Abstract: A method of estimating transmission torque of a dry clutch, may include a) slowly releasing a dry clutch until a slip of the dry clutch occurs, b) acquiring and storing stroke of an actuator and torque of an engine at a starting time point at which the slip of the dry clutch occurs at step a), and c) determining the stroke of the actuator and the transmission torque of the dry clutch at the starting time point at which the slip of the dry clutch occurs, by using the stroke of the actuator and the torque of the engine stored at step b).

Abstract: A method of estimating transmission torque of a vehicle dry clutch may suitably estimate a variation in the characteristics of transmission torque relative to the actuator stroke of a dry clutch even during the driving of a vehicle, so that the dry clutch is more suitably controlled. In the method of estimating transmission torque of a dry clutch, a clutch is released so that a slip of the clutch occurs. If the slip of the clutch has occurred, the slip of the clutch is uniformly maintained. If the slip of the clutch is uniformly maintained, a relationship between a stroke of an actuator of the clutch and transmission torque of the clutch is determined from a relationship between the stroke of the actuator and torque of an engine in the uniformly maintained slip state.

Abstract: A method of searching for the touch point of a clutch includes a gear release determination step of determining whether the gear of a non-drive shaft has been released after a change of speed, a clutch operation step of, if the gear has been released, engaging a clutch connected to the non-drive shaft up to a current touch point, and a learning step of determining and learning the propriety of the current touch point depending on changes in the speed of the non-drive shaft after the clutch operation step.

Abstract: A method of controlling a DCT (double clutch transmission) of a vehicle to conduct a series of downshifting operations from a preceding gear to a subsequent gear via a current gear in response to deceleration of the vehicle may include slip-controlling, continuously, a clutch which has been in an engaged state in the preceding gear, at least until a shift gear of the subsequent gear is engaged, wherein the slip-controlling includes maintaining the engaged state of the clutch with the current gear.

Abstract: A method of controlling a double clutch transmission of a vehicle to conduct a series of downshifting operations from a preceding gear to a subsequent gear via a current gear in response to deceleration of the vehicle, may include maintaining a clutch which has been in an engaged state at the preceding gear, in the engaged state until after an order to shift to the subsequent gear may be generated, when shifting from the preceding gear to the current gear, releasing the clutch after the order to shift to the subsequent gear may be generated, and engaging a shift gear of the subsequent gear after the releasing of the clutch.

Abstract: A method and system for controlling anti-jerk of a hybrid vehicle reduce shift vibration and shock by reverse phase controlling a drive motor during gear-shifting of a hybrid vehicle without a torque converter. The method includes determining whether a gear-shifting command is outputted from a transmission control unit of the hybrid vehicle; when it is determined that the gear-shifting command is outputted, confirming a gear-shifting range divided into at least three phases in accordance with the gear-shifting command; determining whether the corresponding divided gear-shifting range is an anti-jerk allowed gear-shifting range; and when it is determined that the corresponding gear-shifting range is the anti-jerk allowed gear-shifting range, reverse phase controlling a drive motor of the hybrid vehicle by a predetermined value in order to reduce or attenuate vibration and shock generated in the corresponding gear-shifting range.

Abstract: A method of searching for the touch point of a clutch includes a gear release determination step of determining whether the gear of a non-drive shaft has been released after a change of speed, a clutch operation step of, if the gear has been released, engaging a clutch connected to the non-drive shaft up to a current touch point, and a learning step of determining and learning the propriety of the current touch point depending on changes in the speed of the non-drive shaft after the clutch operation step.

Abstract: A method of searching for a touch point of a clutch may include a reference measurement step of measuring angular acceleration of an input shaft while a gear of a non-drive shaft may be being engaged and disengaged, a clutch operation step of engaging the gear disengaged at the reference measurement step and manipulating a clutch of the input shaft to a currently stored touch point, a target measurement step of measuring angular acceleration of the input shaft while disengaging an engaged gear in a state of maintaining the clutch operated at the clutch operation step, and a learning step of learning and updating the touch point by comparing the angular acceleration of the input shaft measured at the target measurement step with the angular acceleration measured at the reference measurement step.

Abstract: A method controls a clutch for vehicles. In a vehicle provided with a transmission such as a DCT or AMT which uses a dry clutch as a launch clutch, the clutch is controlled such that clutch control torque can smoothly vary when a driver manipulates an accelerator pedal during creep driving under a control logic so that the controlling of the clutch is converted into launch control, thus preventing the vehicle from jerking and improving the ride comfort of the vehicle, thereby enhancing the merchantability of the vehicle.

Abstract: A double clutch powertrain for a vehicle makes smooth starting of the vehicle and smooth gear shifting possible despite using a dry type double clutch and makes regenerative braking and power generation possible when the vehicle decelerates, thus improving the driving characteristics of the vehicle, and enhancing the fuel efficiency of the vehicle.

Abstract: A method of estimating transmission torque of a vehicle dry clutch may suitably estimate a variation in the characteristics of transmission torque relative to the actuator stroke of a dry clutch even during the driving of a vehicle, so that the dry clutch is more suitably controlled. In the method of estimating transmission torque of a dry clutch, a clutch is released so that a slip of the clutch occurs. If the slip of the clutch has occurred, the slip of the clutch is uniformly maintained. If the slip of the clutch is uniformly maintained, a relationship between a stroke of an actuator of the clutch and transmission torque of the clutch is determined from a relationship between the stroke of the actuator and torque of an engine in the uniformly maintained slip state.

Abstract: Slipping of a clutch can be minimized with a method of controlling the clutch different, depending on the current traveling status of the vehicle, when reaccelerating the vehicle with both clutches open before stopping the vehicle with a dual clutch transmission (DCT). The method can improve the sense of shifting by optimizing the inclination of an engine speed.

Abstract: A method of estimating transmission torque of a dry clutch, may include a) slowly releasing a dry clutch until a slip of the dry clutch occurs, b) acquiring and storing stroke of an actuator and torque of an engine at a starting time point at which the slip of the dry clutch occurs at step a), and c) determining the stroke of the actuator and the transmission torque of the dry clutch at the starting time point at which the slip of the dry clutch occurs, by using the stroke of the actuator and the torque of the engine stored at step b).

Abstract: A method for controlling synchronization of an automated manual transmission includes: a step of dividing synchronization section that divides the entire synchronization section where synchronization is performed into a plurality of synchronization sections in accordance with the speed of the synchronization; a step of setting the rate of change of a target number of revolutions that sets the rate of change of a target number of revolutions of an input shaft in accordance with the speed of the synchronization; and a step of synchronization that performs feedback control such that the rate of change of the number of revolutions of the input shaft is synchronized while following the rate of change of a target number of revolutions.

Abstract: A method of controlling a transmission of a vehicle with a DCT or AMT in which a reference center point of an actuator for gear shifting with respect to a shift direction can always be maintained at a correct position. Therefore, despite different kinds of electrical disturbances or mechanical vibration or deformation which may be caused when the vehicle is running, reliable gear shifting manipulation ability can always be secured, thus enhancing the merchantability of the vehicle.

Abstract: A method controls a clutch for vehicles. In a vehicle provided with a transmission such as a DCT or AMT which uses a dry clutch as a launch clutch, the clutch is controlled such that clutch control torque can smoothly vary when a driver manipulates an accelerator pedal during creep driving under a control logic so that the controlling of the clutch is converted into launch control, thus preventing the vehicle from jerking and improving the ride comfort of the vehicle, thereby enhancing the merchantability of the vehicle.

Abstract: A shift control method includes: a step for confirming whether a high rank shift order is made during a take up control; a step for determining whether a difference between rotation number of an input shaft and the rotation number of the engine is within a predetermined reference rotation number when a high rank shift order has been made as a result of the shift order confirming step; and a step for ending the take up control and converting it into a shift control when the difference between rotation numbers of the input shaft and the engine has been within a predetermined reference rotation number as a result of the slip determining step. Even when a high rank shift order is made, the reduction of the shift replying property and shift feeling can be minimized to improve riding feeling and durability of the first and second clutches.

Abstract: A method of controlling a transmission of a vehicle with a DCT or AMT in which a reference center point of an actuator for gear shifting with respect to a shift direction can always be maintained at a correct position. Therefore, despite different kinds of electrical disturbances or mechanical vibration or deformation which may be caused when the vehicle is running, reliable gear shifting manipulation ability can always be secured, thus enhancing the merchantability of the vehicle.

Abstract: A multipurpose case having an inlet opening element and ejecting, retracting and protecting a core part without using a conventional cap. The case can use core parts having different sizes and usages in addition to specified core parts. The case can be produced at low cost and can easily eject or retract the core part by rotating or pulling the lower cap. The case includes an upper cap; a lower cap having an opening at an end and receiving a lower portion of the upper cap; an inlet opening element mounted to the lower cap and opening and closing the inlet part of the upper cap; a rotary actuator received in the lower cap; and a core part received in the rotary actuator so as to be ejected outside the upper cap along a spiral groove of the rotary actuator when the actuator is rotated by the lower cap.

Abstract: A method of controlling a double clutch transmission of a vehicle to conduct a series of downshifting operations from a preceding gear to a subsequent gear via a current gear in response to deceleration of the vehicle, may include maintaining a clutch which has been in an engaged state at the preceding gear, in the engaged state until after an order to shift to the subsequent gear may be generated, when shifting from the preceding gear to the current gear, releasing the clutch after the order to shift to the subsequent gear may be generated, and engaging a shift gear of the subsequent gear after the releasing of the clutch.