Control methods and control equipment for protecting vehicle shock absorber clutches

Abstract

This application provides, in one aspect, a control method and control device for protecting a vehicle's shock-absorbing clutch. In one aspect, the control method for protecting a vehicle's shock-absorbing clutch includes: determining whether the vehicle state meets conditions for operating shock-absorbing clutch protection logic; when the conditions for operating the shock-absorbing clutch protection logic are met, calculating slip power in real time based on the torque converter's turbine speed, engine speed, the torque converter's capacity coefficient, clutch torque, and hydraulic torque; determining whether intentionally executed repeated clutch engagement / disengagement has occurred based on changes in the slip power calculated in real time over a set time period; and when intentionally executed repeated clutch engagement / disengagement exists, operating the shock-absorbing clutch protection logic to suppress slippage of the shock-absorbing clutch.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to Korean Patent Application No. 10-2021-0154140, filed on November 10, 2021, the entire contents of which are incorporated herein by reference for all purposes. Technical Field

[0003] This disclosure relates to a control method and control device for protecting a shock-absorbing clutch. More specifically, this disclosure relates to a control method and control device for protecting a vehicle's shock-absorbing clutch, the control method and control device being configured to prevent overheating of the shock-absorbing clutch when the accelerator pedal is intentionally depressed and then released for a short time according to the driver's preference. Background Technology

[0004] A damping clutch, a mechanical device used to prevent power loss caused by hydraulic pressure, is installed inside an automatic transmission by directly connecting a hydraulic clutch to the flywheel on the engine side. This damping clutch directly connects the pump side and turbine side of the torque converter when the vehicle speed is equal to or greater than a predetermined speed, thereby preventing power loss caused by the speed difference between the pump side and turbine side, and correspondingly preventing a decrease in fuel efficiency.

[0005] This damping clutch is operated by the transmission control unit (TCU). The TCU is configured to determine whether to engage the damping clutch in the operating range based on the accelerator pedal displacement and turbine speed, engine speed, input torque, and slip ratio (a value obtained by subtracting the turbine speed (the speed at the input side of the transmission) from the engine speed or pump speed) under the current driving conditions.

[0006] When the vehicle's current driving conditions match the conditions for entering the damper clutch operating range, the TCU determines an initial duty cycle value (DS) using a duty cycle mapping that includes the calculated input torque as a factor. Then, using the determined duty cycle value, the solenoid valve for the damper clutch is operated, and the damper clutch is activated.

[0007] For reference, the operating area of ​​a damping clutch can be mainly divided into four segments: the open (release) area, the inertia area, the slip area, and the direct engagement area. Among the four segments, the open area is the area where the power transmission of the damping clutch is completely released, and the direct engagement area is the area where the damping clutch is completely coupled and the pump side and turbine side of the torque converter are completely synchronized.

[0008] Simultaneously, slippage occurs in areas such as the inertial region and the slip region where the damping clutch is not fully open or coupled. Furthermore, when the magnitude of the slippage of the damping clutch, as described above, exceeds the set allowable range or the duration of the slippage exceeds a predetermined time, overheating of the damping clutch may occur, potentially damaging the damping clutch.

[0009] Therefore, a technique has been proposed to protect the damping clutch from overheating caused by slip by controlling the duty cycle of the damping solenoid. In this technique, the slip power and slip duration are calculated based on the turbine speed of the torque converter, the engine speed, the capacity coefficient of the torque converter, the clutch torque, the hydraulic torque, etc., and the damping clutch is protected when the slip power and slip duration exceed the set reference values ​​corresponding to the slip power and slip duration.

[0010] However, this type of shock-absorbing clutch protection technology struggles to respond to slippage caused by frequent clutch engagement / disengagement (the driver's deliberate and repeated pressing and then short-term release of the accelerator pedal) depending on traffic conditions, road conditions, and driver preferences. Therefore, there is a need to develop technology that protects the shock-absorbing clutch in cases of excessive clutch engagement / disengagement. Summary of the Invention

[0011] In one aspect, a control method and control device are provided that can protect the shock-absorbing clutch of a vehicle. Preferably, the control method and control device can identify repeated clutch engagement (pressing the accelerator pedal to achieve acceleration) / clutch release (releasing the accelerator pedal to release acceleration) actions intentionally performed by the driver, and the control method and control device are preferably able to prevent overheating of the shock-absorbing clutch during repeated clutch engagement / release.

[0012] In one aspect, a control method is provided, comprising: (a) determining, by a controller, whether a vehicle state meets the conditions for operating a damper clutch protection logic; (b) when the conditions for operating the damper clutch protection logic are met, calculating, by the controller, in real time, slip power based on the torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque; (c) determining, by the controller, whether intentionally executed repeated clutch engagement / disengagement has occurred based on changes in slip power calculated in real time over a set time period; and (d) when intentionally executed repeated clutch engagement / disengagement exists, operating the damper clutch protection logic by the controller to suppress slippage of the damper clutch.

[0013] In one aspect, a control method is provided for protecting a vehicle's damping clutch from repeated clutch engagement (pressing the accelerator pedal to achieve acceleration) / clutch release (releasing the accelerator pedal to release acceleration), the control method comprising: (a) determining whether the vehicle state meets the conditions for operating the damping clutch protection logic; (b) when the conditions for operating the damping clutch protection logic are met, calculating slip power in real time based on the torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque; (c) determining whether intentionally executed repeated clutch engagement / release has occurred based on changes in slip power calculated in real time over a set time period; and (d) when intentionally executed repeated clutch engagement / release exists, operating the damping clutch protection logic to suppress slip of the damping clutch.

[0014] Preferably, in (a), when the duty cycle of the solenoid applied to the damping clutch is equal to or greater than a reference duty cycle set differently depending on the gear level of the transmission, the conditions for satisfying the operating damping clutch protection logic can be determined.

[0015] In addition, step (c) may include: (c-1) monitoring whether the real-time calculated slip power exceeds a set first reference value and then decreases to below a second reference value that is lower than the first reference value; (c-2) counting and recording the moment when the slip power decreases to below the second reference value after exceeding the first reference value; and (c-3) after a first set time has elapsed, comparing the sum of the counts accumulated during the first set time with the set reference value.

[0016] In some respects, when the sum of the counts accumulated during the first set time period is equal to or greater than the set reference value, it can be determined that the driver intentionally performs repeated clutch engagement / disengagement.

[0017] In addition, in some aspects, when the first set time has passed, the real-time count data in the data related to the recorded count can be reset.

[0018] In some aspects, slippage (where the slippage power exceeds the first reference value and then drops below the second reference value) that occurs only during a period of time equal to or shorter than the first set time can be counted and recorded.

[0019] Furthermore, in some aspects, the damping clutch protection logic can be configured such that the duty cycle correction value corresponding to the current operating region and current clutch torque of the damping clutch is determined according to a duty cycle correction mapping, in which duty cycle correction values ​​for each operating region and for each clutch torque of the damping clutch are stored, and then the duty cycle value is increased by reflecting the determined duty cycle correction value, and then the operation of the solenoid for the damping clutch is controlled by the increased duty cycle value, thereby increasing the hydraulic pressure applied to the damping clutch.

[0020] Preferably, when the duty cycle correction value is determined, the damping clutch protection logic can check the history of duty cycle correction performance previously performed for intentionally repeated clutch engagement / disengagement, and then the damping clutch protection logic can control the solenoid for the damping clutch in different aspects depending on whether the duty cycle correction performance is performed.

[0021] Preferably, when performing an initial correction for a history where duty cycle correction performance was previously nonexistent, the duty cycle value of the solenoid used to control the damping clutch can be gradually increased to an increased duty cycle value, thereby reducing shift shock caused by the sudden engagement of the damping clutch.

[0022] Conversely, when there is a history of duty cycle correction performance issues, in some respects, additional steps can be performed to check whether the control section of the damping clutch is in the operating range transition zone. Furthermore, when the control section is not in the operating range transition zone, the duty cycle value of the solenoid used to control the damping clutch can be immediately increased to the increased duty cycle value. Conversely, when the control section is in the operating range transition zone, the duty cycle value of the solenoid used to control the damping clutch can be gradually increased to the increased duty cycle value, thereby reducing shift shock caused by sudden engagement of the damping clutch.

[0023] To achieve this objective, according to another aspect of this disclosure, a control device is provided for protecting a vehicle's damping clutch from repeated clutch engagement (depressing the accelerator pedal to achieve or increase acceleration) / clutch release (releasing the accelerator pedal to release acceleration). The control device includes: a solenoid for the damping clutch configured to control the operation of the damping clutch; and a transmission control unit (TCU) configured to control the transmission and the solenoid for the damping clutch in cooperation with the engine control unit (ECU), wherein the TCU may include: slip power calculation. The unit is configured to calculate slip power in real time based on the torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque; the intention determination unit is configured to determine whether intentional repeated clutch engagement / disengagement has occurred based on the change in slip power calculated in real time by the slip power calculation unit; and the protection logic operation unit is configured to operate the damping clutch protection logic, which is set to suppress slip of the damping clutch by increasing the hydraulic pressure applied to the damping clutch when it is determined that intentional repeated clutch engagement / disengagement has occurred.

[0024] Here, the TCU may further include a condition determination unit configured to determine whether the vehicle state meets the conditions for the operation of the damping clutch protection logic. In this case, the condition determination unit may be configured to determine that the conditions for the operation of the damping clutch protection logic are met when the duty cycle of the solenoid applied to the damping clutch is equal to or greater than a reference duty cycle set differently depending on the gear position of the transmission.

[0025] In addition, the intention determination unit may suitably include: a slip counting unit configured to count the moment when the real-time calculated slip power exceeds a first reference value and then drops below a second reference value, the slip counting unit being configured to record the moment on a dedicated recording medium; and a comparison unit configured to determine whether intentionally performed repeated clutch engagement / disengagement has occurred by comparing the sum of the counts accumulated during the first set time period with a set reference value when the first set time has elapsed.

[0026] At this time, when the sum of the counts accumulated during the first set time period is equal to or greater than the set reference value, the comparison unit can be configured to determine that the driver intentionally performs repeated clutch engagement / disengagement.

[0027] Furthermore, in some aspects, when the first set time has elapsed, the sliding counting unit can be configured to reset the real-time counting data in the data related to the recorded counting.

[0028] Furthermore, in some aspects, the slip counting unit can be configured to count and record only slip generated during a period of time equal to or shorter than a second set time shorter than a first set time (slip power exceeding a first reference value and then falling below a second reference value).

[0029] Furthermore, in some aspects, the damping clutch protection logic can be configured such that the duty cycle correction value corresponding to the current operating region and current clutch torque of the damping clutch is determined according to a duty cycle correction mapping, in which duty cycle correction values ​​for each operating region and for each clutch torque of the damping clutch are stored, and then the duty cycle value is increased by reflecting the determined duty cycle correction value, and then the operation of the solenoid for the damping clutch is controlled by the increased duty cycle value, thereby increasing the hydraulic pressure applied to the damping clutch.

[0030] Preferably, when the duty cycle correction value is determined, the damping clutch protection logic can check the history of duty cycle correction performance previously performed for intentionally repeated clutch engagement / disengagement, and then the damping clutch protection logic can control the solenoid for the damping clutch in different aspects depending on whether the duty cycle correction performance is performed.

[0031] Preferably, when performing an initial correction for a history where there was no prior duty cycle correction performance, the duty cycle value of the solenoid used to control the damping clutch can be gradually increased to an increased duty cycle value, thereby reducing the impact caused by the sudden engagement of the damping clutch.

[0032] Conversely, when there is a history of duty cycle correction performance, an additional process step can be performed to check whether the control section of the damping clutch is in the operating range transition section. Furthermore, in some aspects, when the control section is not in the operating range transition section, the duty cycle value of the solenoid used to control the damping clutch can be immediately increased to the increased duty cycle value. Conversely, when the control section is in the operating range transition section, the duty cycle value of the solenoid used to control the damping clutch can be gradually increased to the increased duty cycle value, thereby reducing the impact caused by the sudden engagement of the damping clutch.

[0033] According to the present disclosure as described above, when a driver intentionally and repeatedly engages and disengages the clutch, the damping clutch is configured to be in a directly engaged state or near a directly engaged state, causing the slip-prevention protection logic to activate. Therefore, overheating of the damping clutch caused by excessive clutch engagement / disengagement can be prevented, thus preventing damage to the damping clutch due to overheating and achieving a lifespan extension effect.

[0034] Furthermore, when there is a history of duty cycle correction performance and the operating area of ​​the damping clutch is in the operating area change zone while the protection logic is being executed, the duty cycle value of the solenoid used to control the damping clutch is gradually increased to a duty cycle (current duty cycle + duty cycle correction value) that reflects the increase in the correction value. This reduces the inconsistency caused by the protection logic operation and thus provides an improved shifting effect.

[0035] As discussed, the method and system appropriately include the use of a controller or processor.

[0036] In another embodiment, a vehicle is provided that includes devices or systems as disclosed herein. Attached Figure Description

[0037] The above and other objects, features, and other advantages of this disclosure will become clearer from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0038] Figure 1 This is a graph showing the operating area of ​​a conventional shock-absorbing clutch;

[0039] Figure 2 This is a schematic view illustrating the configuration of a control device for protecting a shock-absorbing clutch according to one embodiment of the present disclosure;

[0040] Figure 3 This is a flowchart illustrating a control method for protecting a shock-absorbing clutch according to one embodiment of the present disclosure; and

[0041] Figure 4 This is a flowchart illustrating a series of process steps for protecting the shock-absorbing clutch, which are executed when the shock-absorbing clutch protection logic is operated. Detailed Implementation

[0042] In the following, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

[0043] In describing this disclosure, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. Unless the context clearly indicates otherwise, singular expressions include plural expressions.

[0044] Furthermore, it should be understood that terms such as “comprising” and “having” are intended to indicate the presence of features, quantities, steps, actions, elements, components or combinations thereof disclosed in the specification, and are not intended to exclude the possibility that one or more other features, quantities, steps, actions, elements, components or combinations thereof may exist or be added.

[0045] Furthermore, the terms "first," "second," etc., can be used to describe various elements, but these elements should not be construed as being limited to these terms. These terms are used only for the purpose of distinguishing one element from another.

[0046] In addition, the terms “...part,” “...unit,” “...module,” etc., can refer to a unit used to perform at least one function or operation, and they can be implemented in hardware, software, or a combination of hardware and software.

[0047] It should be understood that, as used herein, the terms “vehicle” or “of a vehicle” or other similar terms include motor vehicles in a broad sense, such as passenger cars, including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, boats (including various speedboats and cargo ships), aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As mentioned herein, a hybrid vehicle is a vehicle with two or more power sources, such as a vehicle utilizing both gasoline and electric power.

[0048] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to also include the plural forms. These terms are intended only to distinguish one component from another, and these terms do not limit the nature, order, or sequence of the constituent components. It should also be understood that when the terms “comprises” and / or “comprising” are used in this specification, they specify the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or combinations thereof. As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items. Throughout the specification, unless explicitly stated otherwise, the word “comprise” and variations such as “comprises” or “comprising” will be understood to imply inclusion of the stated elements, but do not exclude any other elements. In addition, the terms “unit,” “device,” “assembly,” and “module” described in the specification refer to a unit for performing at least one function and operation, and can be implemented by hardware components, software components, or a combination thereof.

[0049] Although the exemplary embodiments are described as using multiple units to perform exemplary process steps, it should be understood that the exemplary process steps can also be performed by one or more modules. Furthermore, it should be understood that the term controller / control unit refers to a hardware device that includes a memory and a processor and is specifically programmed to perform the process steps described herein. The memory is configured to store modules, and the processor is specifically programmed to execute said modules to perform one or more process steps further described below.

[0050] Furthermore, the control logic of this disclosure may be embodied in a non-volatile computer-readable medium containing executable program instructions that can be executed by a processor, controller, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage devices. The computer-readable medium may also be distributed across a network-coupled computer system, enabling it to be stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0051] Unless otherwise specified or obvious from the context, as used herein, the term “about” should be understood as being within the normal tolerance range in the field, such as within 2 standard deviations of the mean. “About” can be understood as being within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless the context otherwise clarifies, all numerical values ​​provided herein are modified by the term “about”.

[0052] In the following description with reference to the accompanying drawings, the same components are given the same reference numerals and are not described repeatedly. In describing this disclosure, detailed descriptions of known technologies will be omitted where they may obscure the subject matter.

[0053] Reference Figure 2 This disclosure describes a control device for protecting a vehicle's shock-absorbing clutch according to an embodiment of the present disclosure.

[0054] Figure 2 This is a schematic view illustrating the configuration of a control device for protecting a vehicle's shock-absorbing clutch according to one embodiment of the present disclosure.

[0055] refer to Figure 2According to one embodiment of the present disclosure, a control device for protecting a vehicle's damping clutch includes: a solenoid 10 for the damping clutch; and a transmission control unit (TCU) 20, wherein the solenoid 10 and the TCU 20 are configured to prevent the damping clutch from overheating, which occurs when the driver repeatedly performs the action of intentionally depressing the accelerator pedal 30 and then releasing the accelerator pedal 30 for a short period of time (hereinafter referred to as "clutch depressing / releasing").

[0056] The solenoid 10 for the damping clutch (hereinafter referred to as "sole" for convenience of description) is configured to control the operation of the damping clutch via the control of the TCU 20. The TCU 20 cooperates with the engine control unit (ECU) to control the transmission. Furthermore, when it is necessary to operate the damping clutch, the TCU 20 is configured to control the hydraulic pressure applied to the damping clutch 40 via the solenoid 10.

[0057] TCU 20 appropriately determines the duty cycle suitable for the current vehicle driving conditions in the duty cycle mapping of the stored solenoid duty cycle, where the solenoid duty cycle is a control value for two factors: clutch torque and the operating range of the damping clutch. Furthermore, by controlling the solenoid 10 with the determined duty cycle value, the optimal hydraulic pressure that minimizes power loss under the current vehicle driving conditions can be applied to the damping clutch 40.

[0058] However, when the driver intentionally and repeatedly depresses and releases the clutch, significant heat is generated due to excessive slippage of the damping clutch 40. Therefore, the heat generated by the driver's intentional and excessive depressing and releasing of the clutch can be a major cause of deterioration of the friction elements of the damping clutch 40. Consequently, the greater the slippage caused by excessive clutch depressing and releasing, the greater the risk of clutch damage and the faster the clutch's lifespan is shortened.

[0059] Therefore, it is preferable to reduce or prevent overheating of the damping clutch 40 due to excessive slippage caused by intentional repeated clutch engagement / disengagement, and thereby reduce potential damage caused by overheating of the damping clutch 40. Thus, in an embodiment, multiple processors are installed in the TCU 20, wherein the multiple processors operate by a programmed procedure such that a series of process steps are executed sequentially, thereby protecting the damping clutch 40 from overheating caused by excessive clutch engagement / disengagement process steps.

[0060] Preferably, the multiple processors installed in the TCU 20 to protect the shock-absorbing clutch 40 from overheating due to excessive clutch engagement / disengagement may be a condition determination unit 22, a slip power calculation unit 24, an intention determination unit 26, and a protection logic operation unit 28. The condition determination unit 22 determines whether the vehicle state meets the conditions for operating the shock-absorbing clutch protection logic, and the slip power calculation unit 24 calculates the slip power in real time, which is the power loss caused by slippage.

[0061] When the duty cycle applied to solenoid 10 is equal to or greater than a reference duty cycle set differently depending on the gear position of the transmission, condition determination unit 22 can determine the conditions that satisfy the operating damping clutch protection logic. Additionally, slip power calculation unit 24 calculates slip power in real time based on the torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque.

[0062] For reference, when slippage occurs simultaneously with the damping clutch operation of the hydraulic torque converter, the hydraulic torque (T_h) and clutch torque (T_c) coexist in the hydraulic torque converter, making the engine torque (T_e) the sum of the hydraulic torque (T_h) and clutch torque (T_c).

[0063] Here, the hydraulic torque (T_h) is calculated from the correlation between the torque converter capacity coefficient (Cf) determined according to the torque converter specifications and the engine speed (N_e), and the clutch torque (T_c) is calculated by considering the clutch friction coefficient, the normal force applied to the friction surface and the equivalent radius of the friction surface, so that the engine torque (T_e) can be summarized as the following relationship.

[0064] Engine torque (T_e) = Hydraulic torque (T_h) + Clutch torque (T_c)

[0065] Engine torque (T_e) = Torque converter capacity coefficient (Cf) * Engine speed (N_e)^2 + Clutch torque (T_c)

[0066] Furthermore, considering the clutch torque (T_c) derived from the correlation between the torque ratio (tr) and the engine torque (T_e), the turbine torque (T_t) can be calculated using the following relationship.

[0067] Turbine torque (T_t) = Torque ratio (tr) * Hydraulic torque (T_e) + Clutch torque (T_c)

[0068] Therefore, when slippage occurs simultaneously with the operation of the damping clutch of the hydraulic torque converter, the slippage power (P_s) of the damping clutch of the hydraulic torque converter can be calculated using the following formula.

[0069] Clutch slip power (P_s) = Clutch torque (T_c) * Slip amount (dw)

[0070] = {Engine torque (T_e) - Hydraulic torque (T_h)} * Slip (dw)

[0071] = {Engine torque (T_e) – [Torque converter capacity coefficient (Cf) * Engine speed (N_e)^2]} * Slip (dw)

[0072] Here, slip (dw) is a value obtained by subtracting the turbine speed, which is the output speed, from the engine speed, which is the input speed (slip (dw) = engine speed - turbine speed).

[0073] In one embodiment, during a predetermined time period, the slip power calculation unit 24 calculates the slip power in real time using the relational expression described above, and the real-time calculated slip power is sent to the intention determination unit 26. Furthermore, in the intention determination unit 26, the change in slip power calculated in real time from the slip power calculation unit 24 determines whether the slip occurring on the damping clutch is caused by repeated clutch engagement / disengagement operations.

[0074] The intention determination unit 26 appropriately includes a slip counting unit 26a. For example... Figure 2 As shown in 'A', the slip counting unit 26a identifies slip caused by clutch engagement / disengagement by counting the moments when the slip power exceeds a first reference value and then decreases to a second reference value below the first reference value, and records the slip on the dedicated recording medium 27. Here, the second reference value can be a value obtained by subtracting a user-defined area (hysteresis) from the first reference value.

[0075] Specifically, when the slip power change calculated in real time from the slip power calculation unit 24 changes in the same way as 'A' mentioned above, the slip counter 26a determines that a clutch engagement / disengagement operation has occurred. That is, when a change with the slip power change calculated in real time from the slip power calculation unit 24 is similar to the change in 'A' mentioned above, the slip counter 26a determines that a clutch engagement / disengagement operation has occurred. Figure 2 When the slip power of the same pattern 'A' changes, the count increases by +1. This counting process can be performed within a first set time.

[0076] For example, when the first set time is 20 seconds, whenever an event with the same characteristics occurs within a defined 20 seconds... Figure 2 When the slip power changes in the same mode as 'A', the slip counting unit 26a increments the count by +1. When the slip power changes in the same mode as 'A', the slip counting unit 26a increments the count by +1. Figure 2When counting changes in slip power in the same pattern as 'A', slip counting unit 26a can count and record only changes in slip power occurring at intervals equal to or less than a second set time shorter than a first set time.

[0077] For example, when the second set time is 1 second, the slip counting unit 26a typically only generates a count with the same frequency within 1 second. Figure 2 The count is performed when the slip power changes in the same pattern as 'A' in the data. Furthermore, when a change with the slip power of 'A' is detected... Figure 2 If the slip power changes in the same pattern as 'A', but the time taken for the same pattern to occur exceeds one second, the slip counting unit 26a determines that the change in slip power is not caused by intentional clutch engagement / disengagement operation and excludes the change in slip power from the count.

[0078] Here, in the counting dates recorded on the recording medium 27, it is preferable to initialize real-time counting information and store only cumulative counting information to ensure storage space. For this purpose, the sliding counting unit 26a can be configured such that when a first set time has elapsed, the real-time counting information in the counting data recorded on the recording medium 27 is initialized, and only the cumulative counting information is stored.

[0079] The counting information (number of times the clutch is engaged / disengaged) from the slip counter 26a is sent to the comparison unit 26b that constitutes the intention determination unit 26. When a first set time has elapsed, the comparison unit 26b compares the sum of the cumulative counts provided by the slip counter 26a (i.e., the sum of the cumulative counts over the first set time) and determines whether the driver has intentionally engaged / disengaged the clutch repeatedly.

[0080] Specifically, when the sum of the cumulative counts within a first set time period is equal to or greater than a preset reference value, the comparison unit 26b can determine that the driver has intentionally repeatedly pressed / released the clutch. Therefore, the determination result from the comparison unit 26b is provided to the protection logic operation unit 28, and the protection logic operation unit 28 can determine whether to operate the dedicated logic for protecting the shock-absorbing clutch (hereinafter referred to as the "shock-absorbing clutch protection logic") based on the determination result.

[0081] Preferably, when the comparison unit 26b determines that the current operating state of the accelerator pedal is that the driver is intentionally and repeatedly pressing and releasing the clutch, the protection logic operation unit 28 increases the hydraulic pressure applied to the damping clutch, so that the operation is set to suppress the slippage of the damping clutch, thereby preventing overheating due to excessive slippage and corresponding damage to the friction material.

[0082] Preferably, the shock-absorbing clutch protection logic 29 can be programmed to sequentially execute a series of process steps configured to place the shock-absorbing clutch in a directly engaged state or near a directly engaged state.

[0083] 1. Determine the duty cycle correction value (sowary duty cycle correction value) that matches or corresponds to the operating range and clutch torque of the current damping clutch from the duty cycle correction mapping.

[0084] 2. Increase the duty cycle by reflecting the determined duty cycle correction value.

[0085] 3. Increase the hydraulic pressure applied to the damping clutch by controlling the solenoid used for the damping clutch to an increased duty cycle;

[0086] Here, the "duty cycle correction mapping" is where the duty cycle correction value is stored as a mapping between each operating region of the damping clutch and a different value for each clutch torque. In this case, the duty cycle correction value stored for each operating region of the damping clutch 40 and for each clutch torque is a value obtained through repeated experiments or simulations. Furthermore, based on the operating region and clutch torque of the damping clutch 40, the duty cycle correction value can be determined as the optimal control value that can effectively suppress slippage caused by clutch engagement / disengagement.

[0087] Specifically, when determining the duty cycle correction value from the duty cycle correction map storing duty cycle correction values ​​for each operating region of the damping clutch and for each clutch torque, the damping clutch protection logic 29 first checks the history of duty cycle correction performance for intentionally repeated clutch engagement / disengagement. Then, depending on whether a history of duty cycle correction performance previously existed, solenoid 10 can be configured to control solenoid 10 in another aspect.

[0088] Preferably, when performing initial duty cycle correction for a history where there is no prior duty cycle correction performance, the duty cycle value can be set such that it gradually increases to a duty cycle that reflects the correction value (hereinafter referred to as the "target duty cycle"). This is to prevent shift shocks that may occur due to sudden engagement of the damping clutch caused by a sudden increase in hydraulic pressure, and to reduce inconsistencies caused by protection logic operation, thereby providing a stable shifting effect.

[0089] Conversely, in cases where there is a history of duty cycle correction performance, an additional check is performed to determine whether the control section of the damping clutch is an operating range change section. Furthermore, when the control section of the damping clutch is not an operating range change section, the duty cycle value used for solenoid control immediately increases to the target duty cycle. Conversely, when the control section of the damping clutch is an operating range change section, the duty cycle value used to control the operation of solenoid 10 can be gradually increased to the target duty cycle.

[0090] Here, preferably, it should be understood that the operating range change segment refers to the operating range of the damping clutch (see...). Figure 1 The changes to the segments other than the directly connected segments are performed between the four segments that are divided into the open (release) segment, the inertia segment, the slip segment, and the direct connection segment.

[0091] For example, when the current operating state of the damping clutch is in the segment where the control region (or control type) changes from the open (release) region to the slip region, or when the current operating state of the damping clutch is in the segment where the control region changes from the slip region to the inertia region, it is determined that the control region is in the operating region change segment, and the duty cycle value used to control the operation of the solenoid 10 can be gradually increased to the target duty cycle.

[0092] In the following, the control process steps performed by the control device for the shock-absorbing clutch for protecting a vehicle will be described in conjunction with the method for protecting a vehicle shock-absorbing clutch according to the present disclosure.

[0093] Figure 3 This is a flowchart illustrating a control method for protecting a shock-absorbing clutch according to one embodiment of the present disclosure.

[0094] Reference Figure 3 In executing the control of a shock-absorbing clutch for protecting a vehicle according to one embodiment of the present disclosure, it is first determined whether the vehicle state meets the conditions for operating the shock-absorbing clutch protection logic (S100). Preferably, in S100, it is determined that the conditions are met when the duty cycle applied to the solenoid for the shock-absorbing clutch is equal to or greater than a reference duty cycle set differently depending on the gear position of the transmission.

[0095] When the conditions for operating the damping clutch protection logic are met, the slip power is calculated in real time based on the torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque (S200). Since the slip ratio calculation process steps have been described in detail above, repeated descriptions of the same calculation process steps will be omitted.

[0096] Next, the process of determining whether the clutch engagement / disengagement operation is intentionally repeated is based on the real-time calculation of the change in slip power (S300).

[0097] Specifically, in S300, it is monitored whether the real-time calculated slip power exceeds a set first reference value and then drops to a second reference value below the first reference value (S302). Furthermore, when the slip power drops to below the second reference value after exceeding the first reference value, it is determined that the driver intentionally performs a clutch depress / release operation, and the slip count is increased by +1 at the same time, and the slip count is recorded on the recording medium (S304).

[0098] Next, it is determined whether a preset first set time has elapsed (S305). If the counting time from the start of the initial slip power calculation has not reached the first set time, the processes of S200 to S304 are repeated, and the deliberate clutch engagement / disengagement is continuously detected and counted. Furthermore, if the first set time has elapsed, the sum of the slip counts accumulated within the first set time is compared with a set reference value (S308).

[0099] For example, when the first set time is 20 seconds, the defined 20 seconds have the same characteristics as described above. Figure 2 For each change in slip power in the same pattern as 'A', the slip count increases by +1. Here, when detecting intentional clutch engagement / disengagement from changes in slip power, the slip count can increase by +1 only if the change in slip power occurs within a period equal to or shorter than a second set time shorter than a first set time, and the slip count can be recorded on a recording medium.

[0100] For example, when the second set time is 1 second, only if the change in slip power has the same characteristics as... Figure 2 When the pattern is the same as the one in the previous step and the change occurs within 1 second, the slide count is counted normally. Furthermore, when a pattern with the same... Figure 2 The same pattern of slip power variation, but if the occurrence of this pattern exceeds 1 second, it is determined that no intentional clutch engagement / disengagement has occurred, and it is excluded from the count.

[0101] Before comparing the sum of the accumulated slip counts during the first set time period with a set reference value after the first set time period has elapsed (S308), the real-time counting information in the counting data recorded on the recording medium when the first set time period has elapsed is reset, and only the accumulated count information is stored (S306) to ensure storage space. Then, process step S308 is performed, in which the sum of the accumulated slip counts during the first set time period is compared with the set reference value.

[0102] Specifically, in process step S308, when the sum of the accumulated slip counts during the first set time period is equal to or greater than a predetermined reference value, it can be determined that the driver intentionally performs repeated clutch engagement / disengagement. Conversely, when the sum of the accumulated slip counts during the first set time period does not reach the set reference value, it is determined that clutch engagement / disengagement is insufficient to cause overheating of the shock-absorbing clutch, and the process step returns to process step S200 and subsequent process steps are executed again.

[0103] In the S308 process step, when it is determined that the driver intentionally repeatedly depresses / releases the clutch, that is, when the sum of the accumulated slip counts during the first set time period is equal to or greater than a predetermined reference value, the damping clutch protection logic for suppressing slip of the damping clutch is executed simultaneously, because excessive slip of the damping clutch caused by excessive depressing / releasing of the clutch may adversely affect the friction element of the damping clutch.

[0104] Figure 4 This is a flowchart illustrating a series of process steps for protecting the shock-absorbing clutch, which are executed when the shock-absorbing clutch protection logic is operated.

[0105] Reference Figure 4 When the damping clutch protection logic is activated, a duty cycle correction value (sowary duty cycle correction value) matching or corresponding to the current operating region of the damping clutch is determined from the duty cycle correction mapping, and the determined duty cycle correction value is reflected and the duty cycle is increased (S410). Then, a process step of checking whether there is a history of duty cycle correction performance for deliberately repeatedly pressing / releasing the clutch is performed (S420).

[0106] By examining historical results, when performing initial corrections for a history where duty cycle correction performance was previously absent, the duty cycle value of the solenoid used to control the damping clutch is gradually increased to an increased duty cycle, thereby preventing shift shocks that may occur due to sudden engagement of the damping clutch caused by a sudden increase in hydraulic pressure. In other words, a decrease in shift performance is prevented by reducing inconsistencies caused by the operation of the protection logic.

[0107] On the other hand, when there is a history of duty cycle correction performance, an additional process step (S400) is performed to check whether the control section of the damping clutch is in the operating range change section.

[0108] As a result of process step S440, when the damping clutch control section is not in the operating range changing section, the duty cycle of the solenoid used to control the damping clutch is immediately increased to an increased duty cycle (S450). Furthermore, when the damping clutch control section is in the operating range changing section, this process step becomes process step S430, in which the duty cycle of the solenoid used to control the damping clutch is gradually increased to an increased duty cycle.

[0109] For reference, as mentioned above, it should be understood that the change in the operating area refers to the damping clutch operating area, which is divided into four segments: the open (release) area, the inertia area, the slip area, and the direct engagement area (see...). Figure 1 Control sections that perform changes between regions within a given area do not include changes to directly connected regions.

[0110] For example, when the current operating state of the damping clutch is in the segment where the control region (or control type) changes from the open (release) region to the slip region, or when the current operating state of the damping clutch is in the segment where the control region changes from the slip region to the inertial region, it is determined that the control region is in the operating region change segment, and the duty cycle value of the solenoid used to control the damping clutch can be gradually increased to an increased duty cycle.

[0111] According to the present disclosure as described above, when the driver intentionally and repeatedly depresses / releases the clutch, the damping clutch is configured to be in a directly engaged state or near a directly engaged state, thereby implementing a protection logic that limits slippage during operation. Therefore, overheating of the damping clutch caused by excessive clutch depressing / releasing can be prevented, thus preventing damage to the damping clutch due to overheating and extending its lifespan.

[0112] Furthermore, when there is a history of duty cycle correction performance and the operating area of ​​the damping clutch is in the operating area change segment while the protection logic is being executed, the duty cycle value of the solenoid used to control the damping clutch is gradually increased to a duty cycle that reflects the increase in the correction value (current duty cycle + duty cycle correction value), thereby reducing the inconsistency caused by the protection logic operation and thus providing an enhanced shifting effect.

[0113] In the detailed description of this disclosure above, only specific embodiments have been described. However, this disclosure should not be construed as limited to the specific embodiments described above, but should be construed as including all changes, equivalents, and substitutions within the spirit of this disclosure as defined in the claims.

Claims

1. A control method for protecting a vehicle's shock absorber clutch, the control method comprising: (a) Determine the steps by using the controller to determine whether the vehicle status meets the conditions for operating the shock absorber clutch protection logic; (b) Calculation step: When the conditions for operating the shock-absorbing clutch protection logic are met, the controller calculates the slip power in real time based on the turbine speed of the torque converter, the engine speed, the capacity coefficient of the torque converter, the clutch torque, and the hydraulic torque. (c) Determine the step by which, based on the change in slip power calculated in real time over a set time period, the controller determines whether intentional repeated clutch engagement / disengagement has occurred; as well as (d) Suppression step: When there is intentional repeated clutch engagement / disengagement, the controller operates the damping clutch protection logic to suppress slippage of the damping clutch. In step (a), when the duty cycle of the solenoid applied to the damping clutch is equal to or greater than a reference duty cycle set differently depending on the gear of the gearbox, it is determined that the conditions for operating the damping clutch protection logic are met.

2. The control method according to claim 1, wherein, (c) The determination steps include: (c-1) The controller monitors whether the real-time calculated slip power exceeds the set first reference value and then reduces it to a second reference value lower than the first reference value; (c-2) The controller counts and records the moments when the slip power decreases below the second reference value after exceeding the first reference value; and (c-3) After the first set time has elapsed, the controller compares the sum of the counts accumulated during the first set time with the set reference value.

3. The control method according to claim 2, wherein, When the sum of the counts accumulated during the first set time period is equal to or greater than the set reference value, it is determined that the driver intentionally performs repeated clutch engagement / disengagement.

4. The control method according to claim 2, wherein, When the first set time has elapsed, reset the real-time count data in the data related to the recorded count.

5. The control method according to claim 2, wherein, Only slippage occurring within a time period equal to or shorter than a second set time shorter than the first set time, i.e. slippage power exceeding the first reference value and then dropping below the second reference value, is counted and recorded.

6. The control method according to claim 1, wherein, The damping clutch protection logic is configured such that the duty cycle correction value corresponding to the current operating region and current clutch torque of the damping clutch is determined according to a duty cycle correction mapping, in which duty cycle correction values ​​for each operating region and for each clutch torque of the damping clutch are stored. The duty cycle value is then increased by reflecting the determined duty cycle correction value, and the operation of the solenoid for the damping clutch is then controlled by the increased duty cycle value, thereby increasing the hydraulic pressure applied to the damping clutch.

7. The control method according to claim 6, wherein, When the duty cycle correction value is determined, the damping clutch protection logic checks the history of duty cycle correction performance previously performed for intentionally repeated clutch engagement / disengagement, and then the damping clutch protection logic controls the solenoid for the damping clutch in different ways depending on whether the duty cycle correction performance is performed.

8. The control method according to claim 7, wherein, When performing initial correction for a history where duty cycle correction performance was previously nonexistent, the duty cycle value of the solenoid used to control the damping clutch is gradually increased to an increased duty cycle value, thereby reducing shift shock caused by the sudden engagement of the damping clutch.

9. The control method according to claim 7, wherein, If there is a prior history of the aforementioned duty cycle correction performance, an additional process step is performed to check whether the control section of the damping clutch is in the operating range change section. When the control segment is not in the operating range change segment, the duty cycle of the solenoid used to control the damping clutch immediately increases to the increased duty cycle value, and When the control segment is in the operation range change segment, the duty cycle of the solenoid used to control the damping clutch gradually increases to an increased duty cycle value, thereby reducing the shift shock caused by the sudden engagement of the damping clutch.

10. A control device for protecting a vehicle's shock absorber clutch from repeated clutch engagement / disengagement, wherein engaging the clutch refers to pressing the accelerator pedal to achieve acceleration, and disengaging the clutch refers to releasing the accelerator pedal to release acceleration, the control device comprising: A solenoid for the damping clutch, the solenoid being configured to control the operation of the damping clutch; as well as The transmission control unit (TCU) is configured to control the transmission and the solenoid for the damping clutch in cooperation with the engine control unit (ECU). The transmission control unit includes: The slip power calculation unit is configured to calculate slip power in real time based on the torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque. The intention determination unit is configured to determine whether the intentional repeated clutch engagement / disengagement has occurred based on the change in the slip power calculated in real time by the slip power calculation unit over a set time period; and The protection logic operation unit is configured to operate a shock-absorbing clutch protection logic, which is set to suppress slippage of the shock-absorbing clutch by increasing the hydraulic pressure applied to the shock-absorbing clutch when it is determined that intentional repeated clutch engagement / disengagement has occurred. The transmission control unit further includes a condition determination unit configured to determine whether the vehicle state meets the conditions for operating the shock absorber clutch protection logic, and the condition determination unit is configured to determine that the conditions for operating the shock absorber clutch protection logic are met when the duty cycle of the solenoid applied to the shock absorber clutch is equal to or greater than a reference duty cycle set differently depending on the gear of the transmission.

11. The control device according to claim 10, wherein, The intention determination unit includes: A slip counting unit is configured to count moments when the slip power, calculated in real time, exceeds a first reference value and then decreases below a second reference value, the slip counting unit being configured to record the moments on a dedicated recording medium; and The comparison unit is configured to determine whether the intentional repeated clutch engagement / disengagement has occurred by comparing the sum of counts accumulated during the first set time period with a set reference value when the first set time has elapsed.

12. The control device according to claim 11, wherein, When the sum of the counts accumulated during the first set time period is equal to or greater than the set reference value, the comparison unit is configured to determine that the driver intentionally performs the repeated clutch engagement / disengagement.

13. The control device according to claim 11, wherein, When the first set time has elapsed, the sliding counting unit is configured to reset the real-time counting data in the data related to the recorded count.

14. The control device according to claim 11, wherein, The slip counting unit is configured to count and record slips that occur only during a period of time equal to or shorter than a second set time shorter than the first set time, i.e., when the slip power exceeds the first reference value and then drops below the second reference value.

15. The control device according to claim 10, wherein, The damping clutch protection logic is configured such that the duty cycle correction value corresponding to the current operating region and current clutch torque of the damping clutch is determined according to a duty cycle correction mapping, in which duty cycle correction values ​​for each operating region and for each clutch torque of the damping clutch are stored. The duty cycle value is then increased by reflecting the determined duty cycle correction value, and the operation of the solenoid for the damping clutch is then controlled by the increased duty cycle value, thereby increasing the hydraulic pressure applied to the damping clutch.

16. The control device according to claim 15, wherein, When the duty cycle correction value is determined, the damping clutch protection logic checks the history of duty cycle correction performance previously performed for intentionally repeated clutch engagement / disengagement, and then the damping clutch protection logic controls the solenoid for the damping clutch in different ways depending on whether the duty cycle correction performance is performed.

17. The control device according to claim 16, wherein, When performing initial correction for a history where duty cycle correction performance was previously nonexistent, the duty cycle value of the solenoid used to control the damping clutch is gradually increased to an increased duty cycle value, thereby reducing the impact caused by the sudden engagement of the damping clutch.

18. The control device according to claim 16, wherein, If there is a prior history of the aforementioned duty cycle correction performance, an additional process step is performed to check whether the control section of the damping clutch is in the operating range change section. When the control segment is not in the operating range change segment, the duty cycle of the solenoid used to control the damping clutch immediately increases to the increased duty cycle value, and When the control segment is in the operation range change segment, the duty cycle of the solenoid used to control the damping clutch gradually increases to an increased duty cycle value, thereby reducing the impact caused by the sudden engagement of the damping clutch.

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