KR102323959B1 - Method and system for controlling variable hydraulic pressure of engine clutch for P2 type hybrid electric vehicle - Google Patents

Abstract

The present invention provides a method and system for engine clutch variable hydraulic pressure control for a P2 hybrid electric vehicle, capable of improving fuel efficiency of a vehicle by preventing unnecessary hydraulic pressure loss caused by continuously applying the maximum hydraulic pressure to an engine clutch despite a low engine torque when the engine clutch hydraulic pressure is controlled in the P2-type hybrid vehicle. The method for engine clutch variable hydraulic pressure control for a P2 hybrid electric vehicle comprises the following steps: determining whether a current engine torque is stabilized while driving the vehicle with an engine clutch being fully locked up; calculating, and if it is determined that the engine torque is stabilized, an oil temperature compensation torque is applied according to the oil temperature in the engine clutch and an APS angular velocity compensation torque is applied according to an APS angular velocity based on a currently detected engine torque; calculating a target engine clutch transmission torque by summing the detected current engine torque, the calculated oil temperature compensation torque, and the APS angular velocity compensation torque; and calculating a final target engine clutch hydraulic pressure to be applied to the engine clutch by dividing the calculated target engine clutch transmission torque by a cross-sectional area of the engine clutch.

Description

BACKGROUND ART Method and system for controlling variable hydraulic pressure of engine clutch for P2 type hybrid electric vehicle

The present invention provides a variable hydraulic pressure control for an engine clutch of a hybrid vehicle that can improve fuel efficiency of a vehicle by preventing unnecessary use of hydraulic pressure generated by continuously applying the maximum hydraulic pressure to the engine clutch even when the engine torque is low when the engine clutch hydraulic pressure is controlled in the hybrid vehicle It relates to methods and systems.

In general, a hybrid vehicle in a broad sense means driving a vehicle by efficiently combining two or more different types of power sources, but in most cases, driving power is provided by an engine that uses fuel to obtain driving power and a motor driven by battery power. It means a vehicle that obtains , and it is called a hybrid electric vehicle (HEV).

Recently, in response to the demands of the times to improve fuel efficiency and develop more environmentally friendly products, research on hybrid electric vehicles is being conducted more actively.

As is well known, a hybrid electric vehicle may have various power transmission structures using an engine and a motor as power sources, and most vehicles studied to date employ either a parallel type or a series type.

Here, the series type is a method in which the engine is used only for power generation and the vehicle is driven only by a motor. Compared to the parallel type, the structure is relatively simple and the control logic is simple, but the mechanical energy from the engine is converted into electrical energy. Since it is stored in the battery and then the vehicle is driven again using the motor, it has disadvantages in terms of efficiency when converting energy. On the other hand, the parallel type has the disadvantage that it is relatively more complicated than the series type and the control logic is complicated, but the mechanical energy of the engine and the battery It has the advantage of being able to use energy efficiently because it can simultaneously use the energy of

In addition, a mild hybrid vehicle that uses engine power as a basis for driving the vehicle and is assisted by a motor can be designed without significantly changing the driveline of an existing internal combustion engine vehicle, and has a low manufacturing cost. is increasing

Mild hybrid vehicles are P0, P1, P2, P3, P4 types depending on where the motor supporting the driving force (this motor is specifically called MHSG or Mild Hybrid Starter & Generator in the mild hybrid vehicle) is located in the vehicle dynamometer. It is called separately.

Among them, the P2 type mild hybrid vehicle has a configuration in which a dynamometer including an engine 10 , an engine clutch 30 , a motor 40 , and a transmission 50 is arranged in a line as shown in FIG. 1 , and the motor 40 It refers to a vehicle equipped with a system in which the output of the engine 10 and the output of the engine 10 are transmitted to the axle.

In this case, the power transmission type shown in FIG. 1 is equally applied not only to the P2 type mild hybrid vehicle but also to the general parallel hybrid vehicle.

On the other hand, the P2 type parallel system shown in FIG. 1 is configured to include an engine 10 , a start motor 20 , an engine clutch 30 , a motor 40 , and a transmission 50 , the start motor 20 . is a motor capable of driving / regenerative (Motoring / Generating) is coupled to the engine 10 and a mechanical device such as a belt, chain, gear, etc., the coupling ratio is variously determined as needed.

In addition, the motor 40 means a motor capable of driving / regenerative, and the transmission 50 is a device that can vary the gear ratio of input and output through automatic control, and is a planetary gear set ( set) or several gear sets.

And, an engine clutch 30 for selectively controlling power is disposed between the engine 10 and the motor 40, and the engine clutch 30 is closed by a hydraulic control actuator (HCA). ) or lock-up, and selectively connect or cut off power between the engine 10 and the motor 40 through an open operation.

In the conventional parallel hybrid system having such a configuration, the engine clutch 30 controls the torque transmitted to the engine clutch by hydraulic pressure in order to transmit the torque generated from the engine 10 to the axle, and After the supplied hydraulic pressure transitions from the non-approved state to the applied state, the maximum pressure control is performed to continuously apply the maximum hydraulic pressure until a non-approval command is issued.

However, such a conventional engine clutch hydraulic control method continuously controls the maximum pressure of the engine clutch that has transitioned from the non-applied state to the applied state of hydraulic pressure. is applied and controlled, resulting in unnecessary hydraulic loss, which in turn leads to a decrease in fuel efficiency.

Republic of Korea Patent Registration No. 10-1786653 (2017.10.11)

The present invention has been devised to solve the above problems, and the technical problem to be solved by the present invention is to calculate the transmission torque transmitted to the engine clutch based on the torque currently generated by the engine while the hybrid vehicle is driving, and compensate for this. By adding the hydraulic pressure to generate the final engine clutch target hydraulic pressure, the engine clutch is controlled using the hydraulic pressure suitable for the current engine torque to reduce unnecessary hydraulic pressure use, thereby improving the fuel efficiency of the hybrid vehicle. An object of the present invention is to provide a method and system for controlling an engine clutch variable hydraulic pressure.

The method for controlling the variable hydraulic pressure of an engine clutch of a hybrid vehicle according to the present invention for solving the above technical problem includes (a) whether the current engine torque is in a stabilized state while driving in a state in which the engine clutch is fully locked up. determining whether or not; (b) When it is determined that the engine torque is stabilized, the oil temperature compensation torque according to the oil temperature in the engine clutch and the APS angular velocity compensation torque according to the APS (Accelerator Position Sensor) angular velocity are calculated based on the currently detected engine torque. calculating; (c) calculating a target engine clutch transmission torque by summing the detected current engine torque, the calculated oil temperature compensation torque, and the APS angular velocity compensation torque; and (d) calculating a final target engine clutch hydraulic pressure to be applied to the engine clutch by dividing the calculated target engine clutch transmission torque by a cross-sectional area of the engine clutch.

Here, in step (a), the current engine torque is stabilized when the APS angular speed is less than the first set value and the engine torque is less than or equal to the second set value when the engine clutch is fully locked up for a predetermined period of time can be judged as

More specifically, in step (a), when the APS angular speed is less than the first set value and the engine torque is less than or equal to the second set value in a state in which the engine clutch is fully locked up, the timer value is increased by one unit to accumulate the timer. When the value is equal to or greater than the third set value, it may be determined that the current engine torque is stabilized.

In the calculation of the oil temperature compensation torque in step (b), a larger compensation value may be applied as the oil temperature of the engine clutch decreases.

In addition, in the calculation of the APS angular velocity compensation torque in step (b), a larger compensation value may be applied as the APS angular velocity increases.

Also, in step (c), the target engine clutch transmission torque may be calculated by additionally adding the compensation torque according to the vehicle speed or the amount of change in the vehicle speed.

On the other hand, the engine clutch variable hydraulic control system of the P2 type hybrid vehicle according to the present invention includes an engine clutch positioned between an engine and a motor in the P2 type hybrid vehicle to selectively transmit or block power between the engine and the motor; an actuator providing hydraulic pressure necessary for driving the engine clutch; an engine torque detector for detecting the torque of the engine; an oil temperature detection unit for detecting oil temperature in the engine clutch; an APS angular velocity detector for detecting an APS (Accelerator Position Sensor) angular velocity in the vehicle; A control unit that calculates and applies a target engine clutch hydraulic pressure to be applied to the engine clutch through the current engine torque, oil temperature, and APS angular velocity information input from the engine torque detection unit, oil temperature detection unit, and APS angular velocity detection unit and controls to be applied to the engine clutch; The method comprising: determining, by the control unit, whether a current engine torque is in a stabilized state while driving in a state in which the engine clutch is fully locked; When it is determined that the engine torque is in a stabilized state, based on the currently detected engine torque, the oil temperature compensation torque according to the oil temperature in the engine clutch and the APS angular velocity compensation torque according to the APS (Accelerator Position Sensor) angular velocity are calculated. step; calculating a target engine clutch transmission torque by summing the detected current engine torque, the calculated oil temperature compensation torque, and the APS angular velocity compensation torque; and calculating a final target engine clutch hydraulic pressure to be applied to the engine clutch by dividing the calculated target engine clutch transmission torque by the cross-sectional area of the engine clutch. do.

According to the method for controlling the engine clutch variable hydraulic pressure of the P2 type hybrid vehicle of the present invention having the above configuration, the transmission torque transmitted to the engine clutch is calculated based on the torque currently generated by the engine while the hybrid vehicle is driving, and a compensation hydraulic pressure is applied thereto. By summing up and generating a final target hydraulic pressure to be applied to the engine clutch, it is possible to efficiently control the engine clutch by using an appropriate level of hydraulic pressure for the current engine torque. Therefore, it is possible to reduce the use of unnecessary hydraulic pressure generated by applying the maximum hydraulic pressure to the engine clutch despite the low engine torque as in the prior art, and to smoothly operate the engine clutch with an appropriate level of hydraulic pressure suitable for the current engine torque. It can solve the problem of fuel efficiency degradation caused by excessive consumption of

1 is a schematic diagram showing a parallel power transmission structure of a conventional P2 type hybrid vehicle.
2 is a block diagram illustrating the configuration of an engine clutch variable hydraulic pressure control system of a P2 type hybrid vehicle according to an embodiment of the present invention.
3 is a block diagram showing the configuration of the peripheral part of the control unit in the engine clutch variable hydraulic control system according to the present invention.
4 is a flowchart sequentially illustrating a method for controlling an engine clutch variable hydraulic pressure of a P2 type hybrid vehicle according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those of ordinary skill in the art to which the present invention pertains can easily implement them.

However, the present invention may be implemented in several different forms and is not limited to the embodiments described herein. In addition, it should be noted that parts denoted by the same reference numerals throughout the detailed description mean the same components.

Hereinafter, an embodiment of a method for controlling an engine clutch variable hydraulic pressure of a P2 type hybrid vehicle according to the present invention will be described in detail with reference to the accompanying drawings.

The present invention relates to an engine clutch variable hydraulic control method on the premise of a P2 type parallel hybrid vehicle in which an engine, an engine clutch, a motor, and a transmission are connected on one axis and the output of the engine and the output of the motor are simultaneously transmitted to the axle In particular, while the P2 type parallel hybrid vehicle is driving with the engine clutch fully locked up, the unnecessary Disclosed are a method and system for controlling a variable hydraulic pressure of an engine clutch of a hybrid vehicle capable of reducing hydraulic pressure loss and improving fuel efficiency.

Conventionally, when a hybrid vehicle is driven with the engine clutch fully locked up, the hydraulic pressure of the engine clutch is controlled by continuously applying the maximum hydraulic pressure to the engine clutch regardless of whether the engine torque (rotational force) is low or high. , this hydraulic control method causes unnecessary hydraulic pressure loss as the maximum hydraulic pressure is continuously applied to the engine clutch, resulting in a decrease in fuel efficiency.

Therefore, in the present invention, in order to prevent unnecessary hydraulic pressure loss applied to the engine clutch, an unnecessary hydraulic pressure is applied to the engine clutch by calculating a target hydraulic pressure of an appropriate level for smooth operation of the engine clutch based on the engine torque currently transmitted by the engine. To provide a hydraulic control method for reducing loss and preventing fuel consumption loss.

2 is a diagram illustrating a configuration of an engine clutch variable hydraulic pressure control system for a hybrid vehicle according to an exemplary embodiment of the present invention, and FIG. 3 is a diagram illustrating a peripheral configuration including a control unit for controlling the engine clutch variable hydraulic pressure.

2 and 3 , the engine clutch variable hydraulic control system of the P2 type hybrid vehicle according to the present invention is located between the engine 110 and the motor 140 of the P2 type parallel type hybrid vehicle. An engine clutch 130 that selectively transmits or blocks power between the engine and the motor 140, an actuator 160 that provides hydraulic pressure necessary for driving the engine clutch 130, and the engine 110 and the motor ( A transmission 150 that shifts the driving force of 140 and transmits it to the wheel WH, and an ISG (Integrated Starter & Generator) 120 that is directly connected to the engine 110 to start the engine 110 or generate power; The engine 110, the motor 140, the transmission 150, the ISG 120, the actuator 160, includes a control unit 170 that receives the status information of the engine clutch 130 and controls their driving. .

In addition, the engine clutch variable control system of the present invention includes an engine torque detection unit 112 that detects a torque (rotational force) of the engine 110 and an oil temperature detection unit 132 that detects an oil temperature in the engine clutch 130 . and an APS angular velocity detector 142 that detects an APS (Accelerator Position Sensor) angular velocity installed in the vehicle.

Here, the control unit 170 uses the engine torque of the current vehicle input from the engine torque detection unit 112 , the oil temperature detection unit 132 , and the APS angular velocity detection unit 142 , the oil temperature in the engine clutch 130 , and the information of the APS angular velocity. After calculating the target engine clutch hydraulic pressure of an appropriate level to be applied to the engine clutch 130 through a series of control sequences stored therein in a programmed form, the actuator 160 is driven to drive the target engine of the previously calculated level Only the clutch hydraulic pressure may be controlled to be applied to the engine clutch 130 .

A series of control sequences for calculating the target engine clutch hydraulic pressure programmed in the control unit 170 will be described in more detail in the engine clutch variable hydraulic pressure control method to be described later.

4 is a flowchart for sequentially explaining a method for controlling an engine clutch variable hydraulic pressure of a P2 type hybrid vehicle according to the present invention.

4, the engine clutch variable hydraulic pressure control method of the P2 type hybrid vehicle according to the present invention is based on a basic premise that the engine clutch 130 is driving with the engine clutch 130 fully locked up. Prior to the full-fledged control of the variable hydraulic pressure of the engine clutch, it is first determined whether the current engine torque is in a stabilized state. (S210)

In the step of determining whether the engine torque is stabilized (S210), the current engine 110 through the engine torque detection unit 112 and the APS angular velocity detection unit 142 while the vehicle is driving with the engine clutch 130 fully locked up. It is determined whether the current engine torque is maintained in a stable state without abrupt change by detecting the engine torque and the APS angular velocity, respectively.

For example, this may correspond to a case in which the vehicle travels at a constant speed on a highway. The APS angular velocity detected through the APS angular velocity detector 142 in a state in which the engine clutch 130 of the vehicle is fully locked up is less than or equal to the first set value. , and the current engine torque change amount detected by the engine torque detection unit 112 is equal to or less than the second set value, and when this state continues for a predetermined time, it is possible to determine the current engine torque as a stabilized state.

Specifically, when the engine clutch 130 is in full lockup state, the APS angular speed is less than or equal to the first set value, and the engine torque variation is equal to or less than the second set value, the timer value is increased by 1 (S220), and the increase is accumulated It is determined whether the timer value is equal to or greater than the third set value (S230), and if the timer value is equal to or greater than the third set value, the current engine torque is determined as a stabilized state, and if the timer value is less than the third set value, it is again S210 return to step

Here, the full lock-up state of the engine clutch 130 means a state in which the engine clutch 130 is fully engaged. In general, the engine is driven without the hydraulic pressure applied to the engine clutch in a state in which the change amount of the engine torque is large. Since it may result in an unstable driving state, in the present invention, it is first checked whether the vehicle's engine torque variation has been maintained in a low and stable state for a certain period of time before entering into full-scale variable hydraulic pressure control.

On the other hand, when it is determined that the current engine torque is stabilized from the steps S210 to S230, the engine torque detection unit 112, the oil temperature detection unit 132, and the APS (Accelerator Position Sensor) angular velocity detection unit 142 The current vehicle's engine torque, engine clutch oil temperature, and APS angular speed are respectively detected through , and each detected information is input to the control unit 170 (S240).

Next, the control unit 170 uses the engine torque, engine clutch oil temperature, and APS angular velocity information respectively detected from step S240 to compensate for oil temperature according to the oil temperature in the engine clutch 130 based on the current engine torque and APS angular velocity. Calculate the APS angular velocity compensation torque according to (S250)

In this case, since the engine clutch 130 must transmit all of the engine torque generated by the engine 110 to the transmission 150 side, the transmission torque transmitted to the engine clutch 130 when calculating the compensation torque applies the engine torque. In order to consider the hydraulic reactivity of the vehicle, the oil temperature compensation torque is determined as a map value made up of a function of oil temperature of the engine clutch 130, and APS is a map value made up of a function of APS angular velocity in order to respond to the amount of change in engine torque. Determines the angular velocity compensation torque.

Specifically, the oil temperature compensation torque calculation in the engine clutch 130 is calculated by using the compensation torque value according to the oil temperature prepared in a tabled state in the control unit 170 , and corresponds to the current oil temperature of the engine clutch 130 . The calculated compensation torque value is determined as the calculated value. In this case, as the oil temperature of the engine clutch 130 is lower, a larger compensation value may be applied.

In general, oil exhibits the characteristic of moving very quickly within a certain temperature range. If the oil temperature is too high or too low, the oil reaction speed becomes slow. In some oil temperature sections, hydraulic control may proceed quickly, and in some oil temperature sections, hydraulic control may proceed slowly. For this reason, in the section where the hydraulic pressure response is slow, more torque is applied to increase the engine torque, so that the engine torque can be effectively transmitted to the engine clutch 130 even if the oil temperature response is slowed.

In addition, when the APS angular velocity compensation torque is calculated, it is calculated using the compensation torque value according to the APS angular velocity provided in a table form in the control unit 170, and the compensation torque value corresponding to the current APS angular velocity is used as the calculated value. will decide

For example, since the situation in which the APS angular velocity suddenly increases means that the engine is just before the engine generates a greater torque by the driver's will, a larger compensation value can be applied as the APS angular velocity increases.

As such, when the oil temperature compensation torque according to the oil temperature in the engine clutch 130 and the APS angular velocity compensation torque according to the APS angular velocity are calculated, the current engine torque, the calculated oil temperature compensation torque, and the APS angular velocity compensation torque are all added together to generate the engine. The target engine clutch transmission torque to be transmitted to the clutch 130 is calculated (S260).

Here, the engine torque means the torque transmitted to the engine clutch 130, and in addition to the oil temperature compensation torque and the APS angular velocity compensation torque, an additional compensation torque value according to the speed or speed change amount of the vehicle is additionally calculated, so that the current vehicle speed or The target engine clutch transmission torque may be calculated by additionally adding a compensation torque value corresponding to the speed change amount to the oil temperature compensation torque and the APS angular speed compensation torque.

After the calculation of the target engine clutch transmission torque to be transmitted to the engine clutch 130 is completed as described above, the calculated target engine clutch transmission torque is applied to the engine clutch 130 through a calculation operation of dividing the cross-sectional area of the engine clutch 130 . The final target engine clutch hydraulic pressure to be determined is calculated (S270).

Then, when the final target engine clutch hydraulic pressure is calculated, the controller 170 drives the actuator 160 and applies the calculated target engine clutch hydraulic pressure to the engine clutch 130 to apply the engine clutch 130 to the current engine torque. By enabling it to operate with an appropriate hydraulic pressure, it is possible to reduce unnecessary hydraulic pressure and improve the fuel efficiency of the vehicle (S280).

As described above, in the engine clutch variable hydraulic control method according to the present invention, only the torque transmitted by the engine 110 needs to be transmitted in the axle direction through the engine clutch 130. Variable hydraulic pressure control for the engine clutch 130 is performed based on the torque generated by 110 . However, since the reactivity of the hydraulic pressure is correlated with the oil temperature, the oil temperature in the engine clutch 130 is reflected and compensated. Since the increase/decrease amount of the speed generated by the engine 110 is determined according to the APS angular speed, the torque compensating for the APS angular speed (engine speed) is added to respond more quickly to this engine speed increase/decrease amount. By controlling so that only an appropriate level of hydraulic pressure required for the smooth operation of the engine clutch 130 is applied, it is possible to control to reduce unnecessary hydraulic pressure loss, thereby improving fuel efficiency of the vehicle.

In the above, preferred embodiments of the present invention have been described, but the scope of the present invention is not limited to these specific embodiments, and those skilled in the art may appropriately change within the scope described in the claims of the present invention. this will be possible

110: engine 112: engine torque detection unit
120: ISG 130: engine clutch
132: oil temperature detection unit 140: motor
142: APS angular velocity detection unit 150: transmission
160: actuator 170: control unit

Claims (12)

(a) determining whether a current engine torque is stabilized while driving in a state in which the engine clutch is fully locked up;
(b) When it is determined that the engine torque is stabilized, the oil temperature compensation torque according to the oil temperature in the engine clutch and the APS angular velocity compensation torque according to the APS (Accelerator Position Sensor) angular velocity are calculated based on the currently detected engine torque. calculating;
(c) calculating a target engine clutch transmission torque by summing the detected current engine torque, the calculated oil temperature compensation torque, and the APS angular velocity compensation torque;
(d) calculating a final target engine clutch hydraulic pressure to be applied to the engine clutch by dividing the calculated target engine clutch transmission torque by a cross-sectional area of the engine clutch;
A method for controlling an engine clutch variable hydraulic pressure of a P2 type hybrid vehicle comprising a.
The current engine torque according to claim 1, wherein, in step (a), the APS angular speed is equal to or less than the first set value and the engine torque is equal to or less than the second set value when the engine clutch is fully locked up for a predetermined period of time. A method for controlling the variable hydraulic pressure of an engine clutch of a P2 type hybrid vehicle, characterized in that it is determined as a stabilized state.
According to claim 2, wherein when the APS angular speed is equal to or less than the first set value and the engine torque is equal to or less than the second set value in a state in which the engine clutch is fully locked up, the timer value is increased by one unit to determine the third set value. The method for controlling the variable hydraulic pressure of an engine clutch of a P2 type hybrid vehicle, characterized in that when it is equal to or greater than a set value, it is determined that the current engine torque is in a stabilized state.
The method of claim 1 , wherein in the calculation of the oil temperature compensation torque in step (b), a larger compensation value is applied as the oil temperature of the engine clutch decreases.
The method of claim 1 , wherein a larger compensation value is applied as the APS angular velocity increases in the calculation of the APS angular velocity compensation torque in step (b).
The method of claim 1 , wherein the target engine clutch transmission torque is calculated by additionally summing the compensation torque according to the vehicle speed or the amount of change in the vehicle speed in the step (c).
an engine clutch positioned between an engine and a motor in a hybrid vehicle to selectively transmit or block power between the engine and the motor;
an actuator providing hydraulic pressure necessary for driving the engine clutch;
an engine torque detector for detecting the torque of the engine;
an oil temperature detection unit detecting oil temperature in the engine clutch;
an APS angular velocity detector for detecting an APS (Accelerator Position Sensor) angular velocity in the vehicle;
A control unit that calculates and applies a target engine clutch hydraulic pressure to be applied to the engine clutch through the current engine torque, oil temperature, and APS angular velocity information input from the engine torque detection unit, oil temperature detection unit, and APS angular velocity detection unit and controls to be applied to the engine clutch; includes,
The control unit is
determining whether a current engine torque is in a stabilized state while the engine clutch is fully locked up while driving; When it is determined that the engine torque is stabilized, based on the currently detected engine torque, the oil temperature compensation torque according to the oil temperature in the engine clutch and the APS angular velocity compensation torque according to the APS (Accelerator Position Sensor) angular velocity are calculated. step; calculating a target engine clutch transmission torque by summing the detected current engine torque, the calculated oil temperature compensation torque, and the APS angular velocity compensation torque; and calculating a final target engine clutch hydraulic pressure to be applied to the engine clutch by dividing the calculated target engine clutch transmission torque by the cross-sectional area of the engine clutch. A P2 type hybrid vehicle's engine clutch variable hydraulic control system.
The control unit according to claim 7, wherein the APS angular velocity detected by the APS angular velocity detector is equal to or less than a first set value in a state in which the engine clutch is fully locked up, and the engine torque detected by the engine torque detector is equal to or less than a second set value. The engine clutch variable hydraulic control system of the P2 type hybrid vehicle, characterized in that it is determined that the current engine torque is in a stabilized state when the state continues for a predetermined time.
The control unit according to claim 8, wherein the APS angular velocity detected by the APS angular velocity detector is equal to or less than a first set value in a state in which the engine clutch is fully locked up, and the engine torque detected by the engine torque detector is equal to or less than a second set value. case, when the accumulated timer value by increasing the timer value by one unit is equal to or greater than the third set value, it is determined that the current engine torque is in a stabilized state.
The engine clutch variable hydraulic control system of claim 7 , wherein the controller applies a larger compensation value as the oil temperature of the engine clutch decreases when calculating the oil temperature compensation torque.
The engine clutch variable hydraulic control system of claim 7 , wherein the controller applies a larger compensation value as the APS angular velocity increases when calculating the APS angular velocity compensation torque.
The engine clutch of claim 7 , wherein the control unit calculates the target engine clutch transmission torque by additionally adding a compensation torque according to a vehicle speed or a change in vehicle speed when calculating the target engine clutch transmission torque. Variable hydraulic control system.

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