KR101898789B1 - Apparatus And Method For Controlling Damper Clutch - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus and method for controlling a damper clutch capable of reducing a tip-in impact by reducing a revolution minute (RPM) difference between an engine and a turbine during a deceleration running of a vehicle.
A damper clutch control device according to an embodiment of the present invention includes a vehicle state detection portion, a determination portion, and a control portion. The vehicle state detection unit detects the position of the accelerator pedal, the gear position of the transmission, the engine speed, the turbine speed, and the deceleration value to generate vehicle state data. The determination unit determines whether or not the compensation control logic is applied based on the vehicle state data. When the application of the compensation control logic is determined, the control unit controls the hydraulic pressure of the damper clutch to reduce the difference between the engine speed and the turbine speed, and keeps the difference between the engine speed and the turbine speed constant.

Description

[0001] Apparatus and Method for Controlling Damper Clutch [0002]

The present invention relates to an apparatus and method for controlling a damper clutch, and more particularly, to a damper clutch control apparatus and method that can reduce a tip-in impact by reducing a difference in revolutions per minute (RPM) between an engine and a turbine And more particularly, to a damper clutch control apparatus and method.

Although the use of an automatic transmission has been greatly increased due to an increase in consumers' convenience for automobiles, the torque converter used in an automatic transmission is very disadvantageous in terms of fuel economy compared to a manual transmission due to its low efficiency. Therefore, in order to provide convenience of the automatic transmission and efficiency of the manual transmission, a damper clutch is used which directly connects the pump shaft and the turbine shaft of the torque converter in a specific use area. The damper clutch eliminates the fuel consumption degradation caused by the power loss caused by the rotational speed difference between the pump shaft and the turbine shaft above a certain speed, and directs the pump shaft and the turbine side to improve the power efficiency.

In the automatic transmission, map data for the operating and non-operating regions of the damper clutch are set, and the input torque (engine torque value * torque converter value) calculated through detection of the opening degree of the throttle valve, the turbine speed, the engine speed, Torque ratio) and the slip ratio (engine speed - turbine speed), it is determined whether or not the damper clutch will enter the operating region. When it is judged that the vehicle enters the operating region of the damper clutch, the damper clutch solenoid valve is driven to operate the damper clutch, thereby providing the efficiency of the manual transmission and the convenience of the automatic transmission

The deceleration for each driver may be different when driving the vehicle, and as the deceleration increases, the difference (the amount of steam) between the engine and the turbine RPM increases. In this case, when the tin-in occurs, there is a problem that the impact is severely generated. In addition, when the braking force is applied by driving the brakes when the vehicle is running with the vehicle, the difference (the amount of the lean difference) between the engine and the turbine RPM is rapidly increased so that the impact due to the tin- There is a problem.

The damper clutch control logic included in the transmission of the prior art does not control the damper clutch by differentiating it according to the deceleration in the shifting period and has a limitation in reducing the difference between the engine and the turbine RPM.

Korean Patent Publication No. 10-2013-0065413 (June 19, 2013)

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems and it is an object of the present invention to provide a damper clutch control device capable of reducing the tip-in impact by reducing the revolution per minute (RPM) difference between the engine and the turbine when the vehicle is decelerating. And a method thereof.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems and it is an object of the present invention to provide a damper clutch control apparatus and method that can reduce the difference between the engine and the turbine RPM by controlling the damper clutch by differentiating the deceleration in the speed- .

Other features and advantages of the invention will be set forth in the description which follows, or may be obvious to those skilled in the art from the description and the claims.

In order to accomplish the above-mentioned object, a damper clutch control apparatus according to an embodiment of the present invention includes a vehicle state detecting unit, a determining unit, and a control unit. The vehicle state detection unit detects the position of the accelerator pedal, the gear position of the transmission, the engine speed, the turbine speed, and the deceleration value to generate vehicle state data. The determination unit determines whether or not the compensation control logic is applied based on the vehicle state data. When the application of the compensation control logic is determined, the control unit controls the hydraulic pressure of the damper clutch to reduce the difference between the engine speed and the turbine speed, and keeps the difference between the engine speed and the turbine speed constant.

Further, the control unit applies the compensation control logic when the opening amount according to the position of the accelerator pedal is 0, the shift state of the transmission is a downshift, and the deceleration value is less than a predetermined reference value.

The vehicle state detection unit may further include an acceleration pedal sensor for detecting the position of the accelerator pedal, a transmission sensor for detecting information on the speed change end of the transmission, an engine speed sensor for detecting the speed of the engine, And a turbine speed sensor for detecting the speed of the turbine.

Also, the control section divides the speed change section into a first part area to a third part area. The first part area is from a point at which the target gear is changed to a point at which the synchronous speed of the current gear changes. The second part area is from the end of the first part area to the point where the current speed and the synchronizing speed of the target gear become equal. The third part area is from the end of the second part area to the end of the gear shift state. The hydraulic pressure of the damper clutch is controlled by applying the offset duty and the gradient duty to each of the first to third part regions.

Also, the control unit applies the compensation control logic when the deceleration value is less than -100% / s.

According to another aspect of the present invention, there is provided a method of controlling a damper clutch, the method comprising: determining whether an opening amount is 0 based on a position of an accelerator pedal; Determining whether the deceleration value is less than a predetermined reference value when the transmission state of the transmission is a downshift; and if the deceleration value is less than a predetermined reference value, And controlling the hydraulic pressure of the damper clutch to reduce the difference between the engine speed and the turbine speed and maintaining the difference between the engine speed and the turbine speed constant.

Also, the reference value is set to -100% / s.

When the opening amount is not 0, neither the damper shift control nor the compensation control logic is applied.

Further, the damper shift control is applied when the shift state is not a downshift.

Further, the speed change section is divided into first to third part areas. The first part area is from a point at which the target gear is changed to a point at which the synchronous speed of the current gear changes. The second part area is from the end of the first part area to the point where the current speed and the synchronizing speed of the target gear become equal. The third part area is from the end of the second part area to the end of the gear shift state. The hydraulic pressure of the damper clutch is controlled by applying the offset duty and the gradient duty to each of the first to third part regions.

In addition, other features and advantages of the present invention may be newly understood through embodiments of the present invention.

An apparatus and method for controlling a damper clutch according to an embodiment of the present invention reduces tip-in impact by reducing the revolution per minute (RPM) difference between the engine and the turbine when the vehicle is decelerating, Can be improved.

The apparatus and method for controlling a damper clutch according to an embodiment of the present invention can reduce the difference between the engine and the turbine RPM by controlling the damper clutch by differentiating the speed of the vehicle in accordance with the deceleration in the speed change period.

The effects obtained by the present invention are not limited to the above-mentioned effects, and other effects not mentioned can be clearly understood by those skilled in the art from the following description will be.

1 is a view showing a damper clutch control apparatus according to an embodiment of the present invention.
2 is a view showing a vehicle state detecting section.
3 is a graph showing changes in RPM of an engine and a turbine according to a speed change period.
4 is a graph showing changes in RPM of the engine and the turbine when the compensation control logic is not applied in deceleration driving.
5 is a graph showing changes in RPM of the engine and the turbine when the compensation control logic is applied during deceleration driving.
6 is a view showing a damper clutch control method according to the embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as " comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

If any part is referred to as being " on " another part, it may be directly on the other part or may be accompanied by another part therebetween. In contrast, when a section is referred to as being " directly above " another section, no other section is involved.

The terms first, second and third, etc. are used to describe various portions, components, regions, layers and / or sections, but are not limited thereto. These terms are only used to distinguish any moiety, element, region, layer or section from another moiety, moiety, region, layer or section. Thus, a first portion, component, region, layer or section described below may be referred to as a second portion, component, region, layer or section without departing from the scope of the present invention.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms as used herein include plural forms as long as the phrases do not expressly express the opposite meaning thereto. Means that a particular feature, region, integer, step, operation, element and / or component is specified and that the presence or absence of other features, regions, integers, steps, operations, elements, and / It does not exclude addition.

Terms indicating relative space such as " below ", " above ", and the like may be used to more easily describe the relationship to other portions of a portion shown in the figures. These terms are intended to include other meanings or acts of the apparatus in use, as well as intended meanings in the drawings. For example, when inverting a device in the figures, certain portions that are described as being " below " other portions are described as being " above " other portions. Thus, an exemplary term " below " includes both up and down directions. The device can be rotated by 90 degrees or rotated at different angles, and terms indicating relative space are interpreted accordingly.

Unless otherwise defined, all terms including technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Commonly used predefined terms are further interpreted as having a meaning consistent with the relevant technical literature and the present disclosure, and are not to be construed as ideal or very formal meanings unless defined otherwise.

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

1 is a view showing a damper clutch control apparatus according to an embodiment of the present invention, and Fig. 2 is a view showing a vehicle state detecting section.

Referring to FIGS. 1 and 2, a damper clutch control apparatus 100 according to an embodiment of the present invention includes a vehicle state detector 110, a determiner 120, and a controller 130.

The vehicle state detection unit 110 detects the position of the accelerator pedal, the gear position of the transmission, the engine speed and the turbine speed, generates the vehicle state data as the detection result, and provides the data to the determination unit 120. To this end, the vehicle condition detecting section 110 includes an accelerator pedal sensor 112, a transmission sen line 114, an engine speed sensor 116, and a turbine speed sensor 118. [ The vehicle state detection unit 110 detects the current deceleration value of the vehicle, and provides the deceleration value to the determination unit 120 by including the deceleration value in the vehicle state data.

The accelerator pedal sensor 112 detects the position of the accelerator pedal disposed in the vehicle, and generates accelerator pedal detection data as a detection result. That is, it is detected whether the driver depresses the accelerator pedal or when the accelerator pedal is depressed to generate the accelerator pedal detection data. The accelerator pedal detection data generated by the accelerator pedal sensor 112 is included in the vehicle state data and is transmitted to the determiner 120. [

The transmission sensor 114 detects the information on the speed change stage of the transmission disposed in the vehicle, and generates the transmission detection data as the detection result. That is, the speed change stage of the transmission is changed in accordance with the speed of the vehicle, so that it is detected which one of the first to eighth speed change stages of the transmission is present at present to generate the transmission detection data. The transmission detection data generated by the transmission sensor 114 is included in the vehicle state data and transmitted to the determination unit 120. [

The engine speed sensor 116 detects the phase change of the crankshaft of the engine disposed in the vehicle to detect the engine speed and generates the engine speed data as the detection result. That is, the RPM of the engine is detected at the present time point to generate the engine speed data. The engine speed data generated by the engine speed sensor 116 is included in the vehicle status data and transmitted to the determination unit 120. [

The turbine rpm sensor 188 detects the rpm of the turbine, which is the rpm of the input shaft of the transmission disposed in the vehicle, and generates turbine rpm data as a detection result. That is, at the present time, the RPM of the turbine is detected to generate the turbine speed data. The turbine speed data generated by the turbine speed sensor 188 is included in the vehicle status data and transmitted to the determination unit 120.

3 is a graph showing changes in RPM of an engine and a turbine according to a speed change period.

Referring to FIG. 3, the deceleration value when the driver drives the vehicle while the driver does not step on the brake is about -40 to -50% / s. If the driver depresses the brake (brake ON), the deceleration value appears to be smaller than -50% / s. If the brake is applied, the deceleration value increases to -250% / s, The value increases to -300% / s or less.

During deceleration, the deceleration value is kept constant from -40 to -50% / s, so that the damper control to maintain the predetermined slip amount in both the shift and in-gear ranges is stable. . ≪ / RTI > That is, when the deceleration value is kept constant from -40 to -50% / s, it is not difficult to maintain the difference between the engine RPM and the touch RPM (engine RPM - turbine RPM) at a preset amount of slip.

On the other hand, when the deceleration value increases from -250% / s to -300% / s by operating the brakes during driving, the difference between the engine RPM and the touch RPM (engine RPM - turbine RPM) There is a difficulty in doing. In the present invention, even when the deceleration value increases from -250% / s to -300% / s, the difference between the engine RPM and the touch RPM (engine RPM - turbine RPM) can be maintained at a preset slip amount.

The determination unit 120 determines the vehicle state data received from the vehicle state detection unit 110 and the deceleration value of the vehicle and determines whether the compensation control logic should be applied so that the running state of the current vehicle becomes the damper control.

The determination unit 120 determines that the position of the accelerator pedal is 0 (opening amount = 0), the current shift state is downshift, the deceleration value is less than the reference value (deceleration value < reference value) It is determined that the compensation control logic should be applied so that the running state of the current vehicle is controlled by the damper.

Here, it can be judged that the brake is actuated when the deceleration value is less than -100% / s when the vehicle is running. That is, the determination unit 120 determines whether the compensation control logic should be applied to the RPM of the engine and the RPM difference of the turbine (engine RPM - turbine RPM) exceeds a predetermined slip amount. Then, the control unit 130 provides the determination result of the application of the compensation control logic to the controller 130.

FIG. 4 is a graph showing changes in RPM of the engine and turbine when the compensation control logic is not applied in the deceleration driving, and FIG. 5 is a graph showing changes in RPM of the engine and the turbine when the compensation control logic is applied in deceleration driving.

4 and 5, when the determination result of the application of the compensation control logic received by the determination unit 120 indicates that the compensation control logic should be applied, the controller 130 sets the offset duty duty and gradient duty are applied to control the transmission fluid pressure by a damper clutch.

When the transmission hydraulic pressure is controlled by the damper clutch, the shifting section can be largely divided into three parts. There are offset duties for each of these three parts. That is, the offset duty of the first part (part A), the offset duty of the second part (part B), and the offset duty of the third part (part C) The control unit 130 can control the transmission hydraulic pressure by applying the offset duty set to the three parts to the damper clutch.

In addition, there are gradient duty for each of the three parts. That is, a gradient duty of the first part (part A), a gradient duty of the second part (part B), and a gradient duty of the third part (part C) The control unit 130 can control the transmission hydraulic pressure by applying a gradient duty set in three parts to the damper clutch.

Here, the first part (part A) area means from the point where the target gear is changed to the point where the synchronous speed of the current gear is changed. The second part (part B) area means from the end point of the first part (part A) to the point where the current speed and the synchronizing speed of the target gear become equal. And, the third part (part C) area means from the end point of the second part (part B) to the end point of the gear shift state.

As shown in FIG. 4, when the vehicle is running in braking deceleration, the deceleration value is about -250 to 300% / s and the deceleration value is not constant but changed. In addition, the engine RPM is rapidly lowered, and the preset throttle amount (engine RPM - turbine RPM) does not remain constant in the shift and in-gear regions. At this time, even when the offset duty and the gradient duty are applied, the engine RPM decreases and the difference from the turbine RPM can not be prevented from increasing.

As shown in FIG. 5, when the vehicle is in braking deceleration, the deceleration value is about -250 to 300% / s and the deceleration value is not constant but changed. In addition, the engine RPM is rapidly lowered, and the preset throttle amount (engine RPM - turbine RPM) does not remain constant in the shift and in-gear regions.

Here, the control unit 130 controls the damper clutch and the torque converter by applying the compensation control logic in addition to the control duty at the time of driving the vehicle shown in Fig. For example, by controlling the hydraulic pressure of the damper clutch, the difference between the engine RPM and the turbine RPM is reduced, and the difference between the engine RPM and the turbine RPM is kept constant. In this case, the speed change stage is changed from 8th to 7th speed based on the 8-speed automatic transmission, the speed change stage is changed from the 7th speed to the 6th speed, the speed change stage is changed from the 6th speed to the 5th speed, The hydraulic pressure of the damper clutch is controlled for each of the downshift situations in which the change is made, the speed change stage is changed from the fourth stage to the third stage, the speed change stage is changed from the third stage to the second stage, and the speed change stage is changed from the second stage to the first stage Reduce the difference between engine RPM and turbine RPM, and keep the difference between engine RPM and turbine RPM constant.

In this way, when the difference between the engine RPM and the turbine RPM is reduced and the difference between the engine RPM and the turbine RPM is kept constant, the impact is reduced in the tip-in situation where the driver steps on the accelerator pedal, .

The damper clutch control apparatus 100 according to the embodiment of the present invention reduces tip-in impact by reducing the revolution per minute (RPM) difference between the engine and the turbine when the vehicle is decelerating, Can be improved. In addition, it is possible to reduce the difference between the engine and the turbine RPM by controlling the damper clutch by differentiating the deceleration according to the deceleration during the deceleration of the vehicle.

6 is a view showing a damper clutch control method according to the embodiment of the present invention.

Referring to FIG. 6, the determination unit 120 receives vehicle state data transmitted from the vehicle state detection unit 110. The determination unit 120 determines whether to apply the compensation control logic based on the received vehicle state data and the deceleration value during driving.

The vehicle state detection unit 110 detects the position of the accelerator pedal, the gear position of the transmission, the engine speed and the turbine speed, generates the vehicle state data as the detection result, and provides the data to the determination unit 120. The vehicle state detection unit 110 includes an accelerator pedal sensor 112, a transmission sen line 114, an engine speed sensor 116, and a turbine speed sensor 118.

The determination unit 120 determines whether the opening amount is 0 (opening amount = 0) based on the position of the accelerator pedal (S10).

As a result of the determination in S10, if the opening amount is 0 due to the driver depressing the accelerator pedal, the shift state of the current transmission is changed from the 8th stage to the 7th stage, the speed change stage is changed from 7th stage to 6th speed, Change gear stage from step 5 to step 4, change gear step from step 4 to step 3, change gear step from step 3 to step 2, change gear step from step 2 to step 1 (S20).

As a result of the determination in S20, if the shift state of the transmission is a downshift, it is determined whether the deceleration value is less than a predetermined reference value (S30).

When the driver does not step on the brake, the deceleration value during driving is about -40 to -50% / s. If the driver depresses the brake (brake ON), the deceleration value appears to be smaller than -50% / s. If the brake is applied, the deceleration value increases to -250% / s, The value increases to -300% / s or less.

The determination unit 120 determines that the compensation control logic should be applied so that the running state of the current vehicle becomes the damper control when the deceleration value is less than the reference value (deceleration value < reference value). Here, the reference value can be set to -100% / s.

The determination unit 120 determines whether the compensation control logic should be applied to the difference between the RPM of the engine and the RPM of the turbine (engine RPM - turbine RPM) exceeding a predetermined slip amount. Then, the control unit 130 provides the determination result of the application of the compensation control logic to the controller 130.

If it is determined in step S30 that the deceleration value is less than the reference value, the control unit 130 applies the compensation control logic to control the transmission hydraulic pressure by the damper clutch for each gear position (S40).

When the vehicle is decelerating, the deceleration value is about -250 to 300% / s and the deceleration value is not constant. In addition, the engine RPM is rapidly lowered, and the preset throttle amount (engine RPM - turbine RPM) does not remain constant in the shift and in-gear regions.

The control unit 130 controls the hydraulic pressure of the damper clutch to reduce the difference between the engine RPM and the turbine RPM and to keep the difference value between the engine RPM and the turbine RPM constant. In this case, the speed change stage is changed from 8th to 7th speed based on the 8-speed automatic transmission, the speed change stage is changed from the 7th speed to the 6th speed, the speed change stage is changed from the 6th speed to the 5th speed, The hydraulic pressure of the damper clutch is controlled for each of the downshift situations in which the change is made, the speed change stage is changed from the fourth stage to the third stage, the speed change stage is changed from the third stage to the second stage, and the speed change stage is changed from the second stage to the first stage Reduce the difference between engine RPM and turbine RPM, and keep the difference between engine RPM and turbine RPM constant.

On the other hand, if the driver depresses the accelerator pedal and the opening amount is not 0 as a result of the determination in S10, the current vehicle state is out of the driving state of the vehicle and the acceleration traveling is performed, so that neither the existing damper shift control nor the compensation control logic is applied (S50).

If it is determined in step S20 that the current speed change state is not a downshift, that is, there is no change in the speed change stage or an upshift, the conventional damper shift control and compensation control logic are not applied S50).

On the other hand, if it is determined in step S30 that the deceleration value is equal to or greater than the reference value, the conventional damper shift control is performed as shown in FIG. 4 (S60).

The damper clutch control method according to the embodiment of the present invention reduces the difference between the engine RPM and the turbine RPM, and when the difference value between the engine RPM and the turbine RPM is kept constant, in the tip-in situation where the driver depresses the accelerator pedal, , And smooth acceleration can be achieved. In addition, it is possible to reduce a tip-in impact by reducing the revolution per minute (RPM) difference between the engine and the turbine when the vehicle is decelerating, thereby improving the drivability. In addition, it is possible to reduce the difference between the engine and the turbine RPM by controlling the damper clutch by differentiating the deceleration according to the deceleration during the deceleration of the vehicle.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the present invention as defined by the following claims and their equivalents. Only. It is intended that the present invention covers the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents. .

In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, these functions may be stored or transmitted as one or more instructions or code on a computer readable medium. Computer-readable media includes both communication media and computer storage media including any medium that facilitates transfer of a computer program from one place to another. The storage medium may be any available media that is accessible by a computer. By way of example, and not limitation, such computer-readable media can comprise any computer-readable medium, such as RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, And any other medium that can be used to store and be accessed by a computer. Also, any connection is properly referred to as a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a wireless technology such as coaxial cable, fiber optic cable, twisted pair cable, digital subscriber line (DSL), or infrared, radio and ultra high frequency, Wireless technologies such as fiber optic cable, twisted pair, DSL, or infrared, radio and microwave are included in the definition of media. Disks and discs as used herein include compact discs (CDs), laser discs, optical discs, digital versatile discs (DVD), floppy discs and Blu-ray discs, While discs reproduce data optically by means of a laser. Combinations of the above should also be included within the scope of computer readable media.

When embodiments are implemented as program code or code segments, the code segments may be stored as a procedure, a function, a subprogram, a program, a routine, a subroutine, a module, a software package, a class, As well as any combination thereof. A code segment may be coupled to another code segment or hardware circuit by conveying and / or receiving information, data, arguments, parameters or memory contents. Information, arguments, parameters, data, etc. may be communicated, sent, or transmitted using any suitable means including memory sharing, message passing, token passing, Additionally, in some aspects, steps and / or operations of a method or algorithm may be performed on one or more of the codes and / or instructions on a machine readable medium and / or computer readable medium that may be integrated into a computer program product As a combination or set of &lt; / RTI &gt;

In an implementation in software, the techniques described herein may be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes may be stored in memory units and executed by processors. The memory unit may be implemented within the processor and external to the processor, in which case the memory unit may be communicatively coupled to the processor by various means as is known.

In a hardware implementation, the processing units may be implemented as one or more application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays Controllers, microcontrollers, microprocessors, other electronic units designed to perform the functions described herein, or a combination thereof.

What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe all possible combinations of components or methods for purposes of describing the embodiments described, but those skilled in the art will recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the described embodiments are intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims. Furthermore, to the extent that the term " comprises " is used in the detailed description or the claims, such terms are intended to be inclusive in a manner similar to " consisting " .

Furthermore, as used in this application, the terms "component," "module," "system," and the like are intended to encompass all types of computer- Entity. For example, a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable execution thread, a program, and / or a computer. By way of illustration, both the application running on the computing device and the computing device can be components. One or more components may reside within a process and / or thread of execution, and the components may be centralized on one computer and / or distributed between two or more computers. These components may also be executed from various computer readable media having various data structures stored thereon. The components may be associated with a signal having one or more data packets (e.g., data from a local system, data from another component of the distributed system and / or signals from other components interacting with other systems via a network such as the Internet) Lt; RTI ID = 0.0 &gt; and / or &lt; / RTI &gt; remote processes.

100: Damper clutch control device
110: Vehicle condition detector
112: Accelerator pedal sensor
114: Transmission sensor
116: Engine speed sensor
118: Turbine speed sensor
120:
130:

Claims (10)

A vehicle state detector for detecting the position of the accelerator pedal, the gear position of the transmission, the engine speed, the turbine speed, and the deceleration value to generate vehicle state data;
A determination unit for determining whether or not the compensation control logic is applied based on the vehicle state data; And
And a control unit for controlling the hydraulic pressure of the damper clutch to reduce the difference between the engine speed and the turbine speed and to keep the difference between the engine speed and the turbine speed constant when the application of the compensation control logic is determined,
Wherein the vehicle state detection unit
An accelerator pedal sensor for detecting the position of the accelerator pedal,
A transmission sensor for detecting information on a gear range of the transmission,
An engine speed sensor for detecting the engine speed;
And a turbine speed sensor for detecting the speed of the turbine,
Wherein,
The compensation control logic is applied when the opening amount according to the position of the accelerator pedal is 0, the shift state of the transmission is downshift, the deceleration value is less than a predetermined reference value,
The speed change section is divided into a first part area to a third part area,
The first part area extends from a point of time when a target gear is changed to a point where a synchronous speed of a current gear changes,
Wherein the second part area extends from the end point of the first part area to a point at which the current speed is equal to the synchronous speed of the target gear,
The third part area extends from an end point of the second part area to a point where a gear shift state ends,
And controlling the hydraulic pressure of the damper clutch by applying an offset duty and an inclination duty to each of the first part area to the third part area,
And applying the compensation control logic if the deceleration value is less than -100% / s.
Damper clutch control device. delete delete delete delete Determining whether the opening amount is 0 based on the position of the accelerator pedal;
Determining whether the shift state of the transmission is a downshift when the opening amount is 0;
Determining whether the deceleration value is less than a predetermined reference value when the shift state of the transmission is a downshift; And
The control of the hydraulic pressure of the damper clutch is controlled to reduce the difference between the engine speed and the turbine speed, and when the difference between the engine speed and the turbine speed is less than the predetermined value, And maintaining the value constant,
The reference value is set to -100% / s,
When the opening amount is not 0, both the damper shift control and the compensation control logic are not applied,
The damper shift control is applied when the shift state is not a downshift,
The speed change section is divided into a first part area to a third part area,
The first part area extends from a point of time when a target gear is changed to a point where a synchronous speed of a current gear changes,
Wherein the second part area extends from the end point of the first part area to a point at which the current speed is equal to the synchronous speed of the target gear,
The third part area extends from an end point of the second part area to a point where a gear shift state ends,
And controlling the hydraulic pressure of the damper clutch by applying an offset duty and an inclination duty to each of the first part area to the third part area,
A method of controlling a damper clutch.
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