit 160 that controls the transmission 170 connected to the wheel, and a battery control unit. etc., to perform integrated control. The integrated control unit 110 may collect shift information from specific components, determine the torque of the BSG 130 according to the shift information, and transmit it to the motor driving unit 120 .

The BSG (130) is interlocked with the engine 150 by a belt, can be used when the engine 150 is started, has a function of continuous power generation like a general alternator, and regeneration that recovers braking energy as electrical energy in a braking situation. It can perform a braking function and a torque assist function that assists the torque of the driving shaft when the vehicle starts or when driving torque is required.

However, when the BSG 130 assists the output of the engine 150, when a certain torque or more is instantaneously generated in the BSG 130, belt slip occurs. During operation in the regenerative direction, due to the phenomenon of belt slip, a high temperature is generated due to the frictional force between the belt and the pulley, and the length of the belt is increased, resulting in hardening. The belt hardens, cracks occur on the inner part of the belt, and wear progresses rapidly. Due to the phenomenon of belt slip during operation in the drive direction, if the rotation speed of the belt is higher than the rotation speed of the BSG pulley, the belt may overturn, and in some cases, the belt may derail.

The motor driving unit 120 may control the BSG 130 according to the BSG torque determined by the integrated control unit 110 .

The wheel sensor 180 transmits the rotational speed of the wheel to the integrated controller 110 .

The engine control unit 140 may transmit the first rotational speed of the engine 150 to the integrated control unit 110 .

The gear rotation speed calculation unit 190 may calculate the second rotation speed of the target gear stage based on the rotation speed of the wheel received from the integrated control unit 110, the reduction ratio of the differential gear, and the reduction ratio of the target gear stage. The reduction ratio of the target gear stage means the reduction ratio of the target gear stage to be shifted. The second rotational speed of the target gear stage means a rotational speed required of the drive shaft, which is the transmission driving force input stage, to transmit the reduction ratio of the target stage to be shifted to the wheels.

)에 차동기어 감속비(

)를 곱하면 차동기어 입력축의 회전속도(

)를 산출할 수 있다. 상기 차동기어 입력축의 회전속도(

는 변속기의 구동력 출력단인 비구동축의 회전속도(

)와 같다. 따라서 상기 차동기어 입력축의 회전속도(

=

)에 타겟 기어단수의 감속비(=변속하려는 목표 단수의 감속비,

)를 곱하면 변속하려는 목표 단수에 부합하는 변속기의 구동력 입력단인 구동축의 회전속도(

)를 산출할 수 있다. 따라서 타겟 기어단수의 제2 회전속도(변속하려는 목표단수의 변속기의 구동력 입력단인 구동축의 회전속도,

)는 아래 수학식 1을 만족한다.Specifically, the integrated control unit 110 cannot directly measure the rotational speed required for the driving shaft, which is the transmission driving force input stage, to be transmitted to the driving wheel at an appropriate reduction ratio. Accordingly, the gear speed calculator 190 may calculate the rotational speed of the wheel measured by the wheel sensor 180 . Rotational speed of the wheel (

) to the differential gear reduction ratio (

) is multiplied by the rotational speed of the differential gear input shaft (

) can be calculated. The rotational speed of the differential gear input shaft (

is the rotational speed of the non-drive shaft, which is the driving force output stage of the transmission (

) is the same as Therefore, the rotational speed of the differential gear input shaft (

=

) to the reduction ratio of the target gear stage (= reduction ratio of the target stage to be shifted,

) is multiplied by the rotational speed of the drive shaft, which is the driving force input stage of the transmission, corresponding to the target number of gears to be shifted (

) can be calculated. Therefore, the second rotational speed of the target gear stage (rotational speed of the drive shaft, which is the driving force input stage of the transmission of the target stage to be shifted,

) satisfies Equation 1 below.

는 타겟 기어단수의 제 2회전속도(=변속하려는 목표단수의 변속기의 구동력 입력단인 구동축의 회전속도)를 나타내고,

은 휠의 회전속도를 나타내고,

은 차동기어의 감속비를 나타내며,

는 타겟 기어단수의 감소비를 나타낸다.in Equation 1

Represents the second rotational speed of the target gear stage (= rotational speed of the drive shaft, which is the driving force input stage of the transmission of the target stage to be shifted),

represents the rotational speed of the wheel,

represents the reduction ratio of the differential gear,

Represents the reduction ratio of the target gear stage.

)와 기어회전속도 산출부(190)에서 산출한 타겟 기어단수의 제 2회전속도 차이를 비교하여, 회전속도 차이를 감소시키기 위한 엔진 회전속도를 제어하는 BSG 토크를 결정할 수 있다.The integrated control unit 110 determines the first rotational speed of the engine received from the engine control unit 140 (

) and the second rotational speed difference of the target gear stage calculated by the gear rotational speed calculation unit 190, it is possible to determine the BSG torque for controlling the engine rotational speed to reduce the rotational speed difference.

That is, when the first rotational speed of the engine is faster than the second rotational speed of the target gear stage calculated by the gear rotational speed calculation unit 190, the integrated control unit 110 converts the rotational speed of the engine to the first BSG torque. can decide

However, when the magnitude of the first BSG torque operating in the regenerative direction to reduce the rotational speed of the engine is smaller than the magnitude of the lower limit torque, which is the torque generated by the belt slip, the integrated control unit 110 converts the torque of the BSG to the lower limit torque can decide

The motor driving unit 120 drives the BSG with the first BSG torque or the lower limit torque determined by the integrated control unit 110, and the BSG controls the first rotational speed of the engine to be the second rotational speed of the target gear stage can do.

In addition, when the first rotational speed of the engine is slower than the second rotational speed of the target gear stage calculated by the gear rotational speed calculation unit 190, the integrated control unit 110 determines the second BSG torque that increases the rotational speed of the engine. can

However, when the magnitude of the second BSG torque operating in the driving direction for increasing the rotational speed of the engine is greater than the magnitude of the upper limit torque, which is the torque generated by the belt slip, the integrated control unit 110 converts the torque of the BSG to the upper limit torque can decide

The motor driving unit 120 drives the BSG with the second BSG torque or the upper limit torque determined by the integrated control unit 110, and the BSG controls the first rotational speed of the engine to be the second rotational speed of the target gear stage can do.

2 is a diagram illustrating a method for controlling shifting of a vehicle according to an embodiment of the present invention.

The electronic control automatic transmission can be controlled in conjunction with the comfort of the transmission, stable driving performance, fuel consumption rate improvement, engine electronic control device and other electronic control devices.

First, when the vehicle is driving (S10), it is determined whether the driving safety logic of the vehicle operates (S20). Specifically, it is determined whether a driving safety logic such as a traction control system (TCS) or an anti-lock brake system (ABS) is operating.

As a result of the determination in step S20, if the driving safety logic of the vehicle operates, the current shift stage is fixed so that the vehicle can drive smoothly.

On the other hand, if the driving safety logic of the vehicle does not operate as a result of the determination in S20, it is determined whether gear shifting is in progress (S30).

As a result of the determination of S30, if the shift is not performed, the current driving state is maintained.

Meanwhile, as a result of the determination in step S30, when shifting is in progress, the rotational speed of the wheel detected by the wheel sensor 180 is received (S40). In detail, the integrated control unit 110 receives the rotational speed of the wheel while the vehicle is currently driving from the wheel sensor 180 and the current gear level information and target gear level information of the current transmission 170 from the transmission control unit 160.

From the information, the gear rotation speed calculation unit calculates the second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the target gear stage received from the integrated control unit (S50).

)를 수신한다(S60). 구체적으로, 엔진 제어부가 현재 엔진에서 변속기로 전달하는 엔진의 회전속도를 측정하여 통합 제어부로 전달한다.The integrated control unit is the first rotational speed of the engine from the engine control unit (

) is received (S60). Specifically, the engine control unit measures the rotational speed of the engine transmitted from the current engine to the transmission and transmits it to the integrated control unit.

)와 상기 타겟 기어단수의 제2 회전속도(

)를 비교한다(S70). 구체적으로, 엔진의 회전속도(

)가 휠에 적적할 감속비로 전달될 수 있는 회전속도(

)를 만족하는지 비교한다.The first rotational speed of the engine (

) and the second rotational speed of the target gear stage (

) is compared (S70). Specifically, the rotational speed of the engine (

) is the rotational speed that can be transmitted to the gear ratio to be applied to the wheel (

) is satisfied.

)의 차이는 변속기의 입력단인 구동축과 구동력의 출력단인 비구동축의 동력단절 또는 슬립 구간을 발생시킨다. 즉 엔진의 회전속도(

)는 구동축의 회전속도로 변속하려는 목표단수의 변속기의 구동력 입력단인 구동축의 회전속도(

)보다 빠른 경우 변속기의 내구에 영향을 끼치며, 느린 경우에는 변속기의 전달 효율이 저하되는 원인이 된다. 따라서, BSG를 통해 엔진의 회전속도를 조절하여 변속기의 입력축에 요구되는 회전속도(

)를 만족하게 할 수 있다.The rotational speed (

) causes a power cutoff or slip section between the drive shaft, which is the input stage of the transmission, and the non-drive shaft, which is the output stage of the driving force. That is, the rotational speed of the engine (

) is the rotational speed of the driving shaft, which is the driving force input stage of the transmission of the target stage to be changed to the rotational speed of the drive shaft (

), it affects the durability of the transmission, and when it is slow, it causes the transmission efficiency of the transmission to decrease. Therefore, by adjusting the rotational speed of the engine through the BSG, the rotational speed required for the input shaft of the transmission (

) can be satisfied.

)가 타겟 기어단수의 제2 회전속도(

)보다 빠른 경우, 통합 제어부는 상기 결정된 제1 BSG토크의 크기가 벨트 슬립이 발생되는 하한 토크의 크기를 비교한다(S80).As a result of comparison in step S70, the first rotational speed of the engine (

) is the second rotational speed of the target gear stage (

), the integrated control unit compares the determined magnitude of the first BSG torque with the magnitude of the lower limit torque at which belt slip occurs (S80).

As a result of the comparison in step S80, when the magnitude of the first BSG torque is large, the integrated control unit transmits a signal to the motor driver with the first BSG torque (S90).

As a result of comparison in step S80, when the magnitude of the first BSG torque is small, it is changed to the lower limit torque and a signal is transmitted to the motor driver (S100).

)가 타겟 기어 회전속도(

)보다 빠른 경우, 변속기의 구동력 입력단인 구동축에 전달되는 엔진의 회전속도(

)가 목표단수 감속비 적용된 변속기의 구동력 출력단인 비구동축의 회전속도(

)보다 빨라져서 변속 충격이 발생하게 된다. 따라서, 상기 변속기의 구동축에 전달되는 엔진의 회전속도(

)를 감소시켜야 한다. 통합 제어부는 상기 회전속도의 차이(

)를 감소시키는 회생방향으로 동작하는 제1 BSG의 토크를 발생시킨다. Specifically, the rotational speed of the engine (

) is the target gear rotation speed (

), the rotational speed of the engine transmitted to the drive shaft, which is the driving force input stage of the transmission (

) is the rotational speed of the non-drive shaft, which is the driving force output stage of the transmission to which the target stage reduction ratio is applied (

), so a shift shock occurs. Therefore, the rotational speed of the engine transmitted to the drive shaft of the transmission (

) should be reduced. The integrated control unit is the difference between the rotational speed (

) generates torque of the first BSG operating in the regenerative direction that reduces

)를 감소시키는 BSG 토크의 크기가 벨트 슬립을 발생시키는 하한 토크보다 작은 경우에는 하한 토크로 BSG 토크를 발생시킨다.However, as shown in Figure 3, the integrated control unit is the difference between the rotational speed (

) is smaller than the lower limit torque that causes belt slip, the BSG torque is generated as the lower limit torque.

)는 타겟 기어단수의 회전속도(

)와 오차를 감소시켜, 변속 충격 완화 및 변속이 완료되는 시간을 단축시킬 수 있게 된다.The motor driving unit drives the BSG based on the first BSG torque or the lower limit torque transmitted from the integrated control unit. The rotational speed of the engine by driving the BSG (

) is the rotational speed of the target gear stage (

) and error, it is possible to reduce the shift shock mitigation and the time to complete shift.

)가 타겟 기어단수의 제2 회전속도(

)보다 느린 경우, 통합 제어부는 상기 결정된 제2 BSG토크의 크기가 벨트 슬립이 발생되는 상한 토크의 크기를 비교한다(S110).The comparison result in step S70 is the first rotational speed of the engine (

) is the second rotational speed of the target gear stage (

), the integrated control unit compares the determined magnitude of the second BSG torque with the magnitude of the upper limit torque at which belt slip occurs (S110).

As a result of the comparison in step S110, when the magnitude of the second BSG torque is small, the integrated control unit transmits a signal to the motor driving unit with the second BSG torque (S120).

As a result of the comparison in step S110, when the magnitude of the second BSG torque is large, it is changed to the upper limit torque and a signal is transmitted to the motor driver (S130).

)가 타겟 기어 회전속도(

)보다 느린 경우, 변속기의 구동력 입력단인 구동축에 전달되는 엔진의 회전속도(

)가 목표단수 감속비 적용된 변속기의 구동력 출력단인 비구동축의 회전속도(

)보다 느려져서 변속 충격이 발생하게 된다. 따라서, 상기 변속기의 구동축에 전달되는 엔진의 회전속도(

)를 증가시켜야 한다. 따라서 통합 제어부는 상기 회전속도의 차이(

)를 감소시키는 구동방향으로 동작하는 제2 BSG의 토크를 발생시킨다. Specifically, the rotational speed of the engine (

) is the target gear rotation speed (

), the rotational speed of the engine transmitted to the drive shaft, which is the driving force input stage of the transmission (

) is the rotational speed of the non-drive shaft, which is the driving force output stage of the transmission to which the target stage reduction ratio is applied (

), so a shift shock occurs. Therefore, the rotational speed of the engine transmitted to the drive shaft of the transmission (

) should be increased. Therefore, the integrated control unit is the difference between the rotational speed (

) generates a torque of the second BSG operating in a driving direction that reduces

)를 감소시키는 BSG 토크의 크기가 벨트 슬립을 발생시키는 상한 토크보다 큰 경우에는 상한 토크로 BSG 토크를 발생시킨다. However, as shown in Figure 3, the integrated control unit is the difference between the rotational speed (

) is greater than the upper limit torque that causes belt slip, the BSG torque is generated as the upper limit torque.

)는 타겟 기어단수의 회전속도(

)와 오차를 감소시켜, 변속 충격 완화 및 변속이 완료되는 시간을 단축시킬 수 있게 된다. The motor driving unit drives the BSG based on the second BSG torque or upper limit torque transmitted from the integrated control unit. The rotational speed of the engine by driving the BSG (

) is the rotational speed of the target gear stage (

) and error, it is possible to reduce the shift shock mitigation and the time to complete shift.

The shift control system and method for a vehicle according to the present invention can control BSG torque to alleviate shift shock and shorten the time required to complete shift. In addition, driving stability can be improved by precisely controlling the BSG torque in consideration of the driving direction and belt slip of the BSG torque.

Those skilled in the art to which the present invention pertains should understand that the embodiments described above are illustrative in all respects and not limiting, since the present invention can be embodied in other specific forms without changing the technical spirit or essential characteristics thereof. only do The scope of the present invention is indicated by the following claims rather than the detailed description above, and all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts should be interpreted as being included in the scope of the present invention. do.

110: integrated control unit
120: motor drive unit
130: BSG
140: engine control unit
150: engine
160: transmission control unit
170: transmission
180: wheel sensor
190: gear rotation speed calculation unit

Claims (15)

a wheel sensor that detects the rotational speed of the wheel;
an engine controller that detects a first rotational speed of the engine;
a gear rotation speed calculation unit calculating a second rotation speed of the target gear stage based on the rotation speed of the wheel, the reduction ratio of the differential gear, and the reduction ratio of the target gear stage;
An integrated control unit generating belt-integrated starter generator (BSG) torque for controlling the rotational speed of the engine according to a difference between the first rotational speed and the second rotational speed; and
a motor driver driving a belt-integrated starter generator (BSG) according to the belt-integrated starter generator (BSG) torque; including,
The integrated control unit,
When the first rotational speed is higher than the second rotational speed, a first BSG torque for reducing the rotational speed of the engine is generated.
The method of claim 1,
The gear rotation speed calculation unit calculates the second rotation speed of the target gear stage by multiplying the rotation speed of the wheel by the reduction ratio of the differential gear and the reduction ratio of the target gear stage.
delete The method of claim 1,
The shift control system of a vehicle according to claim 1 , wherein the motor driving unit drives a BSG that reduces an engine rotational speed based on the first BSG torque.
The method of claim 1,
Wherein the integrated control unit changes the first BSG torque to the lower limit torque when the magnitude of the first BSG torque is smaller than the magnitude of the lower limit torque at which belt slip occurs.
The method of claim 5,
The shift control system of a vehicle according to claim 1 , wherein the motor driving unit drives a BSG that reduces an engine rotational speed based on the lower limit torque.
The method according to claim 1, wherein the integrated control unit,
When the first rotational speed is lower than the second rotational speed, a second BSG torque is generated to increase the rotational speed of the engine.
The method of claim 7,
The shift control system of a vehicle according to claim 1 , wherein the motor driving unit drives a BSG that increases an engine rotational speed based on the second BSG torque.
The method of claim 7,
Wherein the integrated control unit changes the second BSG torque to the upper limit torque when the magnitude of the second BSG torque is greater than the magnitude of the upper limit torque at which belt slip occurs.
The method of claim 9,
The shift control system of a vehicle according to claim 1 , wherein the motor driving unit drives a BSG that increases an engine rotational speed based on the upper limit torque.
BSG (Belt-integrated Starter Generator) torque is generated by comparing the first rotational speed of the engine with the second rotational speed to which the reduction part of the target gear stage is applied,
Adjusting the engine rotation speed by applying a BSG torque that reduces the difference between the first rotation speed and the second rotation speed,
When the first rotational speed is faster than the second rotational speed, a first BSG torque is applied to reduce the rotational speed of the engine.
delete The method of claim 11,
When the magnitude of the first BSG torque is smaller than the magnitude of the lower limit torque at which belt slip occurs, the first BSG torque is changed to the lower limit torque to reduce the rotational speed of the engine.
The method of claim 11,
A method of driving a shift control system for a vehicle in which the rotational speed of the engine is increased by applying a second BSG torque when the first rotational speed is lower than the second rotational speed.
The method of claim 14,
When the magnitude of the second BSG torque is greater than the magnitude of the upper limit torque at which belt slip occurs, the second BSG torque is changed to the upper limit torque to increase the rotational speed of the engine.

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