KR20160124527A - Apparatus and method for controlling clutch - Google Patents

Abstract

Disclosed are an apparatus and a method for controlling a clutch in the present invention. The clutch control apparatus comprises: a torque input unit which receives engine torque from an engine control apparatus; and a torque management unit which compensates for the engine torque on the basis of an engine torque offset predicted in a state that the clutch and the engine are released. That is, the present invention compensates for the engine torque on the basis of the engine torque offset predicted in a state that the clutch and the engine are released, such that a residual value of the engine is compensated and clutch torque fitted in the current driving condition can be determined, thereby improving driving performance. In addition, the engine torque offset predicted through the latest clutch curve learning is maintained until the next clutch curve learning is performed, such that the present invention removes unnecessary process which excessively adjusts a clutch characteristic curve by means of the engine torque offset, so as to control operations of the clutch more rapidly and accurately. Therefore, the present invention provides a stabler clutch system and improves driving stability.

Description

[0001] APPARATUS AND METHOD FOR CONTROLLING CLUTCH [0002]

The present invention relates to an apparatus and method for controlling a clutch, and more particularly, to an apparatus and method for correcting an offset of an engine torque input to a DCT (Dual Clutch Transmission).

Generally, a clutch system having DCT (Dual Clutch Transmission) receives an engine torque and engine speed information from an electronic control unit (ECU) to control the clutch.

That is, the clutch target torque is calculated based on the engine torque and the engine speed information, and the clutch characteristic curve is learned using the calculated target torque.

However, when the engine torque transmitted from the ECU has an offset, an offset of the engine torque causes an inaccurate clutch target torque to be generated, so that the clutch control is not normally performed. In addition, the offset of the engine torque also affects the learning of the clutch characteristic curve, resulting in a problem that the running performance deteriorates.

In order to solve such a problem, a technique for correcting the engine torque by sensing the residual value of the engine itself is required.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an apparatus and method for correcting an offset of an engine torque inputted to a DCT (Dual Clutch Transmission).

To achieve the above object, according to a first aspect of the present invention, there is provided a clutch control device comprising: a torque input unit receiving an engine torque from an engine control device; And a torque management section for correcting the engine torque based on the engine torque offset predicted in a state in which the clutch and the engine are released.

Wherein the torque managing section includes: a calculating section that calculates an engine torque based on a clutch torque and an engine speed change rate determined for a current operation of the clutch in a state in which the clutch and the engine are released; A confirmation unit for confirming whether or not the engine torque is calculated in a stabilized state; A predictor for predicting the engine torque offset using the engine torque and the engine torque according to the result of the check; And a correction unit for calculating a new engine torque through correction of the engine torque using the engine torque offset for the next operation of the clutch.

And the calculating unit calculates the engine torque at a second value corresponding to the engine speed change rate while the clutch torque is a first value while the clutch and the engine are released.

Wherein the confirmation unit determines that the engine torque is calculated in the safing state if at least one characteristic signal associated with the clutch and the engine satisfies the stabilization reference condition for a predetermined time.

The predictor predicts the engine torque offset to a third value corresponding to a difference between the engine torque and the engine torque when the engine torque is calculated in the stabilized state.

Wherein the predicting unit maintains the engine torque offset at the third value until the next clutch curve learning is performed when the engine torque offset is estimated through the latest clutch curve learning.

Wherein the correcting unit calculates the new engine torque at a fourth value corresponding to the difference between the engine torque and the engine torque offset.

And a clutch management section for calculating a clutch torque for a next operation of the clutch based on the new engine torque.

According to a second aspect of the present invention, there is provided a clutch control method including: receiving an engine torque from an engine control device; And correcting the engine torque based on the engine torque offset predicted while the clutch and the engine are released.

Wherein the step of correcting the engine torque includes the steps of: calculating an engine engine torque based on a clutch torque and an engine speed change rate determined for a current operation of the clutch with the clutch and the engine being released; Confirming whether the engine torque is calculated in a stabilized state; Estimating the engine torque offset using the engine torque and the engine engine torque according to the result of the check; And calculating a new engine torque through correction of the engine torque using the engine torque offset for the next operation of the clutch.

Wherein the step of calculating the engine torque includes calculating the engine torque at a second value corresponding to the engine speed change rate while the clutch torque is a first value while the clutch and the engine are released The method comprising the steps of:

Wherein said verifying comprises: comparing a stabilization reference condition with at least one characteristic signal associated with said clutch and said engine; And determining that the engine torque is calculated in the safing state if the comparison reference condition is satisfied as a result of the comparison.

Wherein the step of predicting the engine torque offset includes predicting the engine torque offset to a third value corresponding to a difference between the engine torque and the engine torque when the engine torque is calculated in the stabilized state The method comprising the steps of:

Wherein the step of predicting the engine torque offset further comprises maintaining the engine torque offset at the third value until the next clutch curve learning is performed if the engine torque offset is predicted through the latest clutch curve learning .

Wherein the step of calculating the new engine torque is characterized by calculating the new engine torque at a fourth value corresponding to a difference between the engine torque and the engine torque offset.

And calculating a clutch torque for a next operation of the clutch based on the new engine torque.

Accordingly, by correcting the engine torque based on the engine torque offset predicted in the released state of the clutch and the engine of the present invention, the residual torque value of the engine itself is compensated to determine the clutch torque suitable for the current driving situation So that the driving performance can be improved.

Further, according to the present invention, an unnecessary process of excessively adjusting the clutch characteristic curve due to the offset of the engine torque by omitting the engine torque offset predicted through the latest clutch curve learning until the next clutch curve learning is performed is omitted So that the operation of the clutch can be controlled more quickly and accurately, thereby providing a more stable clutch system, thereby improving driving stability.

1 is a diagram showing an example in which an offset of a general engine torque occurs.
2 is a diagram showing another example in which an offset of a general engine torque occurs.
Figure 3 is a schematic representation of a clutch system according to an embodiment of the invention.
4 is a diagram specifically showing a functional portion of the clutch control device shown in Fig.
5 is a diagram showing an example of predicting an engine torque offset when the vehicle is in an engine idle state according to an embodiment of the present invention.
6 is a diagram showing an example of predicting the engine torque offset when the vehicle does not transmit power during traveling according to the embodiment of the present invention.
7 is a diagram showing an example in which an error occurs due to the clutch torque in the calculation of the engine torque offset according to the embodiment of the present invention.
8 is a diagram showing an example of controlling the calculation time point of the engine torque offset according to the embodiment of the present invention.
9 is a flowchart illustrating an operation for correcting an offset of an engine torque according to an embodiment of the present invention.

It is noted that the technical terms used herein are used only to describe specific embodiments and are not intended to limit the invention. It is also to be understood that the technical terms used herein are to be interpreted in a sense generally understood by a person skilled in the art to which the present invention belongs, Should not be construed to mean, or be interpreted in an excessively reduced sense. Further, when a technical term used herein is an erroneous technical term that does not accurately express the spirit of the present invention, it should be understood that technical terms that can be understood by a person skilled in the art are replaced. In addition, the general terms used in the present invention should be interpreted according to a predefined or prior context, and should not be construed as being excessively reduced.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, wherein like reference numerals refer to like or similar elements throughout the several views, and redundant description thereof will be omitted. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail. Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a diagram showing an example in which an offset of a general engine torque occurs. 2 is a diagram showing another example in which an offset of a general engine torque occurs.

The clutch system having the DCT (Dual Clutch Transmission) according to the embodiment of the present invention uses the engine torque and the engine speed information transmitted from an electronic control unit (ECU) to calculate a target torque Clutch torque).

At this time, if the clutch torque is excessively lower than the engine torque, the engine speed suddenly rises and the clutch torque becomes excessively higher than the engine torque, the engine speed suddenly decreases and the start of the vehicle is turned off .

That is, determining the clutch torque suitable for the current driving situation plays an important role in securing the running performance.

However, if a variety of situation changes occur, such as when the outside air temperature becomes excessively high or low, the accuracy of the engine torque transmitted from the ECU is reduced.

That is, when the engine speed is constant in the engine idle state, the ideal engine torque should be 0 Nm. However, for example, as shown in FIG. 1, when the outside temperature is in the range of minus 25 degrees (-25 degrees), even if the engine speed 10 of the first section D1 is kept constant in the engine idling state, (20) is higher than 0 Nm.

If the clutch characteristic curve learning is performed based on the engine torque 20 in this situation, the clutch torque for the operation of the clutch that is higher than actual may be transmitted to excessively adjust the clutch characteristic curve, so that the vehicle may not be oscillated.

As another example, if the engine torque 20 is still maintained at 20 Nm or more as in the second section D2 even after the time T11 at which the clutch pedal is released during the characteristic curve learning as shown in FIG. 2A, The clutch torque for the operation of the clutch is transmitted to adjust the clutch characteristic curve excessively (B) through the learning of the clutch curve.

That is, it is necessary to adjust the first clutch curve 40 like the second clutch curve 50 through the clutch curve learning, but to shift the first clutch curve 40 to the clutch curve 60 including the point 60a So that the target stroke is less likely to be applied to the clutch due to the clutch torque at the point 60a that is excessively adjusted as compared to when the target stroke is applied based on the first clutch curve 40 So that the vehicle can not be driven.

Hereinafter, an apparatus and method for correcting the offset of the engine torque inputted to the DCT (Dual Clutch Transmission) for eliminating the problem due to the offset of the engine torque will be described in detail with reference to FIG. 3 to FIG. 8 .

Figure 3 is a schematic representation of a clutch system according to an embodiment of the invention. 4 is a diagram specifically showing a functional portion of the clutch control device shown in Fig. 5 is a diagram showing an example of predicting an engine torque offset when the vehicle is in an engine idle state according to an embodiment of the present invention. 6 is a diagram showing an example of predicting the engine torque offset when the vehicle does not transmit power during traveling according to the embodiment of the present invention. 7 is a diagram showing an example in which an error occurs due to the clutch torque in the calculation of the engine torque offset according to the embodiment of the present invention. 8 is a diagram showing an example of controlling the calculation time point of the engine torque offset according to the embodiment of the present invention.

3, the clutch system 100 according to the embodiment of the present invention includes a DCT (Dual Clutch Transmission) 110, an engine 120, an engine control device 130, and a clutch control device 140 .

The DCT 110 includes a first clutch 111a and a second clutch 111b that transmit engine power to a speed change stage composed of an odd speed change stage and an even speed change stage. The first clutch 111a and the second clutch 111b are collectively referred to as a clutch 111 for convenience of explanation in the present invention.

At this time, the clutch 111 operates in conjunction with the engine 120 to transmit the engine power or to be disengaged from the engine 120 so that the engine power is not transmitted.

The engine control device 130 transmits and receives engine driving information related to the driving of the engine 120. [ In particular, the engine control device 130 transmits the engine torque and the engine speed to the clutch control device 140 via the CAN communication so that the clutch torque for the operation of the clutch 111 can be determined.

The clutch control device 140 receives the engine torque and the engine speed from the engine control device 130. The clutch control device 140 corrects the engine torque based on the engine torque offset predicted while the clutch 111 and the engine 120 are released and uses this to adjust the clutch torque for the operation of the clutch 111 .

Hereinafter, each of the functional units in the clutch control device for correcting the offset of the engine torque will be described in more detail with reference to Figs. 4 to 7. Fig.

The clutch control device 140 includes a torque input section 141, a torque management section 142, and a clutch management section 143. [

The torque input section 141 receives the engine torque and the engine speed from the engine control device 130. The torque input section 141 transmits the engine torque and the engine speed to the torque managing section 142. [

The torque management unit 142 corrects the engine torque based on the engine torque offset predicted while the clutch 111 and the engine 120 are released.

More specifically, the torque managing section 142 includes a calculating section 1421, an identifying section 1422, a predicting section 1423, and a correcting section 1424. [

The calculating section 1421 calculates the clutch torque setting value based on the clutch torque determined for the current operation of the clutch 111 and the change rate of the engine speed (hereinafter referred to as the engine speed change rate) determined in a state in which the clutch 111 and the engine 120 are released Thereby calculating an actual engine torque.

That is, the calculating unit 1421 adds the clutch torque and the engine speed change rate determined for the current operation of the clutch 111 in the released state of the clutch 111 and the engine 120 to calculate the engine torque by Equation 1 .

[Equation 1]

Te / act = Tc + dNe

Where Te / act is the engine engine torque, Tc is the clutch torque determined for the clutch's current operation in the released state of the clutch and engine, and dNe is the engine speed change rate.

At this time, when the clutch 111 and the engine 120 are released, the clutch torque Tc is maintained at the first value of "0 ", so that the engine torque Te / act becomes the engine speed change rate dNe (2) " (2) "

&Quot; (2) "

Te / act = dNe, while Tc = 0

Thereafter, the calculating unit 1421 notifies the checking unit 1422 that the engine torque has been calculated.

The confirmation unit 1422 confirms whether or not the engine torque is calculated in the stabilized state since the predicted engine torque offset is difficult to be relied upon in the state where the fluctuation of the engine torque is large.

That is, the confirmation unit 1422 confirms the stabilized state of the engine torque at the time when the engine torque is calculated based on the stabilization reference condition.

At this time, the stabilization reference condition represents a stabilization reference value range for each of the characteristic signals related to the clutch and the engine that can determine the stabilization state of the engine torque.

Here, the characteristic signals may include the engine speed range, the target engine speed range of the engine idle, the engine water temperature range, the time since the engine start, the clutch transmission torque range, the gear lever position, the engine speed fluctuation amount, But may further include other signals that may affect the determination of the stabilized state of the engine torque.

That is, the confirmation unit 1422 determines whether or not the characteristic signals at the time when the engine torque is calculated satisfy the stabilization reference condition for a predetermined time. The confirmation unit 1422 determines that the engine torque is in a stabilized state when the stabilization reference condition is satisfied for a predetermined time, and generates a stabilization confirmation result.

Thereafter, the confirmation unit 1422 transmits the stabilization confirmation result to the prediction unit 1423. [

The predicting unit 1423 predicts the engine torque offset using the engine torque and the engine torque in accordance with the stabilization check result.

That is, when the engine torque is calculated in the stabilized state, the predicting unit 1423 predicts the engine torque offset as a third value corresponding to the difference between the engine torque and the engine torque, as shown in Equation (3).

&Quot; (3) "

Te / offset = Te / CAN - Te / act

Where Te / offset is the engine torque offset, Te / CAN is the engine torque, and Te / act is the engine engine torque.

First, referring to FIG. 5, an example of predicting the engine torque offset when the vehicle is in the engine idle state is referred to.

Assuming that the vehicle in which the engine torque is larger than "0" holds the engine idle state as shown in FIG. 5A, the clutch 111 and the engine 120 are released during the engine idle period D3, Is maintained at "0 ", and the engine speed change rate is also maintained at" 0 ", so that the engine torque is calculated as "0 ".

That is, during the engine idle section D3, the first clutch 111a and the engine 120 are released, the clutch torque 500 is maintained at "0", and the second clutch 111b and the engine 120 are released The clutch torque 510 is maintained at "0 ". At this time, the engine speed change rate 520 is maintained at " 0 " and the engine engine torque becomes "0 "

Since the engine engine torque in the engine idling state is "0 ", the predicting section 1423 corresponds to the difference value between the engine torque 25Nm transmitted through the CAN communication and the engine torque" 0 " And the engine torque offset is estimated.

On the other hand, assuming that the vehicle in which the engine torque is smaller than "0" maintains the idle state as shown in FIG. 5B, the engine torque becomes "0" Quot; 0 "corresponding to the difference between the engine torque-2Nm and the engine engine torque" 0 " .

As such, when the vehicle is in the engine idle state, the engine torque offset may have a positive value or a negative value.

Next, referring to Fig. 6, an example in which the engine torque offset is predicted when the vehicle does not transmit power during running will be mentioned.

Assuming that no power is transmitted to the middle clutch in which a vehicle having an engine torque greater than "0" is transmitted as shown in FIG. 6A, the clutch 111 and the engine 120 are not engaged during the power transmission cancellation period D4, The clutch torque is held at "0 ", and the engine speed change rate is also maintained at" 0 ", so that the engine torque is calculated as "0 ".

That is, during the power transmission cancellation period D4, the first clutch 111a and the engine 120 are released and the clutch torque 600 is maintained at "0", and the second clutch 111b and the engine 120 are disengaged And the clutch torque 610 is maintained at "0 ". At this time, the engine speed change rate 620 is maintained at " 0 " and the engine engine torque becomes "0 "

Since the engine torque in the state in which the power transmission is released during the running is "0 ", the predicting unit 1423 calculates the engine torque 25Nm transmitted through the CAN communication and the engine torque" 0 & 25Nm corresponding to the difference value of the engine torque offset is estimated and predicted as the engine torque offset.

On the other hand, assuming that no power is transmitted to the middle clutch in which a vehicle having an engine torque less than "0" is transmitted as shown in FIG. 6B, the engine torque is "0" The engine torque transmitted through the CAN communication becomes a negative value smaller than "0", that is, -1.2 Nm. Therefore, -1.2 Nm corresponding to the difference between the engine torque -1.2 Nm and the engine engine torque "0" Nm is calculated to predict the engine torque offset. That is, the engine torque offset in the state in which the power transmission is released during traveling has a negative value.

As such, the engine torque offset may have a positive or negative value when the vehicle does not transmit power during driving.

However, as described above, it is assumed that no power is transmitted during running. However, since the clutch torque can not be sufficiently released according to the control strategy, the engine torque offset may be corrected in consideration of this.

For example, as shown in FIG. 7 (A), in the vehicle deceleration state in which power is not transmitted during driving, control is performed such that power is not transmitted to the clutch 111 but power is transmitted again during the power application period D5 The clutch 111 can be controlled so as not to be completely released from the engine 120 in order to ensure responsiveness.

In this case, the predicting unit 1423 assumes that a predetermined engine torque is being transmitted to the clutch, and sets a compensation value for compensating it. The prediction unit 1423 may calculate the engine torque offset as shown in Equation (4) by taking the compensation value into account when calculating the engine torque offset.

&Quot; (4) "

Te / offset = Te / CAN - Te / act - Tc / comp

Where Te / offset is the engine torque offset, Te / CAN is the engine torque, Te / act is the engine torque, and Tc / comp is the compensation for compensating for the predetermined engine torque applied to the clutch Value.

In other words, when the clutch 111 is not completely released from the engine 120, when the clutch torque has a value other than "0", the actual engine torque calculated by the equation (2) is also a value other than "0" An error due to the clutch torque is generated, so that 13.8 Nm, which is the engine torque offset 710 which is lower than the engine torque offset 700 Nm in the engine idle state in FIG. 7 (B), is calculated.

Thus, the predicting unit 1423 calculates the engine torque offset in consideration of the compensation value for compensating the error according to the clutch torque.

When the engine torque offset is calculated through the clutch learning as described above, the predicting unit 1423 maintains the engine torque offset calculated until the next clutch curve learning is performed.

That is, the predicting unit 1423 holds the engine torque offset calculated through the most recent clutch curve learning until the next clutch curve learning is performed.

For example, as shown in FIG. 8, the engine torque 800 and the engine speed 810 are transmitted from the engine control device 130 to perform learning in units of seconds, The predictor 1423 calculates the engine torque offset 1 through the clutch curve learning at the first time point T1 at which the second 2 seconds starts and calculates the engine torque offset 1 at the second time point T2 The engine torque offset (offset1) calculated at the first time point T1 is maintained.

Similarly, the predictor 1423 calculates the engine torque offset 2 through the clutch curve learning at the second time point T2, and before the third time point T3 at which the next clutch curve learning is performed for 4 seconds, And maintains the engine torque offset (offset2) calculated at the second time point T2.

In the same manner, the predictor 1423 performs the clutch curve learning at each of the remaining time points T4-T8 to calculate the engine torque offset and maintain it until the next clutch curve learning is performed.

Thereafter, the predicting unit 1423 notifies the correcting unit 1424 that the prediction of the engine torque offset has been completed.

Referring again to Figures 3 and 4, the corrector 1424 calculates a new engine torque by correcting the engine torque using the engine torque offset for the next operation of the clutch.

That is, the correction section 1424 calculates the new engine torque as a fourth value corresponding to the difference value between the engine torque and the engine torque offset, as shown in Equation (5).

&Quot; (5) "

Te / new = Te / CAN - Te / offset

Where Te / new is the new engine torque, Te / CAN is the engine torque, and Te / offset is the engine torque offset.

Thereafter, the correcting section 1424 notifies the clutch management section 143 that the new engine torque has been calculated.

The clutch management section 143 calculates the clutch torque for the next operation of the clutch 111 based on the new engine torque.

Hereinafter, the operation flow for correcting the offset of the engine torque performed in the clutch control apparatus according to the embodiment of the present invention will be described in detail with reference to FIG. Hereinafter, for convenience of description, reference will be made to the reference numerals mentioned in FIGS. 1 to 8 described above.

9, the torque input unit 141 of the clutch control apparatus 140 according to the embodiment of the present invention receives the engine torque and the engine speed from the engine control unit 130 (S100). The torque input section 141 transmits the engine torque and the engine speed to the torque managing section 142. [

The torque management unit 142 corrects the engine torque based on the engine torque offset predicted while the clutch 111 and the engine 120 are released.

More specifically, the torque managing section 142 controls the torque of the engine 111 based on the clutch torque and the engine speed change rate determined for the current operation of the clutch 111 in the released state of the clutch 111 and the engine 120 (S110).

That is, the torque managing section 142 calculates the engine torque by adding the clutch torque and the engine speed change rate determined for the current operation of the clutch 111 in the released state of the clutch 111 and the engine 120 (See Equation 1).

Thereafter, the torque managing unit 142 confirms whether or not the engine torque is calculated in the stabilized state since the predicted engine torque offset is difficult to be relied upon in the state where the fluctuation of the engine torque is large.

That is, the torque managing unit 142 confirms the stabilized state of the engine torque at the time when the engine torque is calculated based on the stabilization reference condition (S120).

At this time, the stabilization reference condition represents a stabilization reference value range for each of the characteristic signals related to the clutch and the engine that can determine the stabilization state of the engine torque.

That is, the torque managing unit 142 determines whether or not the characteristic signals at the time when the engine torque is calculated satisfy the stabilization reference condition for a predetermined time. The confirmation unit 1422 determines that the engine torque is in a stabilized state when the stabilization reference condition is satisfied for a predetermined time, and generates a stabilization confirmation result.

Then, the torque managing unit 142 predicts the engine torque offset using the engine torque and the engine torque according to the stabilization check result (S130).

That is, when the engine torque is calculated in the stabilized state, the torque managing unit 142 predicts the engine torque offset to a third value corresponding to the difference between the engine torque and the engine torque (see Equation 3) .

When the engine torque offset is calculated through the clutch learning as described above, the torque managing unit 142 maintains the engine torque offset calculated through the latest clutch curve learning until the next clutch curve learning is performed (S140).

That is, the torque management unit 142 holds the engine torque offset calculated most recently through the clutch curve learning until the next clutch curve learning is performed.

Subsequently, the torque managing unit 142 calculates a new engine torque by correcting the engine torque using the engine torque offset for the next operation of the clutch (S150).

That is, the torque managing section 142 calculates a new engine torque at a fourth value corresponding to the difference between the engine torque and the engine torque offset (see Equation 5).

Thereafter, the torque managing section 142 notifies the clutch managing section 143 that the new engine torque has been calculated.

The clutch management section 143 calculates the clutch torque for the next operation of the clutch 111 based on the new engine torque (S160).

As described above, the present invention compensates the engine torque based on the engine torque offset predicted in the released state of the clutch and the engine, compensates the residual value of the engine itself, and adjusts the clutch torque suitable for the current driving situation So that the driving performance can be improved.

Further, according to the present invention, an unnecessary process of excessively adjusting the clutch characteristic curve due to the offset of the engine torque by omitting the engine torque offset predicted through the latest clutch curve learning until the next clutch curve learning is performed is omitted So that the operation of the clutch can be controlled more quickly and accurately, thereby providing a more stable clutch system, thereby improving driving stability.

As noted above, the functional operations and subject matter implementations described herein may be implemented in digital electronic circuitry, or may be implemented in computer software, firmware, or hardware, including the structures disclosed herein and structural equivalents thereof, And combinations of one or more of these. Implementations of the subject matter described herein may be implemented as one or more computer program products, i. E. One or more modules relating to computer program instructions encoded on a type of program storage medium for execution by, or control of, the operation of the processing system Can be implemented.

The computer-readable medium can be a machine-readable storage device, a machine-readable storage substrate, a memory device, a composition of matter that affects the machine readable propagation type signal, or a combination of one or more of the foregoing.

As used herein, the term " system "or" device "encompasses all apparatus, apparatus, and machines for processing data, including, for example, a programmable processor, a computer or a multiprocessor or computer. The processing system may, in addition to the hardware, comprise code that forms an execution environment for a computer program upon request, such as, for example, code comprising a processor firmware, a protocol stack, a database management system, an operating system, .

A computer program (also known as a program, software, software application, script or code) may be written in any form of programming language, including compiled or interpreted language, a priori or procedural language, Components, subroutines, or other units suitable for use in a computer environment. A computer program does not necessarily correspond to a file in the file system. The program may be stored in a single file provided to the requested program, or in multiple interactive files (e.g., a file storing one or more modules, subprograms, or portions of code) (E.g., one or more scripts stored in a markup language document). A computer program may be deployed to run on multiple computers or on one computer, located on a single site or distributed across multiple sites and interconnected by a communications network.

On the other hand, computer readable media suitable for storing computer program instructions and data include semiconductor memory devices such as, for example, EPROM, EEPROM and flash memory devices, such as magnetic disks such as internal hard disks or external disks, Non-volatile memory, media and memory devices, including ROM and DVD-ROM disks. The processor and memory may be supplemented by, or incorporated in, special purpose logic circuits.

Implementations of the subject matter described herein may include, for example, a back-end component such as a data server, or may include a middleware component, such as an application server, or may be a web browser or a graphical user, for example a user, who may interact with an implementation of the subject- Front-end components such as client computers with interfaces, or any combination of one or more of such back-end, middleware, or front-end components. The components of the system may be interconnected by any form or medium of digital data communication, such as, for example, a communications network.

While the specification contains a number of specific implementation details, it should be understood that they are not to be construed as limitations on the scope of any invention or claim, but rather on the description of features that may be specific to a particular embodiment of a particular invention Should be understood. Likewise, the specific features described herein in the context of separate embodiments may be implemented in combination in a single embodiment. Conversely, various features described in the context of a single embodiment may also be implemented in multiple embodiments, either individually or in any suitable subcombination. Further, although the features may operate in a particular combination and may be initially described as so claimed, one or more features from the claimed combination may in some cases be excluded from the combination, Or a variant of a subcombination.

It is also to be understood that although the present invention is described herein with particular sequence of operations in the drawings, it is to be understood that it is to be understood that it is to be understood that all such illustrated acts have to be performed or that such acts must be performed in their particular order or sequential order, Can not be done. In certain cases, multitasking and parallel processing may be advantageous. Also, the separation of the various system components of the above-described embodiments should not be understood as requiring such separation in all embodiments, and the described program components and systems will generally be integrated together into a single software product or packaged into multiple software products It should be understood that

As such, the present specification is not intended to limit the invention to the specific terminology presented. Thus, while the present invention has been described in detail with reference to the above examples, those skilled in the art will be able to make adaptations, modifications, and variations on these examples without departing from the scope of the present invention. The scope of the present invention is defined by the appended claims rather than the detailed description and all changes or modifications derived from the meaning and scope of the claims and their equivalents are to be construed as being included within the scope of the present invention do.

100: clutch system 110: DCT (Dual Clutch Transmission)
120: engine 130: engine control device
140: clutch control device 141: torque input portion
142: torque management unit 1421:
1422: confirmation unit 1423: prediction unit
1424: Correction section 133: Clutch management section

Claims (17)

A torque input portion receiving an engine torque from the engine control device; And
And a torque management unit for correcting the engine torque based on the engine torque offset predicted while the clutch and the engine are released,
And a clutch control device for controlling the clutch. The method according to claim 1,
The torque management unit,
A calculating section for calculating the engine torque based on the clutch torque and the engine speed change rate determined for the current operation of the clutch with the clutch and the engine released;
A confirmation unit for confirming whether or not the engine torque is calculated in a stabilized state;
A predictor for predicting the engine torque offset using the engine torque and the engine torque according to the result of the check; And
And a correction section for calculating a new engine torque through correction of the engine torque using the engine torque offset for the next operation of the clutch. 3. The method of claim 2,
The calculating unit calculates,
And calculates the engine torque at a second value corresponding to the engine speed change rate while the clutch torque is at a first value while the clutch and the engine are released. The method of claim 3,
The checking unit,
And when at least one characteristic signal associated with the clutch and the engine satisfies the stabilization reference condition for a predetermined time, the control unit determines that the engine torque is calculated in the stabilization state. 5. The method of claim 4,
The predicting unit,
And predicts the engine torque offset to a third value corresponding to a difference between the engine torque and the engine torque when the engine torque is calculated in the stabilized state. 6. The method of claim 5,
The predicting unit,
And maintains the engine torque offset at the third value until the next clutch curve learning is performed when the engine torque offset is estimated through the latest clutch curve learning. The method according to claim 6,
Wherein,
And calculates the new engine torque at a fourth value corresponding to a difference between the engine torque and the engine torque offset. 8. The method of claim 7,
Further comprising a clutch management section for calculating a clutch torque for a next operation of the clutch based on the new engine torque. Receiving an engine torque from an engine control device; And
Correcting the engine torque based on a predicted engine torque offset with the clutch and the engine being released
And a clutch control device for controlling the clutch. 10. The method of claim 9,
Wherein the step of correcting the engine torque comprises:
Calculating an engine engine torque based on the clutch torque and the engine speed change rate determined for the current operation of the clutch with the clutch and the engine released;
Confirming whether the engine torque is calculated in a stabilized state;
Estimating the engine torque offset using the engine torque and the engine engine torque according to the result of the check; And
And calculating a new engine torque by correcting the engine torque using the engine torque offset for the next operation of the clutch. 11. The method of claim 10,
Wherein the step of calculating the engine torque includes:
And calculating the engine torque at a second value corresponding to the engine speed change rate while the clutch torque is a first value while the clutch and the engine are released. . 12. The method of claim 11,
Wherein the verifying step comprises:
Comparing the stabilization reference condition with at least one characteristic signal associated with the clutch and the engine; And
And determining that the engine torque is calculated in the safing state if the comparison result satisfies the stabilization reference condition. 13. The method of claim 12,
Wherein the step of predicting the engine torque offset comprises:
And estimating the engine torque offset to a third value corresponding to a difference between the engine torque and the engine torque when the engine torque is calculated in the stabilized state. Way. 14. The method of claim 13,
Wherein the step of predicting the engine torque offset comprises:
Further comprising maintaining the engine torque offset at the third value until the next clutch curve learning is performed when the engine torque offset is predicted through the latest clutch curve learning. 15. The method of claim 14,
The step of calculating the new engine torque includes:
And the new engine torque is calculated to a fourth value corresponding to the difference between the engine torque and the engine torque offset. 16. The method of claim 15,
And calculating clutch torque for the next operation of the clutch based on the new engine torque. 17. A computer program stored on a medium for executing each step of the method of any one of claims 9 to 16.

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