Gearshift control method for a vehicle with dual-clutch transmission

Abstract

Shift control method for a vehicle with a dual clutch transmission, comprising the shift control method: a disengagement start process (S10) of the, when a power-on downshift is initiated, causing a control device to initiate the disengagement of a disengagement-side clutch, so that an engine speed increases to above a speed of the disengagement-side clutch, a first initialization process (S40) of causing the control device to set a torque of the release-side clutch calculated by means of a torque model of the release-side clutch as the pilot torque and causing the torque of the release-side clutch to converge to the pilot torque during a first reference period, a first control process (S50) of which, when the first reference time has elapsed, causes the control device to calculate a feedback torque as a function of a clutch slip change rate and to control the torque of the disengaging clutch using the sum of the feedforward torque and the feedback torque, and a first torque transfer operation (S60) of the, when the control device determines that a preparation for carrying out a torque phase during the execution of the first control operation (S50) is completed, causing the control device to disengage the disengaging clutch for a predetermined second reference time period, so that the torque of an engaging clutch increases in accordance with the torque of the motor.

Description

Background of the invention 1. Field of the invention

[0001] The present invention relates to a shift control method for a vehicle with a dual-clutch transmission (DCT). 2. Description of the technology used

[0002] A "power-on downshift" (e.g. also called "traction downshift") refers to shifting into a target gear that is lower than the current gear, which is carried out in the state in which an accelerator pedal is depressed by a driver.

[0003] Gear changes are performed by successively executing an inertia phase and a torque phase. During the inertia phase, the disengaging clutch is disengaged, and the engine speed increases from the speed of the disengaging clutch associated with the current gear to the speed of the engaging clutch associated with the target gear. Once the engine speed matches the speed of the engaging clutch, the torque phase begins. In the torque phase, the torque of the engaging clutch increases according to the engine's torque, and simultaneously, the disengaging clutch is fully disengaged, thus completing the gear change.

[0004] If, during the inertia phase, the engine speed is controlled stably and appropriately, so that the speed of the disengaging clutch increases and is synchronized with the speed of the engaging clutch, the shifting will be carried out smoothly (especially easily and without jerking), resulting in an improved shifting feel.

[0005] Furthermore, DE 10 2005 014 504 B4 discloses a method for controlling the engagement of a clutch that transmits torque before, during, and after a shifting event in a transmission connected to an engine, wherein the method comprises: supplying a forward control input command that increases as the engine torque increases and decreases as the engine torque decreases; supplying a feedback input command that is a function of the error between the measured clutch slip and a reference slip profile; and summing the forward control input command and the feedback input command to provide a clutch control command for controlling the engagement of the clutch before, during, and after the shifting event in order to allow a target clutch slip amount to dampen the excitation of the transmission.

[0006] Another shift control method for a vehicle with a dual-clutch transmission is known from DE 10 2015 114 572 A1. Explanation of the invention

[0007] The present invention was therefore made in view of the aforementioned problems, and it is an object of the present invention to provide a shift control method for a vehicle with a dual clutch transmission (DCT) which performs a shifting operation quickly and smoothly (in particular smoothly and without jerking) by means of a more stable and appropriate control of a clutch during a power-on downshifting operation, thereby improving the shifting feel and consequently increasing the marketability of the vehicle.

[0008] The present invention provides a shift control method for a vehicle with a dual-clutch transmission according to claim 1. Advantageous embodiments are described in the dependent claims.

[0009] According to the present invention, the above and further objectives can be achieved by providing a shift control method for a vehicle (e.g., motor vehicle, in particular passenger car) with a dual-clutch transmission, wherein the shift control method comprises: a disengagement start process (e.g., also disengagement start process) that, when a power-on downshift (e.g., downshifting in towing mode, kickdown downshifting) is initiated, causes a control device to initiate the disengagement (e.g., disengagement, separation) of a disengagement-side clutch (e.g., also "disengaging clutch"), so that a speed of an engine (e.g.,(of an internal combustion engine) increases to above a speed of the release-side clutch, a first initialization process of causing the control unit to set (e.g., define) a torque of the release-side clutch calculated by means of a torque model of the release-side clutch as a feedforward torque (e.g., also pre-feedback torque) and causing the torque of the release-side clutch to converge to the feedforward torque during a first reference period, a first control process of the, when the first reference period has elapsed, causing the control unit to set a feedback torque (e.g., also feedback torque) depending on a clutch slip change rate orThe clutch slip rate of change (or clutch slip change rate) is calculated, and the torque of the disengaging clutch is controlled using the sum of the pilot torque and the feedback torque. A first torque transfer operation is initiated when the control unit determines that preparation for carrying out a torque phase is complete during the execution of the first control operation. This action causes the control unit to disengage the disengaging clutch for a predetermined second reference period, so that the torque of an engaging clutch (e.g., also "engaging clutch") increases according to the torque of the engine.

[0010] The shift control procedure may further include, after the disengagement start procedure and before the first initialization procedure: a rate-of-change adjustment procedure of adjusting a gradient with which the torque of the disengagement clutch decreases when the control device determines that the difference between the speed of the engine and the speed of the disengagement clutch is equal to or greater than a predetermined first reference value.

[0011] The switching control procedure may also include a switching type determination process prior to the first initialization process, in which the control device determines whether the switching type is biaxial switching (e.g., two-axis switching, two-wave switching - English "biaxial shift") or coaxial switching (e.g., coaxial switching, co-wave switching - English "coaxial shift"), and the first initialization process can be carried out if it is determined that the switching type is biaxial switching.

[0012] The switching control method may further include: if the switching mode determination process determines that the switching mode is coaxial switching, a second initialization process causing the control device to set the torque of the release-side clutch calculated using the torque model of the release-side clutch as the pilot torque and causing the torque of the release-side clutch to converge to the pilot torque during a predetermined third reference period; a second control process, when the third reference period has elapsed, causing the control device to calculate a feedback torque as a function of a clutch slip change rate and to control the torque of the release-side clutch using the sum of the pilot torque and the feedback torque; a second torque transfer process, if the control device determinesthat preparation for carrying out a torque phase is completed during the execution of the second control process, causing the control device to disengage the disengaging clutch for a predetermined fourth reference period, so that the torque of the engaging clutch increases in accordance with the torque of the engine, a third control process of which, when the fourth reference period has elapsed, causes the control device to switch between the role of the engaging clutch and the role of the disengaging clutch, so that the clutch which serves (served) as the engaging clutch is used as the disengaging clutch,and controls the torque of the disengaging clutch (e.g., formerly the engaging clutch) using the sum of the feedforward torque calculated using the torque model of the disengaging clutch and the feedback torque dependent on the clutch slip rate of change, and a third torque transfer operation, if the control unit determines that preparation for carrying out a torque phase is complete during the execution of the third control operation, causing the control unit to disengage the disengaging clutch for a predetermined fifth reference time, so that the torque of the engaging clutch increases according to the torque of the engine.

[0013] The torque model of the release-side clutch can be designed as follows: TC_rel=Te−Je[(dSlipdt)Ziel+dNidt]+α where T C_relthe torque of the release-side clutch represents, T e representing the engine's torque, J e The moment of inertia of the motor is represented, slip represents the clutch slip (= N). e - N i ) represents, N e represents the engine speed, N i the speed of the engagement clutch is represented and a represents the torque caused by the inertia of the drive system.

[0014] During the execution of the first control process, when the engagement (e.g., shifting, selecting) of the target gear is completed, when the shift progress rate (e.g., a measure of shift progress) is equal to or greater than a predetermined second reference value, or when the difference between the engine speed and the speed of the engagement clutch is equal to or greater than a predetermined third reference value, and when the preparation for engaging (e.g., bringing into engagement) the engagement clutch is complete, the control device can then determine that the preparation for carrying out the torque phase is complete.

[0015] During the execution of the second control process, when the engagement (e.g., shifting, selecting) of the target gear is completed, when the shift progress rate is equal to or greater than a predetermined fourth reference value, or when the difference between the engine speed and the speed of the engagement clutch is equal to or greater than a predetermined fifth reference value, and when the preparation for engaging the engagement clutch is complete, the control unit can then determine that the preparation for carrying out the torque phase is complete.

[0016] During the execution of the third control process, when the engagement (e.g., shifting, selecting) of the target gear is completed, when the shift progress rate is equal to or greater than a predetermined sixth reference value, or when the difference between the engine speed and the speed of the engagement clutch is equal to or greater than a predetermined seventh reference value, and when the preparation for engaging the engagement clutch is complete, the control unit can then determine that the preparation for carrying out the torque phase is complete.

[0017] The feedback torque can be calculated using the difference between the target clutch slip rate of change and the measured clutch slip rate of change, which is calculated using the difference between the measured engine speed and the measured clutch speed (e.g., the time derivative of this difference), and the torque model of the release-side clutch can be designed to calculate the pilot control torque using the target clutch slip rate of change. Brief description of the drawings

[0018] The above and further objectives, features and advantages of the present invention will be more clearly understood from the following detailed description when taken in conjunction with the accompanying drawings, of which: Fig. 1 is a view which shows the construction of a vehicle with a dual-clutch transmission (DCT) to which the present invention is applicable, Fig. 2 is a flowchart which represents a shift control method for a vehicle with a DKG according to an embodiment of the present invention, and Fig. 3 is a block diagram which represents the switching control method according to an embodiment of the present invention. Detailed description of preferred embodiments

[0019] Below, a shift control method for a vehicle with a dual-clutch transmission (DCT) according to an exemplary embodiment of the present invention is described in detail with reference to the accompanying drawings.

[0020] Fig. Figure 1 is a view illustrating the structure of a vehicle with a dual-clutch transmission (DCT) to which the present invention is applicable. The power of an engine (e.g., an internal combustion engine) E is transmitted to a first input shaft IN1 and a second input shaft IN2 of a DCT by means of a first clutch CL1 and a second clutch CL2, respectively, and, after a change in rotational speed, is delivered to drive wheels W by means of an output shaft OUT.

[0021] In addition, the vehicle also features clutch actuators CA for operating the first clutch CL1 and the second clutch CL2, shift actuators SA which have selection and shifting functions for changing gears, and a control unit CLR for controlling the clutch actuators CA and the shift actuators SA to automatically shift gears.

[0022] The CLR control unit receives information about the extent to which the driver depresses the accelerator pedal (also called the gas pedal) via an accelerator pedal sensor (APS) and also receives information about the engine speed and torque, as well as the vehicle speed. Based on this information, the CLR control unit controls the clutch actuators (CA) and the shift actuators (SA), allowing the dual-clutch transmission (DCT) to shift gears automatically depending on the vehicle's driving conditions.

[0023] The engine is controlled by a separately provided engine management system (EMS). Through communication with the EMS, the control unit CLR can receive information about the engine and request the EMS to control the engine torque depending on the driving and shift conditions of the vehicle, and the EMS can control the engine in response to this request.

[0024] The CLR control unit can be implemented as a transmission management system (TMS). Depending on the specific design, the CLR control unit can be an integrated control system in which the EMS and the TMS are integrated.

[0025] During the shifting process, one of the first clutch CL1 and the second clutch CL2 performs a disengagement operation (e.g., disengagement operation, separation operation), while the other clutch performs an engagement operation (e.g., engagement operation, connection operation). This means that, depending on the shifting situation, one of the two clutches becomes a disengagement clutch, which is released from the engine, and the other becomes an engagement clutch, which is brought into contact with the engine.

[0026] Referring to Fig. 2 comprises a shift control method for a vehicle with a dual-clutch transmission (DCT) according to an embodiment of the present invention: when a power-on downshift (e.g., downshifting during towing, kickdown downshifting) is initiated, a disengagement start step (S10) is performed, causing the control unit to initiate disengagement of the release-side clutch so that the engine speed increases to above the speed of the release-side clutch; a first initialization step (S40) is performed, causing the control unit to set a torque of the release-side clutch calculated by means of a torque model of the release-side clutch as the feedforward torque (e.g., also pre-coupling torque, English "feedforward torque") and causing the torque of the release-side clutch to converge to the feedforward torque during a first reference period (e.g.,(approaches it), a first control step (S50) of causing the control unit to calculate a feedback torque (e.g., also feedback torque) as a function of the clutch slip change rate or clutch slip change rate (in short: clutch slip change rate) and to control the torque of the disengaging clutch using the sum of the pilot torque and the feedback torque after the first reference period has elapsed, and, if the control unit determines that the preparation for carrying out a torque phase is complete during the execution of the first control step (S50), a first torque transfer step (S60) of causing the control unit to disengage the disengaging clutch for a predetermined second reference period, so that a torque of an engaging clutch (e.g.,(also "engaging clutch") increases according to the torque of the engine.

[0027] This means that, in the embodiment of the present invention, when the power-on downshift occurs, the release-side clutch is first disengaged, so that the engine speed increases from the speed of the release-side clutch, and the torque of the release-side clutch converges to the pilot torque, which is calculated using the torque model of the release-side clutch. The torque of the release-side clutch is then controlled based on the sum of the pilot torque and the feedback torque (e.g., by feedback control). In this way, the inertia phase of the power-on downshift is controlled quickly, stably, and appropriately. As a result, the shift feel of the vehicle can be improved.

[0028] As in Fig. As shown in Figure 3, the feedback torque is calculated using the difference between the target clutch slip rate of change (e.g., the target value of the time derivative of the clutch slip) and the measured clutch slip rate of change, which is calculated using the difference between the measured engine speed and the measured clutch speed (e.g., the time derivative of this difference). The torque model of the release-side clutch is designed to calculate the pilot torque using the target clutch slip rate of change. Since the pilot torque and the feedback torque are calculated using the same physical factor, namely the target clutch slip rate of change, the control process is performed consistently, thus ensuring appropriate control of the release-side clutch.

[0029] The switching control method according to the in Fig. The embodiment shown in Figure 2 further includes, after the disengagement start step (S10) and before the first initialization step (S40), a rate of change adjustment step (S20) for adjusting a slope with which the torque of the disengagement clutch decreases when the control device determines that the difference between the speed of the engine and the speed of the disengagement clutch is equal to or greater than a predetermined first reference value.

[0030] When the difference between the engine speed and the speed of the release clutch becomes equal to or greater than the predetermined first reference value, the slope at which the torque of the release clutch decreases is set in this way so that it differs from the initial slope at which the torque of the release clutch begins to decrease in the release start step (S10), thereby ensuring a smoother start to the inertia phase and a faster end to the inertia phase.

[0031] This means that the initial slope at which the torque of the release clutch begins to decrease during the disengagement start step (S10) is set to a relatively small value. This allows the engine to be disengaged from the release clutch relatively smoothly, and consequently, the inertia phase begins uniformly (especially smoothly and without jerking). Afterwards, the slope at which the torque of the release clutch decreases becomes relatively large, causing the engine speed to rise more quickly and consequently completing the inertia phase in a shorter time.

[0032] The first reference value can be determined by dimensioning (e.g. during the design or drafting of the vehicle's DKG) using data obtained through multiple experiments and analyses, so that it meets the requirements described above, and can be set to, for example, 50 1 / min.

[0033] The switching control method according to the embodiment further includes, prior to the first initialization step (S40), a switching type determination step (S30) in which the control device determines whether the switching type is biaxial switching (e.g., two-axis switching, two-shaft switching, switching on the other axis or shaft) or coaxial switching (e.g., coaxial switching, same-shaft switching, switching on the same axis or shaft). If the switching type determination step (S30) determines that the switching type is biaxial switching, the first initialization step (S40) is performed. If the switching type determination step (S30) determines that the switching type is coaxial switching, the following steps are additionally performed.

[0034] The switching control method according to the embodiment further comprises: if in the switching type determination step (S30) it is determined that the switching type is coaxial switching, a second initialization step (S70) of causing the control device to set the torque of the release-side clutch calculated by means of the torque model of the release-side clutch as the feedforward torque and causing the torque of the release-side clutch to converge to the feedforward torque during a predetermined third reference period, a second control step (S80) of causing the control device to calculate a feedback torque as a function of a clutch slip change rate and to control the torque of the release-side clutch using the sum of the feedforward torque and the feedback torque when the third reference period has elapsed.a second torque transfer step (S90) of causing the control unit to disengage the disengaging clutch for a predetermined fourth reference time, so that the torque of the engaging clutch increases in accordance with the torque of the engine when the control unit determines that the preparation for carrying out a torque phase during the execution of the second control step (S80) is complete; a third control step (S100) of causing the control unit to switch between the role of the engaging clutch and the role of the disengaging clutch (e.g., exchange the role of the engaging clutch and the role of the disengaging clutch), so that the clutch which serves (served) as the engaging clutch is used as the disengaging clutch.and controls the torque of the disengaging clutch (e.g., formerly the engaging clutch) using the sum of the feedforward torque calculated using the torque model of the disengaging clutch and the feedback torque dependent on the clutch slip rate of change, when the fourth reference period has elapsed, and, when the control unit determines that preparation for carrying out a torque phase during the execution of the third control step (S100) is complete, a third torque transfer step (S110) of causing the control unit to disengage the disengaging clutch for a predetermined fifth reference period, so that the torque of the engaging clutch increases according to the torque of the engine.

[0035] The first reference period can be set to begin after the completion of the rate of change adjustment step (S20) or after the completion of the switching mode determination step (S30), and the length of the first reference period can be determined (e.g., fixed) using a characteristic map (e.g., a stored table) according to which a longer period is ensured if the difference between the pre-control torque calculated using the torque model of the release-side clutch and the torque of the release-side clutch at the starting point of the first reference period is greater.

[0036] Since the first reference duration is the time required for the torque of the release-side clutch to converge to the pilot torque, this means that a characteristic map is provided in which a longer duration is ensured when the difference between the pilot torque and the torque of the release-side clutch is greater, thus selecting a suitable duration depending on the difference between the pilot torque and the torque of the release-side clutch.

[0037] The third reference time has essentially the same technical significance as the first reference time. While the first reference time is used for a biaxial switching operation, the third reference time is used for a coaxial switching operation. Like the first reference time, the third reference time can be set to begin after the completion of the rate-of-change adjustment step (S20) or after the completion of the switching mode determination step (S30). The length of the third reference time can be determined using a characteristic map (e.g., a stored table) as a function of the difference between the torque of the release-side clutch at the start point of the third reference time and the pilot torque calculated using the torque model of the release-side clutch (e.g., it can be fixed).

[0038] The torque model of the release-side clutch can be expressed using the following equation 1. TC_rel=Te−Je[(dSlipdt)Ziel+dNidt]+α where T C_rel the torque of the release-side clutch represents, T e representing the engine's torque, J e The moment of inertia of the motor is represented, slip represents the clutch slip (= N). e - N i ) represents, N e represents the engine speed, N i represents the speed of the engagement-side clutch (= the speed of the engagement-side input shaft) and a represents the torque caused by the inertia of the drive system.

[0039] The feedback torque can be calculated using a well-known proportional-integral-differential (PID) control method, employing the clutch slip rate of change error described above, which is the difference between the target clutch slip rate of change and the measured clutch slip rate of change, calculated using the difference between the measured engine speed and the measured clutch speed.

[0040] During the execution of the first control step (S50), the control unit determines that the preparation for carrying out the torque phase is complete when the engagement (e.g., shifting, selecting) of the target gear is complete, when the shift progress level is equal to or greater than a predetermined second reference value, or when the difference between the engine speed and the speed of the engagement clutch is equal to or greater than a predetermined third reference value, and when the preparation for engaging the engagement clutch is complete.

[0041] The switching progress rate can be calculated here using the following equation 2. Shift progress rate = (engine speed − speed of the release clutch) / (speed of the engagement clutch − speed of the release clutch)

[0042] This means that the switching progress rate indicates how closely the engine speed approaches the speed of the engaging clutch (= synchronous speed) relative to the speed of the disengaging clutch.

[0043] The second and third reference values ​​are therefore set to determine whether the engine speed is approaching the speed of the engagement clutch and whether it is time for the inertia phase to end. The second and third reference values ​​can be determined through dimensioning using data obtained through multiple experiments and analyses.

[0044] The situation in which the preparation for engaging the engagement clutch is complete refers to the situation in which the engagement clutch moves close to a point of contact (e.g., contact point, sometimes also called "kissing point"), and consequently, the torque of the engagement clutch is generated immediately when the control system is started. For example, if the torque of the engagement clutch exceeds -2 Nm, it can be determined that the preparation for engagement is complete.

[0045] The first initialization step (S40), the first control step (S50), and the first torque transfer step (S60) are executed when a biaxial switching operation is performed. These steps are executed in particular when the difference between the current gear position and the target gear position in the switching mode determination step (S30) is less than two positions (current gear position - target gear position < 2 positions), for example, when the current gear position is fourth and the target gear position is third.

[0046] During the execution of the first control step (S50), the control unit determines that the preparation for carrying out the torque phase is complete, consequently carries out the torque phase by disengaging the disengaging clutch and increasing the torque of the engaging clutch according to the torque of the engine, and completes the gear shift.

[0047] The control unit regulates the process so that the torque phase is completed within a predetermined second reference period. This second reference period can be a value set in advance, taking into account the vehicle's speed and other factors.

[0048] However, if in the switching mode determination step (S30) it is determined that the switching mode is a coaxial switching, i.e. if the difference between the current gear stage and the target gear stage is two stages (i.e. the current gear stage is the fourth stage and the target gear stage is the second stage), the second initialization step (S70), the second control step (S80), the second torque transfer step (S90), the third control step (S100) and the third torque transfer step (S110) are executed sequentially and the coaxial switching process is completed.

[0049] The following is an example of a situation in which the current gear stage is the fourth stage and the final target gear stage is the second stage.

[0050] During the execution of the second control step (S80), the control unit determines that the preparation for carrying out the torque phase is complete when the engagement (e.g., shifting, selecting) of the target gear is complete, when the shift progress level is equal to or greater than a predetermined fourth reference value, or when the difference between the engine speed and the speed of the engagement clutch is equal to or greater than a predetermined fifth reference value, and when the preparation for engaging the engagement clutch is complete.

[0051] In this case, the target gear stage is the third stage. This means that the coaxial shifting process is carried out by shifting from the fourth stage to the third stage and then from the third stage to the second stage sequentially. The target gear stage is preferably set to the third stage, and a determination of whether the preparation for performing the torque phase is complete is made based on whether the gear of the third stage is engaged (e.g., selected).

[0052] Like the second and third reference values, the fourth and fifth reference values ​​are set to determine whether the engine speed is approaching the speed of the engaging clutch (synchronous speed) and whether it is time for the inertia phase to end. The fourth and fifth reference values ​​can be determined through dimensioning using data obtained through multiple experiments and analyses.

[0053] During the execution of the second control step (S80), the control unit, after determining that the preparation for carrying out the torque phase is complete, performs the torque phase for a predetermined fourth reference time period.

[0054] Like the second reference time, the fourth reference time can be a value set in advance, taking into account the speed of the vehicle and the like.

[0055] As a result, the dual-clutch transmission (DCT) is operated in such a way that a shift into second gear is implemented immediately when a shift into third gear is essentially completed. As described above, the clutch that serves as the engagement clutch is used as the disengage clutch, and vice versa.

[0056] After the clutch roles have been completely exchanged, as described above, the third control step (S100) is performed. During the execution of the third control step (S100), the control unit determines that the preparation for carrying out the torque phase is complete when the engagement (e.g., shifting, selecting) of the target gear is complete, when the shift progress is equal to or greater than a predetermined sixth reference value, or when the difference between the engine speed and the speed of the engaging clutch is equal to or greater than a predetermined seventh reference value, and when the preparation for engaging the engaging clutch is complete.

[0057] In this case, the target gear stage is the second stage. Like the second and third reference values, the sixth and seventh reference values ​​are set to values ​​used to determine whether the engine speed is approaching the speed of the engaging clutch (synchronous speed) and whether it is time for the inertia phase to end. The sixth and seventh reference values ​​can be determined by dimensioning using data obtained through multiple experiments and analyses.

[0058] During the execution of the third control step (S100), the control unit, upon determining that the preparation for carrying out the torque phase is complete, carries out the torque phase by disengaging the disengaging clutch during the fifth reference period and increasing the torque of the engaging clutch according to the engine torque, and completes the gear shift.

[0059] The fifth reference time duration can be a value set in advance, taking into account the speed of the vehicle and the like.

[0060] As can be seen from the foregoing description, according to a shift control method for a vehicle with a DCT of the present invention, it is possible during a power-on-downshift process of a vehicle with a DCT to carry out a shift quickly and evenly (in particular smoothly and without jerking) by means of a more stable and suitable control of a clutch, thereby improving the shift feel and consequently increasing the marketability of the vehicle.

Claims

Shift control method for a vehicle with a dual-clutch transmission, comprising the shift control method: a disengagement start operation (S10) of which, when a power-on downshift is initiated, causes a control unit to start disengaging a release-side clutch, so that the speed of an engine increases to above a speed of the release-side clutch; a first initialization operation (S40) of which causes the control unit to set a torque of the release-side clutch calculated by means of a torque model of the release-side clutch as the feedforward torque and causes the torque of the release-side clutch to converge to the feedforward torque during a first reference period; a first control operation (S50) of which, when the first reference period has elapsed, causesthat the control unit calculates a feedback torque as a function of a clutch slip change rate and controls the torque of the disengaging clutch using the sum of the pilot torque and the feedback torque, and a first torque transfer operation (S60) of the, when the control unit determines that a preparation for carrying out a torque phase during the execution of the first control operation (S50) is completed, causing the control unit to disengage the disengaging clutch for a predetermined second reference time, so that the torque of an engaging clutch increases according to the torque of the engine. Shift control method according to claim 1, further comprising: after the disengagement start process (S10) and before the first initialization process (S40), a rate of change adjustment process (S20) of adjusting a gradient with which the torque of the disengagement clutch decreases when the control device determines that a difference between the speed of the engine and the speed of the disengagement clutch is equal to or greater than a predetermined first reference value. Switching control method according to claim 1 or 2, further comprising: prior to the first initialization process (S40), a switching type determination process (S30) of causing the control device to determine whether the switching type is a biaxial switching or a coaxial switching, wherein the first initialization process (S40) is carried out when it is determined that the switching type is a biaxial switching. A switching control method according to claim 3, further comprising: when it is determined in the switching mode determination process (S30) that the switching mode is coaxial switching, a second initialization process (S70) of causing the control device to set the torque of the release-side clutch calculated by means of the torque model of the release-side clutch as the feedforward torque and causing the torque of the release-side clutch to converge to the feedforward torque during a predetermined third reference period, a second control process (S80) of causing, when the third reference period has elapsed, the control device to calculate a feedback torque as a function of a clutch slip change rate and to control the torque of the release-side clutch using the sum of the feedforward torque and the feedback torque, a second torque transfer process (S90) ofWhen the control unit determines that preparation for carrying out a torque phase is complete during the execution of the second control operation (S80), the control unit disengages the disengaging clutch for a predetermined fourth reference period, so that the torque of the engaging clutch increases in accordance with the engine torque; a third control operation (S100) is carried out when the fourth reference period has elapsed, causing the control unit to switch between the role of the engaging clutch and the role of the disengaging clutch, so that a clutch which serves as the engaging clutch is used as the disengaging clutch.and controls the torque of the release-side clutch using the sum of the feedforward torque calculated by means of the torque model of the release-side clutch and the feedback torque dependent on the clutch slip rate of change, and a third torque transfer operation (S110) of the, when the control device determines that a preparation for carrying out a torque phase during the execution of the third control operation (S100) is completed, causing the control device to disengage the release-side clutch for a predetermined fifth reference time period, so that the torque of the engagement-side clutch increases in accordance with the torque of the engine, Shift control method according to any one of claims 1 to 4, wherein the torque model of the disengagement-side clutch is designed as follows: TC _ rel = T e − J e [ ( d S lipdt ) Z iel + d N idt ] + α where T C_rel the torque of the release-side clutch represents, T e representing the engine's torque, J e The moment of inertia of the motor is represented, slip represents the clutch slip (= N). e - N i ) represents, N e represents the engine speed, N i represents the rotational speed of the engagement clutch and α represents the torque caused by the inertia of the drive system. A shift control method according to any one of claims 1 to 5, wherein, during execution of the first control process (S50), when the engagement of the target gear is completed, when the shift progress rate is equal to or greater than a predetermined second reference value, or when the difference between the engine speed and the engagement clutch speed is equal to or greater than a predetermined third reference value, and when the preparation for engaging the engagement clutch is completed, then the control device determines that the preparation for carrying out the torque phase is complete. Shift control method according to claim 4, wherein, during execution of the second control process (S80), when engagement of the target gear is completed, when the shift progress rate is equal to or greater than a predetermined fourth reference value, or when the difference between the engine speed and the engagement clutch speed is equal to or greater than a predetermined fifth reference value, and when the preparation for engagement of the engagement clutch is completed, then the control device determines that the preparation for carrying out the torque phase is complete. Shift control method according to claim 4 or 7, wherein, during execution of the third control process (S100), when engagement of the target gear is completed, when the shift progress level is equal to or greater than a predetermined sixth reference value, or when the difference between the engine speed and the engagement clutch speed is equal to or greater than a predetermined seventh reference value, and when the preparation for engagement of the engagement clutch is completed, then the control device determines that the preparation for carrying out the torque phase is complete. Shift control method according to any one of claims 1 to 8, wherein the feedback torque is calculated using the difference between the target clutch slip rate of change and the measured clutch slip rate of change, which is calculated using the difference between the measured speed of the engine and the measured speed of the clutch, and wherein the torque model of the release-side clutch is configured to calculate the pilot torque using the target clutch slip rate of change.

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