Control method and control device for the protection of a vehicle damper coupling

Abstract

Control method for protecting a damper coupling (40) of a vehicle, wherein the control method comprises: (a) Determine with a controller (20) whether a vehicle state satisfies a condition for operating a damper clutch protection logic (29); (b) Calculating a slip power in real time using a controller (20) based on a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque and a hydraulic torque when the condition for operating the damper clutch protection logic (29) is met; (c) Determining with a controller (20) whether the intentionally performed repeated pressing / releasing occurs or not, based on a change in slip power calculated in real time for a set duration; and (d) Operating the damper clutch protection logic (29) with a controller (20) to limit slippage of the damper clutch (40) when the intentionally performed repeated pressing / releasing occurs.

Description

1. Area

[0001] The present disclosure relates to a control method and a control device for protecting a damper clutch. In particular, the present disclosure relates to a control method and a control device for protecting a damper clutch of a vehicle, wherein the control method and the control device are designed to prevent overheating of the damper clutch, which occurs when an action in which an accelerator pedal is intentionally pressed and then released within a short time is repeatedly performed according to the intention of a driver. 2. Background

[0002] A damper clutch, a mechanical device for preventing power loss caused by hydraulic pressure, is installed in an internal part of an automatic transmission by directly connecting a hydraulic coupling to a flywheel on the engine side. The damper clutch directly connects a pump side and a turbine side of a torque converter when the vehicle speed is equal to or greater than a predetermined speed, thus preventing power loss caused by a speed difference between the pump and turbine sides and, consequently, preventing a reduction in fuel efficiency.

[0003] Such a damper clutch is operated by being controlled by a transmission control unit (TCU). The TCU is designed to determine, based on an accelerator pedal position and turbine speed in a current driving condition, an engine speed, an input torque, and a slip ratio (a value obtained by subtracting the turbine speed (a speed at an input side of the transmission) from the engine speed or a pump speed), whether the damper clutch should be brought into an operating range.

[0004] If the current driving condition of the vehicle matches a condition for transitioning to the damper clutch operating range, the transmission control unit determines an initial power value (DS) using a power map that includes the calculated input torque as a factor. Subsequently, using the determined power value, a solenoid valve for the damper clutch is actuated, and the damper clutch is engaged.

[0005] To illustrate, the operating range of the damper coupling can be divided into four main sections: an open (release) range, a coast-down range, a slip range, and a direct-connection range. Within these four sections, the open range is a range in which power transmission through the damper coupling is completely released, and the direct-connection range is a range in which the damper coupling is fully reverse-coupled and the pump and turbine sides of the torque converter are fully synchronized.

[0006] Slippage occurs in areas such as the run-out zone and the slip zone, where the damper coupling is not fully open or engaged. Furthermore, if the extent of the damper coupling slippage, as described above, exceeds a set tolerance range, or if the duration of the slippage exceeds a predetermined time, the damper coupling can overheat and be damaged.

[0007] Therefore, a technique was proposed to protect the damper clutch from overheating due to slippage by controlling a damper magnet operation, in which a slip power and slip duration are calculated based on a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque, a hydraulic torque, etc., and the damper clutch is protected when the slip power and slip duration exceed a set reference value corresponding to the slip power and slip duration.

[0008] However, such a damper clutch protection technique can only poorly address slippage caused by push-and-release (an action where a driver intentionally and repeatedly presses the accelerator pedal and then releases it within a short time), which can occur frequently depending on traffic conditions, road conditions, and the driver's intent. Therefore, a technique for protecting a damper clutch in situations involving excessive push-and-release must be developed.

[0009] Patent application DE 199 34 246 A1 discloses a monitoring method for torque converter lock-up clutches in motor vehicles, which controls the power loss at the clutch. Patent application US 2018 / 0023700 A1 discloses a control system for power transmission devices in vehicles with a focus on the temperature protection of locking clutches.

[0010] The present invention is based on the objective of providing a control method and a control device that can effectively protect a damper clutch of a vehicle from overheating when a driver intentionally and repeatedly presses and releases the accelerator pedal. SUMMARY

[0011] According to one aspect, a control method and a control device are provided that can protect a damper clutch of a vehicle, wherein the control method and the control device are preferably able to detect repeated pressing (an action in which an accelerator pedal is actuated to achieve acceleration) / releasing (an action in which the accelerator pedal is released to reduce acceleration) intentionally performed by a driver, and the control method and the control device are preferably able to prevent overheating of the damper clutch in a situation in which the repeated pressing / releasing occurs.

[0012] According to one aspect, a control procedure is provided, the procedure comprising: (a) determining with a controller whether a vehicle state satisfies a condition for operating damper clutch protection logic; (b) calculating slip power in real time with a controller based on a torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque when the condition for operating the damper clutch protection logic is satisfied; (c) determining with a controller whether the intentionally performed repeated pressing / releasing occurs or not based on a change in slip power calculated in real time for a set duration;and (d) operating the damper clutch protection logic with a controller to limit damper clutch slippage when the intentionally performed repeated pressing / releasing occurs.

[0013] According to one aspect, a control procedure is provided to protect a vehicle's damper clutch from repeated pressing (an action in which an accelerator pedal is pressed to achieve acceleration) / releasing (an action in which the accelerator pedal is released to reduce acceleration), wherein the control procedure comprises: (a) determining whether a vehicle condition satisfies a condition for operating damper clutch protection logic; (b) calculating slip power in real time based on a torque converter turbine speed, engine speed, torque converter capacity coefficient, clutch torque, and hydraulic torque when the condition for operating the damper clutch protection logic is satisfied;(c) Determine whether the intentionally performed repeated pressing / releasing occurs or not based on a change in slip power calculated in real time for a set duration; and (d) operate the damper clutch protection logic to limit damper clutch slip when the intentionally performed repeated pressing / releasing occurs.

[0014] Preferably, in (a) it can be determined that the condition for operating the damper clutch protection logic is met if a power applied to an electromagnet for the damper clutch is equal to or greater than a reference power which is set differently according to a gear stage of a transmission.

[0015] Furthermore, step (c) may include: (c-1) monitoring whether the slip power calculated in real time exceeds a first set reference value and then the slip power falls below a second reference value that is smaller than the first reference value; (c-2) counting and recording a time point at which the slip power falls below the second reference value after the slip power exceeds the first reference value; and (c-3) comparing a sum of a count accumulated during a first set duration with a set reference value after the first set duration has elapsed.

[0016] Based on certain aspects, it can be determined at this point that the repeated pressing / releasing is intentionally performed by a driver if the sum of the counts accumulated during the first set duration is equal to or greater than the set reference value.

[0017] Depending on certain aspects, after the initial set duration has expired, the real-time count data can also be reset to data relating to a recorded count.

[0018] Furthermore, according to certain aspects, only the slip (a situation in which the slip power exceeds the first reference value and then falls below the second reference value) that is generated in a period equal to or shorter than a second set duration that is shorter than the first set duration can be counted and recorded.

[0019] Furthermore, according to certain aspects, the damper clutch protection logic can be designed such that a power correction value corresponding to a current operating range of the damper clutch and a current clutch torque is determined from a power correction map in which the power correction value for each operating range of the damper clutch and for each clutch torque is stored, then a power value is increased by taking the determined power correction value into account, and then the operation of an electromagnet for the damper clutch is controlled by the increased power value, thereby increasing the hydraulic pressure applied to the damper clutch.

[0020] Once the power correction value is determined, the damper clutch protection logic can preferably check a history of a power correction execution previously performed for the intentionally performed repeated pressing / releasing, and then the damper clutch protection logic can control the electromagnet for the damper clutch according to various aspects, depending on whether the power correction has been performed.

[0021] In the case of an initial correction where the history of the power correction procedure is not previously available, the power value for controlling the electromagnet for the damper clutch can preferably be gradually increased to the increased power value, thereby reducing a shift shock caused by a sudden engagement of the damper clutch.

[0022] If, on the other hand, the history of the power correction operation is available beforehand, a process can be carried out, based on certain criteria, to additionally verify whether a control section of the damper clutch is located within an operating range change section. Furthermore, if the control section is not located within the operating range change section, the power value for controlling the electromagnet for the damper clutch can be immediately increased to the higher power value. If, furthermore, the control section is located within the operating range change section, the power value for controlling the electromagnet for the damper clutch can be gradually increased to the higher power value, thereby reducing a shift shock caused by a sudden engagement of the damper clutch.

[0023] To achieve the objectives, according to a further aspect of the present disclosure, a control device is provided to protect a damper clutch of a vehicle from repeated pressing (an action in which an accelerator pedal is actuated to effect acceleration) / releasing (an action in which the accelerator pedal is released to reduce acceleration), wherein the control device may include: an electromagnet for the damper clutch, wherein the electromagnet is designed to control the operation of the damper clutch;and a transmission control unit (TCU) designed to control a transmission and the electromagnet for the damper clutch by interaction with an engine control unit (ECU), wherein the TCU may include: a slip power calculation unit designed to calculate slip power in real time based on a torque converter turbine speed, an engine speed, a torque converter capacity coefficient, a clutch torque, and a hydraulic torque; an intent determination unit designed to determine, based on a change in slip power calculated in real time by the slip power calculation unit, whether or not intentional repeated pressing / releasing is occurring;and a protection logic operating unit designed to operate a damper clutch protection logic configured to limit damper clutch slippage by increasing a hydraulic pressure applied to the damper clutch when it detects intentional repeated pressing / releasing.

[0024] The transmission control unit may also include a state determination unit designed to determine whether a vehicle condition meets a condition for operating the damper clutch protection logic. At this point, the state determination unit may be designed to determine that the condition for operating the damper clutch protection logic is met when the power applied to the electromagnets for the damper clutch is equal to or greater than a reference power that is set differently for each gear of the transmission.

[0025] Furthermore, the intent determination unit may accordingly comprise: a slip counter unit designed to count a point in time at which the slip power calculated in real time exceeds a first reference value and then falls below a second reference value, the slip counter unit being designed to record the point in time on a specially provided recording medium; and a comparison unit designed to determine whether or not the intentionally performed repeated push / release has occurred by comparing a sum of a count accumulated during a first set duration with a set reference value when the first set duration has elapsed.

[0026] At this point, the comparison unit may be designed to determine that the repeated pressing / releasing is being performed intentionally by a driver if the sum of the counts accumulated during the first set duration is equal to or greater than the set reference value.

[0027] Furthermore, according to certain aspects, the slip counting unit can be designed to reset the real-time count data to data relating to a recorded count after the first set duration has elapsed.

[0028] Furthermore, according to certain aspects, the slip counter unit may be designed to count and record only the slip (a situation in which the slip power exceeds the first reference value and then falls below the second reference value) that is generated in a period equal to or shorter than a second set duration that is shorter than the first set duration.

[0029] According to certain aspects, the damper clutch protection logic can further be designed such that a power correction value corresponding to a current operating range of the damper clutch and a current clutch torque is determined from a power correction map in which the power correction value for each operating range of the damper clutch and for each clutch torque is stored, then a power value is increased by taking the determined power correction value into account, and then operation of the electromagnet for the damper clutch is controlled by the increased power value, thereby increasing the hydraulic pressure applied to the damper clutch.

[0030] Once the power correction value is determined, the damper clutch protection logic can preferably check a history of a power correction execution previously performed for the intentionally performed repeated push / release, and then the damper clutch protection logic can control the electromagnet for the damper clutch according to various aspects, depending on whether the power correction execution has taken place.

[0031] In the case of an initial correction where the history of the power correction procedure is not previously available, the power value for controlling the electromagnet for the damper clutch can preferably be gradually increased to the increased power value, thereby reducing a shock caused by a sudden engagement of the damper clutch.

[0032] If, on the other hand, the history of the power correction operation is available beforehand, a process can be performed to additionally verify whether a control section of the damper clutch is located within an operating range change section. If the control section is not located within the operating range change section, the power value for controlling the electromagnet for the damper clutch can be immediately increased to the higher power value, according to certain criteria. If the control section is located within the operating range change section, the power value for controlling the electromagnet for the damper clutch can also be gradually increased to the higher power value, thereby reducing a shock caused by a sudden engagement of the damper clutch.

[0033] According to the disclosure described above, the damper clutch is designed to be in a directly engaged state or a state close to a directly engaged state, so that the slip-limiting protection logic is activated when the driver intentionally and repeatedly presses / releases the clutch. Therefore, overheating of the damper clutch caused by excessive pressing / releasing is prevented, thus preventing damage to the damper clutch caused by overheating and extending its service life.

[0034] Furthermore, if the history of the power correction operation is available beforehand and the operating range of the damper clutch lies within the operating range change section while the protection logic is operating, the power value for controlling the electromagnet for the damper clutch is gradually increased to the increased power (existing power + power correction value) where the correction value is taken into account, so that an enhanced switching effect can be provided, as the disharmony caused by the protection logic operation is reduced.

[0035] As explained, the procedure and the system expediently include the use of a controller or a processor.

[0036] In another embodiment, vehicles are provided that include a device or system as disclosed herein. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The aforementioned objectives, features, and advantages of this disclosure will be better understood by referring to the detailed description below and the accompanying drawings. These drawings illustrate: Fig. 1 a diagram showing the operating range of a conventional damper coupling; Fig. 2 a view which schematically illustrates an embodiment of a control device for protecting a damper coupling according to an embodiment of the present disclosure; Fig. 3 a flowchart illustrating a control method for protecting the damper coupling according to an embodiment of the present disclosure; and Fig. 4 A flowchart illustrating a series of processes for protecting the damper coupling, the series of processes being executed when a damper coupling protection logic is operated. DETAILED DESCRIPTION

[0038] An exemplary embodiment of the present disclosure is described in detail below with reference to the accompanying drawings.

[0039] In describing this disclosure, the terms used herein are employed only to describe specific embodiments and are not intended to limit the disclosure. Singular expressions include plural expressions unless the context clearly indicates otherwise.

[0040] Furthermore, it should be understood that terms such as "including", "with", etc. indicate the presence of the features, numbers, steps, actions, elements, components or combinations thereof disclosed in the description and are not intended to exclude the possibility that one or more further features, numbers, steps, actions, elements, components or combinations thereof may be present or added.

[0041] Furthermore, the terms "first", "second", etc. can be used to describe different elements, but the elements are not to be interpreted as being limited to these terms. The terms are only used to distinguish one element from another.

[0042] Furthermore, the terms “-part”, “-unit”, “-module” and the like described here can mean a unit for processing at least one function or operation, and they can be implemented in hardware, software or a combination of hardware and software.

[0043] It is understood that the term "vehicle" or "vehicle-" or a similar term as used herein includes motor vehicles in general, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft and the like, and also 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 used herein, a hybrid vehicle is a vehicle with two or more propulsion sources, e.g., gasoline-powered and electric-powered vehicles.

[0044] The terminology used herein serves only to describe certain embodiments and is not intended to limit the disclosure. The singular forms "a," "an," and "the" also include the plural forms unless the context clearly indicates otherwise. These terms serve only to distinguish one component from another, without limiting the nature, sequence, or order of the individual components. Furthermore, it is understood that the terms "comprises" and / or "comprehensive," when used in this description, specify the presence of the aforementioned features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more further features, integers, steps, operations, elements, components, and / or groups thereof.As used here, the term "and / or" includes all combinations of one or more of the related listed elements. Unless explicitly stated otherwise, the word "include" and variants such as "includes" or "comprehensive" throughout this description are to be understood as implying the inclusion of the mentioned elements, but not the exclusion of other elements. Furthermore, the terms "-unit," "-er," "-or," and "-module" as described here refer to units for processing at least one function and operation and may be implemented by hardware components or software components and combinations thereof.

[0045] Although the exemplary embodiment is described as using multiple units to perform the exemplary process, it is understood that the exemplary processes can also be executed by one or more modules. Furthermore, it should be understood that the term controller refers to a hardware device with memory and a processor, specifically programmed to execute the processes described herein. The memory is designed to store the modules, and the processor is specifically designed to execute the modules in order to perform one or more processes, which are described below.

[0046] Furthermore, the control logic of the present disclosure can be embodied as a non-volatile, computer-readable medium on a computer-readable medium containing executable program instructions that are executed by a processor, a controller, or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable medium can also be distributed across networked computer systems, such that the computer-readable medium is stored and executed in a distributed manner, for example, by a telematics server or a controller area network (CAN).

[0047] Unless explicitly stated or evident from the context, the term "approximately" as used herein is to be understood as within a normal tolerance range, e.g., within 2 standard deviations from the mean. "Approximately" may be understood as 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 otherwise indicated by the context, all numerical values ​​given herein are modified by the term "about".

[0048] In the following description, which refers to the accompanying drawings, identical components are designated with identical reference numerals, and their descriptions are not repeated. In describing the present disclosure, a detailed description of known techniques is omitted if it could render the subject matter of the present disclosure unclear.

[0049] A control device for protecting a damper coupling of a vehicle according to an embodiment of the present disclosure is described with reference to Fig. 2 described.

[0050] Fig. Figure 2 is a view that schematically illustrates an embodiment of a control device for protecting a damper coupling of a vehicle according to an embodiment of the present disclosure.

[0051] With reference to Fig. 2 The control device for protecting the damper clutch of the vehicle according to an embodiment of the present disclosure comprises an electromagnet 10 for the damper clutch and a transmission control unit (TCU) 20, wherein the electromagnet 10 for the damper clutch and the transmission control unit 20 are designed to prevent overheating of the damper clutch, wherein overheating of the damper clutch occurs in a situation in which an action in which a driver intentionally presses an accelerator pedal 30 and then releases the accelerator pedal 30 within a short period of time (hereinafter referred to as "press / release") is repeatedly performed.

[0052] The electromagnet 10 for the damper clutch (hereinafter referred to as "electromagnet" for the sake of simplicity) is designed to control the operation of the damper clutch by controlling the transmission control unit 20. The transmission control unit 20 interacts with an engine control unit (ECU) to control a transmission. Furthermore, the transmission control unit 20 is designed to control the hydraulic pressure exerted on the damper clutch 40 by the electromagnet 10 when the damper clutch is to be operated.

[0053] The transmission control unit 20 determines a suitable power output for the current vehicle driving condition within a power map in which an electromagnetic power value is stored. This electromagnetic power value is a control value for two factors: a clutch torque and an operating range of the damper clutch. Furthermore, the electromagnetic 10 is controlled with the determined power value so that an optimal hydraulic pressure, minimizing power loss under the current vehicle driving conditions, can be applied to the damper clutch 40.

[0054] However, if the driver intentionally repeats the pressing / releasing action, a significant amount of heat can be generated due to excessive slippage of the damper clutch 40. The heat generated by this intentional and excessive pressing / releasing by the driver can be a major cause of wear on a friction element of the damper clutch 40. The greater the amount of slippage resulting from the excessive pressing / releasing, the greater the risk of clutch damage and a rapidly reduced clutch lifespan.

[0055] Therefore, overheating of the damper clutch 40 due to excessive slippage caused by the intentionally repeated pressing / releasing action is preferably reduced or prevented, thereby minimizing damage that could be caused by overheating of the damper clutch 40. Accordingly, in one embodiment, several processors are integrated into the transmission control unit 20, the multiple processors being operated by a program programmed to execute a series of processes sequentially, thus protecting the damper clutch 40 from overheating caused by the excessive pressing / releasing action.

[0056] Preferably, the multiple processors installed in the transmission control unit 20 to protect the damper clutch 40 from overheating due to excessive pressing / releasing can be a state determination unit 22, a slip power calculation unit 24, an intent determination unit 26, and a protection logic operating unit 28. The state determination unit 22 determines whether a vehicle state meets a condition for operating damper clutch protection logic, and the slip power calculation unit 24 calculates slip power in real time, where slip power is the power loss due to slippage.

[0057] If the power applied to the electromagnets 10 is equal to or greater than a reference power, which is set differently depending on the gear of the transmission, the state determination unit 22 can determine that a condition for operating the damper clutch protection logic is met. In addition, the slip power calculation unit 24 calculates the slip power in real time based on a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque, and a hydraulic torque.

[0058] To illustrate, if slippage occurs while the damper clutch of the torque converter is operated, the hydraulic torque (T_h) and the clutch torque (T_c) are simultaneously present in the torque converter, so that the engine torque (T_e) is the sum of the hydraulic torque (T_h) and the clutch torque (T_c).

[0059] Here, the hydraulic torque (T_h) is calculated from a correlation between the capacity coefficient (Cf) of the torque converter and the engine speed (N_e), which are determined according to a specification of the torque converter, and the above clutch torque (T_c) is calculated taking into account a friction coefficient of the clutch, a normal force exerted on a friction surface, and an equivalent radius for the friction surface, so that the engine torque (T_e) can be summarized in the following comparison expression. Engine torque (T_e) = hydraulic torque (T_h) + clutch torque (T_c) Engine torque (T_e) = Torque converter − Capacity coefficient (Cf) * Engine speed (N_e)² + Clutch torque (T_c)

[0060] Taking into account the clutch torque (T_c) from the correlation between a torque ratio (tr) and the engine torque (T_e), the turbine torque (T_t) can also be calculated using the following comparison expression. Turbine torque (T_t) = torque ratio (tr) * hydraulic torque (T_e) + clutch torque (T_c)

[0061] Therefore, if slip occurs while the damper clutch of the torque converter is in operation, the slip power (P_s) of the damper clutch of the torque converter can be calculated using the following comparative expression. Clutch slip power (P_s) = Clutch torque (T_c) * Slip magnitude (dw) = { Engine torque (T_e) - Hydraulic torque (T_h)} * Slip magnitude (dw) = Engine torque (T_e) - [Torque converter capacity coefficient (Cf) * Engine speed (N_e)²]} * Slip magnitude (dw)

[0062] The slip amount (dw) is a value obtained by subtracting the turbine speed, which is an output speed, from the motor speed, which is an input speed (slip amount (dw) = motor speed - turbine speed).

[0063] In one embodiment, the slip power calculation unit 24 calculates the slip power in real time for a predetermined duration using the comparison expressions described above, and the slip power calculated in real time is transmitted to the intent determination unit 26. Furthermore, the intent determination unit 26 determines whether the slip present at the damper coupling, resulting from a change in the slip power calculated in real time by the slip power calculation unit 24, is the slip attributable to repeated pressing / releasing.

[0064] The intent determination unit 26 appropriately includes a slip counting unit 26a. As with “A” in Fig. As shown in Figure 2, the slip counter 26a detects push / release slip by counting the point in time when the slip power exceeds a first reference value, which is a set reference value, and then when the slip power falls below a second reference value, which is lower than the first reference value (the push / release slip), and records the slip on a dedicated recording medium 27. The second reference value can be a value obtained by subtracting a user-adjustable range (hysteresis) from the first reference value.

[0065] More precisely, the slip counter unit 26a detects that the push / release operation has occurred once when the change in slip power calculated in real time and transmitted by the slip power calculation unit 24 changes in the same way as in the area “A” described above. Therefore, if the change in slip power follows the same pattern as “A” in Fig. When 2 is detected, the count is incremented by +1. Such a counting process can be carried out for an initial preset duration.

[0066] If the first set duration is, for example, 20 seconds, the slip counter unit 26a increases the count by +1 if the change in slip power follows the same pattern as “A” in Fig. 2 has, for the specified 20 seconds. When counting the change in slip performance with the same pattern as "A" in Fig. 2. The slip counter unit 26a can only count and record a change in slip power that occurs in intervals equal to or less than a second set duration that is less than the first set duration.

[0067] For example, if the second set duration is one second, the slip counter unit 26a normally only counts if the change in slip power follows the same pattern as “A” in Fig. 2 occurs within one second. If the change in slip power follows the same pattern as "A" in Fig. 2 is detected, but the duration required for the same pattern to occur exceeds one second, the slip counter 26a determines that the change in slip power is not due to the intended push / release operation, and the change in slip power is excluded from the count.

[0068] Here it is advantageous that the real-time counting information is initialized in the counting data recorded on the recording medium 27, and only cumulative counting information is stored, thus saving storage space. For this purpose, the slip counting unit 26a can be designed such that the real-time counting information is initialized in the counting data recorded on the recording medium 27, and only cumulative counting information is stored, when the first set duration has expired.

[0069] The counting information (information about the number of press / release operations) from the slip counter unit 26a is transferred to a comparison unit 26b, which forms the intent detection unit 26. When the first set duration has elapsed, the comparison unit 26b compares the sum of the cumulative counts provided by the slip counter unit 26a, i.e., the sum of the cumulative counts for the first set duration, and the comparison unit 26b determines whether the driver intentionally repeated the press / release action.

[0070] If the sum of the cumulative counts for the first set duration is equal to or greater than a preset reference value, the comparator unit 26b can determine, in particular, that the driver has intentionally repeatedly pressed / released the clutch. As such, a determination result is provided by the comparator unit 26b to the protection logic operating unit 28, and the protection logic operating unit 28 can use this result to determine whether to operate dedicated logic to protect the damper clutch (hereinafter referred to as "damper clutch protection logic").

[0071] Preferably, the protection logic operating unit 28 increases the hydraulic pressure applied to the damper clutch when the comparator unit 26b detects that a current operating state of an accelerator pedal is in a situation where the driver intentionally and repeatedly performs the pressing / releasing action, so that a damper clutch protection logic 29, which is set to limit the slip of the damper clutch, is operated, thereby preventing overheating due to the occurrence of excessive slip and, consequently, damage to a friction material.

[0072] The damper coupling protection logic 29 can preferably be programmed such that a series of processes are executed sequentially, wherein the series of processes is designed such that the damper coupling is in a directly connected state or in a state close to the directly connected state. 1. Determining a power correction value (electromagnetic power correction value) that matches or corresponds to the operating range of the current damper clutch and the clutch torque from a power correction map. 2. Increasing performance taking into account the determined performance correction value. 3. Increasing the hydraulic pressure exerted on the damper clutch by controlling the electromagnet for the damper clutch to the increased power.

[0073] The "power correction map" is a map in which power correction values ​​are stored as different values ​​for each operating range of the damper clutch and for each clutch torque. Currently, the power correction values ​​stored for each operating range of the damper clutch and for each clutch torque are derived from repeated testing or simulation. Furthermore, the power correction value can be determined as the optimal control value for the operating range of the damper clutch and the clutch torque, effectively limiting slippage due to engagement / releasing the clutch.

[0074] Once the power correction value has been determined from the power correction map, which stores the power correction values ​​for each operating range of the damper clutch and for each clutch torque, the damper clutch protection logic 29 first checks, in particular, a history of a power correction operation for the intentionally repeated pressing / releasing. Depending on whether the history of the power correction operation is available or not, the electromagnet 10 can then be set so that it is controlled according to a different aspect.

[0075] Preferably, during an initial power correction where the history of the power correction execution is not yet available, a power value can be set such that the power value is gradually increased to a power level that reflects a correction value (hereinafter referred to as "target power"). This serves to prevent a switching shock that can occur due to a sudden engagement of the damper clutch caused by a sudden increase in hydraulic pressure, and also to reduce the disharmony caused by the protective logic operation, thereby achieving a stable switching effect.

[0076] If, on the other hand, the history of the power correction process is available, it is additionally checked whether a control section of the damper clutch is an operating range change section. If the control section of the damper clutch is not an operating range change section, the power value for an electromagnetic control is immediately increased to the target power. If, furthermore, the control section of the damper clutch is the operating range change section, the power value for controlling the operation of the electromagnetic 10 can be gradually increased to the target power.

[0077] Here it is preferably understood that the operating range change section refers to a section in which a change, with the exception of a range with direct connection between ranges in the operating range of the damper coupling (see Fig. 1) is carried out, which is divided into four sections, namely an open (release) area, an exit area, a slip area and the area with direct connection.

[0078] For example, if the current operating state of the damper clutch is in a section where a control range (or control type) is changed from the open (release) range to the slip range, or if the current operating state of the damper clutch is in a section where the control range is changed from the slip range to the run-out range, it is determined that the control range is in the operating range change section, and the power value for controlling the operation of the electromagnet 10 can be gradually increased to the target power.

[0079] The following describes a control method performed by the control device described above to protect the damper coupling of the vehicle, in conjunction with the method for protecting the damper coupling of the vehicle according to the present disclosure.

[0080] Fig. Figure 3 is a flowchart illustrating a control method for protecting the damper coupling according to an embodiment of the present disclosure.

[0081] With reference to Fig. 3. In implementing the control system for protecting the vehicle's damper clutch according to one embodiment of the present disclosure, it is first determined whether a vehicle condition fulfills a condition for operating the damper clutch protection logic (S100). Preferably, S100 determines that the condition is fulfilled if the power applied to the electromagnets for the damper clutch is equal to or greater than the reference power, which is set differently depending on the gear of the transmission.

[0082] When the condition for operating the damper clutch protection logic is met, the slip power is calculated in real time based on the torque converter turbine speed, the engine speed, the torque converter capacity coefficient, the clutch torque, and the hydraulic torque (S200). Since a method for calculating the slip power has been described in detail above, a corresponding description of the same calculation process is omitted.

[0083] Subsequently, a procedure is carried out in which, based on the change in slip power calculated in real time, it is determined whether the push / release operation is being intentionally repeated (S300).

[0084] Specifically, S300 monitors whether the real-time calculated slip power exceeds the set first reference value and then falls below the second reference value, which is lower than the first reference value (S302). If the slip power falls below the second reference value after exceeding the first reference value, it is also determined that the driver is intentionally performing the push / release action, and the slip count is simultaneously incremented by +1 and recorded on the recording medium (S304).

[0085] The system then determines whether the first predefined duration has elapsed (S305). If the counted duration since the start of an initial slip power calculation has not yet reached the first set duration, the process from S200 to S304 is repeated, continuously recording and counting the intentional pressing / releasing actions. Furthermore, once the first set duration has expired, the sum of the slip counts accumulated for the first set duration is compared with the set reference value (S308).

[0086] If the initial duration is set to 20 seconds, for example, the slip count will be updated with the same pattern as above whenever the slip power is changed. Fig. The described area “A” is increased by +1 for the specified 20 seconds. Here, when detecting the intentional push / release from the change in slip power, the slip count can only be increased by +1 if the change in slip power is generated in a period that is equal to or shorter than the second set duration, which is shorter than the first set duration, and the slip count can be recorded on the recording medium.

[0087] For example, if the second set duration is one second, the slip count is normally only counted if the change in slip power follows the same pattern as in Fig. 3 and the change pattern occurs within one second. Furthermore, if the change in slip power follows the same pattern as in Fig. If 3 is recorded, but the time for the pattern to occur exceeds one second, it is determined that the intentional push / release is not present and the count is excluded.

[0088] Before comparing the sum of the accumulated slack counts during the first set duration with the set reference value after the first set duration has elapsed (S308), the real-time count information in the count data recorded on the recording medium is reset, and only the accumulated count information is stored (S306) to save memory. Then, process S308 is performed, in which the sum of the accumulated slack counts during the first set duration is compared with the set reference value.

[0089] In particular, during process S308, if the sum of the accumulated slip counts during the first set duration is equal to or greater than the specified reference value, it can be determined that the driver is intentionally repeating the push / release action. Conversely, if the sum of the accumulated slip counts during the first set duration does not reach the specified reference value, it is determined that the push / release action is insufficient to cause the damper clutch to overheat, and the process reverts to process S200, and the subsequent process is repeated.

[0090] If process S308 detects that the driver is intentionally repeating the push / release action, i.e., the sum of the slip counts accumulated during the first set duration is equal to or greater than the specified reference value, the damper clutch protection logic is simultaneously activated to limit the damper clutch slip, since excessive damper clutch slip caused by excessive push / release may adversely affect the damper clutch friction element.

[0091] Fig. Figure 4 is a flowchart illustrating a series of processes for protecting the damper coupling, the series of processes being carried out when a damper coupling protection logic is operated.

[0092] Referring to Fig. 4. When the damper clutch protection logic is operated, the power correction value (power correction value of the electromagnet) that matches or corresponds to the current operating range of the damper clutch is determined from the power correction map, and the determined power correction value is taken into account and the power is increased (S410). Subsequently, a process is carried out to check whether the history of the power correction execution exists for the intentionally repeated pressing / releasing (S420).

[0093] By checking the historical data, if an initial correction occurs where the history of the power correction is previously unavailable, the power value for controlling the electromagnet for the damper clutch is gradually increased to the higher power level. This prevents the switching shock that can occur due to the sudden engagement of the damper clutch caused by the sudden increase in hydraulic pressure. The reduction of the switching effect is thus prevented by reducing the disharmony resulting from the protective logic operation.

[0094] On the other hand, if the history of the performance correction is available beforehand, a process is carried out to additionally check whether the control section of the damper coupling lies in the operating range change section (S400).

[0095] If the damper clutch control section is not in the operating range change section, the power value for controlling the damper clutch electromagnet is immediately increased to the increased power (S450) as a result of process S440. If the damper clutch control section is in the operating range change section, the process switches to process S430, in which the power value for controlling the damper clutch electromagnet is gradually increased to the increased power.

[0096] As described above, for illustrative purposes, the change in the operating range refers to the control section, where the change, with the exception of the area with direct connection between areas in the operating range of the damper coupling (see Fig.1) is carried out, which is divided into four sections, namely the open (release) area, the exit area, the slip area and the area with direct connection.

[0097] For example, if the current operating state of the damper clutch is in the section where the control range (or control type) changes from the open (release) range to the slip range, or if the current operating state of the damper clutch is in the section where the control range changes from the slip range to the run-out range, it is determined that the control range is in the operating range change section, and the power value for controlling the electromagnet for the damper clutch can be gradually increased to the increased power.

[0098] According to the disclosure described above, the damper clutch is designed to be in a directly engaged state or a state close to a directly engaged state, so that the protection logic limiting slippage is activated when the driver intentionally and repeatedly presses / releases the clutch. Therefore, overheating of the damper clutch caused by excessive pressing / releasing is prevented, thus preventing damage to the damper clutch caused by overheating and extending its service life.

[0099] Furthermore, if the history of the power correction operation is available beforehand and the operating range of the damper clutch lies within the operating range change section while the protection logic is operating, the power value for controlling the electromagnet for the damper clutch is gradually increased to the increased power (existing power + power correction value) in which the correction value is taken into account, so that a greater switching effect can be provided, as the disharmony caused by the protection logic operation is reduced.

[0100] The preceding detailed description of the present disclosure has described only one particular embodiment. However, the present disclosure is not to be understood as limited to the particular embodiment described above, but rather as encompassing all modifications, correspondences, and substitutions within the meaning of the present disclosure as defined in the claims.

Claims

Control method for protecting a damper clutch (40) of a vehicle, wherein the control method comprises: (a) determining with a controller (20) whether a vehicle condition satisfies a condition for operating a damper clutch protection logic (29); (b) calculating a slip power in real time with a controller (20) based on a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque, and a hydraulic torque when the condition for operating the damper clutch protection logic (29) is satisfied; (c) determining with a controller (20) whether the intentionally performed repeated pressing / releasing occurs or not based on a change in slip power calculated in real time for a set duration;and (d) operating the damper clutch protection logic (29) with a controller (20) to limit slippage of the damper clutch (40) when the intentionally performed repeated pressing / releasing occurs.; Control method according to claim 1, wherein in determination step (a) it is determined that the condition for operating the damper clutch protection logic (29) is met if a power applied to an electromagnet (10) for the damper clutch (40) is equal to or greater than a reference power which is set differently according to a gear stage of a transmission. Control method according to claim 1 or 2, wherein the determination step (c) comprises: (c-1) monitoring with a controller (20) whether the slip power calculated in real time exceeds a first set reference value and then the slip power falls below a second reference value which is smaller than the first reference value; (c-2) counting and recording, with a controller (20), a time at which the slip power falls below the second reference value after the slip power exceeds the first reference value; and (c-3) comparing a sum of a count accumulated during a first set duration with a set reference value with a controller (20) after the first set duration has elapsed. Control method according to claim 3, wherein it is determined that the repeated pressing / releasing is intentionally performed by a driver when the sum of the counts accumulated during the first set duration is equal to or greater than the set reference value. Control method according to claim 3 or 4, wherein after the expiry of the first set duration the real-time count data is reset to data relating to a recorded count. Control method according to one of claims 3 to 5, wherein only the slip (a situation in which the slip power exceeds the first reference value and then falls below the second reference value) generated in a period equal to or shorter than a second set duration shorter than the first set duration is counted and recorded. Control method according to one of claims 1 to 6, wherein the damper clutch protection logic (29) is designed such that a power correction value corresponding to a current operating range of the damper clutch (40) and a current clutch torque is determined from a power correction map in which the power correction value for each operating range of the damper clutch (40) and for each clutch torque is stored, then a power value is increased by taking the determined power correction value into account, and then operation of an electromagnet (10) for the damper clutch (40) is controlled by the increased power value, thereby increasing the hydraulic pressure applied to the damper clutch (40). Control method according to claim 7, wherein, when the power correction value is determined, the damper clutch protection logic (29) checks a history of a power correction execution previously performed for the intentionally performed repeated pressing / releasing, and then the damper clutch protection logic (29) controls the electromagnet (10) for the damper clutch (40) according to various aspects, depending on whether the power correction execution has taken place. Control method according to claim 8, wherein, in an initial correction where the history of the power correction is not previously available, the power value for controlling the electromagnet (10) for the damper clutch (40) is gradually increased to the increased power value, thereby reducing a switching shock caused by a sudden engagement of the damper clutch (40). Control method according to claim 8 or 9, wherein, if the history of the power correction execution is available beforehand, a process is carried out to additionally check whether a control section of the damper clutch (40) is located in an operating range change section, if the control section is not located in the operating range change section, the power value for controlling the electromagnet (10) for the damper clutch (40) is immediately increased to the increased power value, and if the control section is located in the operating range change section, the power value for controlling the electromagnet (10) for the damper clutch (40) is gradually increased to the increased power value, thereby reducing a switching shock caused by a sudden engagement of the damper clutch (40). Control device for protecting a damper clutch (40) of a vehicle from repeated pressing (an action in which an accelerator pedal (30) is actuated to effect acceleration) / releasing (an action in which the accelerator pedal (30) is released to reduce acceleration), wherein the control device comprises: an electromagnet (10) for the damper clutch (40), wherein the electromagnet (10) is designed to control the operation of the damper clutch (40);and a transmission control unit (20) designed to control a transmission and the electromagnet (10) for the damper clutch (40) by interaction with an engine control unit (ECU), the transmission control unit (20) comprising: a slip power calculation unit (24) designed to calculate slip power in real time based on a turbine speed of a torque converter, an engine speed, a capacity coefficient of the torque converter, a clutch torque, and a hydraulic torque; an intent determination unit (26) designed to determine, based on a change in slip power calculated in real time for a set duration by the slip power calculation unit (24), whether or not the intentionally performed repeated pressing / releasing is occurring;and a protection logic operating unit (28) designed to operate a damper clutch protection logic (29) configured to limit slippage of the damper clutch (40) by increasing the hydraulic pressure applied to the damper clutch (40) when it is detected that intentional repeated pressing / releasing is occurring. Control device according to claim 11, wherein the transmission control unit (20) further comprises a state determination unit (22) designed to determine whether a vehicle state meets a condition for operating the damper clutch protection logic (29), and the state determination unit (22) is designed to determine that the condition for operating the damper clutch protection logic (29) is met when a power applied to the electromagnets (10) for the damper clutch (40) is equal to or greater than a reference power that is set differently according to a gear stage of the transmission. Control device according to claim 11 or 12, wherein the intent determination unit (26) comprises: a slip counter unit (26a) configured to count a time at which the slip power calculated in real time exceeds a first reference value and then falls below a second reference value, wherein the slip counter unit (26a) is configured to record the time on a recording medium (27) specifically provided for this purpose; and a comparison unit (26b) configured to determine whether the intentionally performed repeated press / release is occurring or not by comparing a sum of a count accumulated during a first set duration with a set reference value when the first set duration has elapsed. Control device according to claim 13, wherein the comparison unit (26b) is designed to detect that the repeated pressing / releasing is being performed intentionally by a driver when the sum of the counts accumulated during the first set duration is equal to or greater than the set reference value. Control device according to claim 13 or 14, wherein the slip counting unit (26a) is designed to reset the real-time counting data to data relating to a recorded count after the expiry of the first set duration. Control device according to one of claims 13 to 15, wherein the slip counting unit (26a) is designed to count and record only the slip (a situation in which the slip power exceeds the first reference value and then falls below the second reference value) that is generated in a period of time which is equal to or shorter than a second set duration which is shorter than the first set duration. Control device according to one of claims 11 to 16, wherein the damper clutch protection logic (29) is designed such that a power correction value corresponding to a current operating range of the damper clutch (40) and a current clutch torque is determined from a power correction map in which the power correction value for each operating range of the damper clutch (40) and for each clutch torque is stored, then a power value is increased by taking the determined power correction value into account, and then operation of an electromagnet (10) for the damper clutch (40) is controlled by the increased power value, thereby increasing the hydraulic pressure applied to the damper clutch (40). Control device according to claim 17, wherein, when the power correction value is determined, the damper clutch protection logic (29) checks a history of a power correction execution previously performed for the intentionally performed repeated pressing / releasing, and then the damper clutch protection logic (29) controls the electromagnet (10) for the damper clutch (40) according to various aspects, depending on whether the power correction execution has taken place. Control device according to claim 18, wherein, in an initial correction where the history of the power correction procedure is not previously available, the power value for controlling the electromagnet (10) for the damper clutch (40) is gradually increased to the increased power value, thereby reducing a shock caused by a sudden engagement of the damper clutch (40). Control device according to claim 18 or 19, wherein, if the history of the power correction execution is available beforehand, a process is carried out to additionally check whether a control section of the damper clutch (40) is located in an operating range change section, if the control section is not located in the operating range change section, the power value for controlling the electromagnet (10) for the damper clutch (40) is immediately increased to the increased power value, and if the control section is located in the operating range change section, the power value for controlling the electromagnet (10) for the damper clutch (40) is gradually increased to the increased power value, thereby reducing a shock caused by a sudden engagement of the damper clutch (40).

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