The present invention relates to a vehicle auxiliary steering device comprising a double acting clutch, the device replacing a conventional motor driven power steering (MDPS) system and, more specifically, to a vehicle auxiliary steering device comprising a double acting clutch, the device transmitting power, which is generated from a power generation device rotating in one direction, through the double acting clutch to a handle shaft coupled to a steering wheel and a wheel shaft, so as to assist the direction changing ability of a vehicle, thereby having excellent safety and excellent steerability, which is transmitted to a driver, and operability (handling) of the steering wheel.

A clutch control method for a hybrid vehicle with a DCT of the present invention is provided. The method includes checking whether a current shift range is a D-range and determining a gradient of a current driving road and driver's vehicle stop requirement. In response to determining that the current shift range is the D-range, the gradient of the road is not a gradient that requires uphill driving, and there is driver's vehicle stop requirement, a controller reduces an operation current supplied to a clutch actuator of a clutch for transmitting power to a first gear to a regulation current. The regulation current is set based on an operation of the vehicle by the driver when the vehicle is restarted after the current reduction.

A clutch torque estimating method for a transmission of a vehicle may include inputting model engine torque to a powertrain model by a controller; inputting target clutch torque of a first clutch and target clutch torque of a second clutch to the powertrain model by the controller; inputting shifting information related to the vehicle to the powertrain model by the controller; correcting the powertrain model in real time by feeding back an engine angular velocity error, a clutch angular velocity error of the first clutch, a clutch angular velocity error of the second clutch, a wheel angular velocity error to the powertrain model by the controller; and estimating clutch torque of the first clutch and clutch torque of the second clutch by determining the powertrain model by the controller.

Methods and systems are provided for entering into a parked state in a hybrid electric vehicle that includes a dual clutch transmission. In one example, a driveline operating method comprises in response to a first condition, engaging a first gear and engaging a second gear of a dual clutch transmission in response to a request to enter a vehicle park state where an output of a transmission is held from rotating, and in response to a second condition, engaging a third gear and engaging a fourth gear of a dual clutch transmission in response to a request to enter a vehicle park state. In this way, a park state may be entered into without the use of a park pawl, which may reduce costs associated with the vehicle and which may prevent issues associated with degradation of the park pawl.

An oil pump control method for a DCT may include estimating line pressure, using a pressure-up model formed from a relationship between an oil pump driving current and a hydraulic pressure; stopping the oil pump when the line pressure estimated from the pressure-up model is equal to or higher than a predetermined upper limit hydraulic pressure; estimating a dropping line pressure from a first pressure-down model for a predetermined first reference time after stopping the oil pump on the basis of the line pressure estimated when the oil pump is stopped as an initial value; forming a second pressure-down model by opening a solenoid valve supplying hydraulic pressure to a non-drive side clutch, and estimating a line pressure from the second pressure-down model, and returning to the pressure-up step when the line pressure reaches predetermined lower limit hydraulic pressure or less.

An oil pressure control device applied to an oil pressure device includes a calculation unit that estimates a delay of an actual oil pressure actually supplied from an oil pressure circuit to an friction engagement element of the oil pressure device with respect to an instruction pressure that instructs an oil pressure to be supplied from the oil pressure circuit to the friction engagement element, and calculates an estimated actual oil pressure obtained by taking the estimated delay of the actual oil pressure into consideration, a determination unit that determines whether a slip amount that occurs in the friction engagement element in an intermediate state between an engagement state and a disengagement state reaches a predetermined reference slip amount, and a setting unit that sets the estimated actual oil pressure as the instruction pressure when the determination unit determines that the slip amount reaches the reference slip amount.

A control device of an automatic transmission controls an automatic transmission 1 comprising a transmission mechanism 3 including a plurality of engagement elements, and a hydraulic oil supply device 4 supplying hydraulic oil to the transmission mechanism The control device of the automatic transmission comprises an engagement element control part 41 configured to use the hydraulic oil supply device to make the plurality of engagement elements change between an engaged state and a disengaged state; and a deceleration degree calculating part 42 configured to calculate a target deceleration degree of a vehicle in which the automatic transmission is provided. The engagement element control part is configured to make the engagement element in the disengaged state engage so that the vehicle decelerates if the target deceleration degree is equal to or more than a predetermined value when an increase in temperature of hydraulic oil in the automatic transmission is demanded.

An oil pump control method for a DCT may include estimating line pressure, using a pressure-up model formed from a relationship between an oil pump driving current and a hydraulic pressure; stopping the oil pump when the line pressure estimated from the pressure-up model is equal to or higher than a predetermined upper limit hydraulic pressure; estimating a dropping line pressure from a first pressure-down model for a predetermined first reference time after stopping the oil pump on the basis of the line pressure estimated when the oil pump is stopped as an initial value; forming a second pressure-down model by opening a solenoid valve supplying hydraulic pressure to a non-drive side clutch, and estimating a line pressure from the second pressure-down model, and returning to the pressure-up step when the line pressure reaches predetermined lower limit hydraulic pressure or less.

Methods and systems are provided for controlling clutch capacity in a hybrid electric vehicle. In one example, a method includes adjusting values of a transfer function of a clutch of a dual clutch transmission in response to an operating condition of an engine and/or operating condition of an integrated starter/generator coupled to the engine while a vehicle is propelled via an electric machine coupled to the dual clutch transmission, and maintaining a driver demand wheel torque at vehicle wheels via adjusting torque of the electric machine in response to the operating condition of the engine and/or operating condition of the integrated starter generator. In this way the method may apply pressure to one of the clutches where engine speed is independently controlled to maintain positive or negative slip, thus enabling adaptation of positive and negative clutch transfer functions, which may improve driveline operation and shift quality.

A clutch control method of the vehicle provided with the double clutch transmission may include determining, by the controller, whether a vehicle is travelling at the lowest shifting stage or the highest shifting stage and the pre-engagement of a proximate shifting stage is completed or not; storing a learned driveshaft clutch torque and a current clutch temperature and initiating a timer when it is determined that the learned driveshaft clutch torque is considered reliable by the controller learning the driveshaft clutch torque; determining, by the controller, a plurality of conditions including the passage of time to determine whether a touch point learning of the non-driveshaft clutch is necessary or not; and disengaging, by the controller, the proximate shifting stage of the non-driveshaft to neutral when it is determined that the touch point learning is necessary and performing the touch point learning of non-driveshaft.