초록 ▼

The hydraulic control system includes a driving condition detection unit, a transmission control unit, and a driving unit. The driving condition detection unit detects driving conditions of a vehicle. The transmission control unit performs variable line pressure control using a minimum line pressure

The hydraulic control system includes a driving condition detection unit, a transmission control unit, and a driving unit. The driving condition detection unit detects driving conditions of a vehicle. The transmission control unit performs variable line pressure control using a minimum line pressure and a line-pressure-decreasing gradient calculated based on driving condition data detected by the driving condition detection unit when the driving conditions satisfy variable line pressure control entrance conditions. The driving unit adjusts a duty ratio of line pressure applied to friction elements according to a line pressure control signal generated by the transmission control unit.

대표청구항 ▼

1. A hydraulic control system for an automotive automatic transmission, comprising:a driving condition detection unit for detecting driving conditions of a vehicle;a transmission control unit for performing variable line pressure control using a minimum line pressure and a line-pressure-decreasing g

1. A hydraulic control system for an automotive automatic transmission, comprising:a driving condition detection unit for detecting driving conditions of a vehicle;a transmission control unit for performing variable line pressure control using a minimum line pressure and a line-pressure-decreasing gradient, the line pressure control being calculated on a basis of an engine brake torque and a torque converter torque ratio wherein the engine brake torque is determined on a basis of engine torque loss and wherein a minimum line pressure duty is determined based on the calculated required line pressure and a preset minimum line pressure when variable line pressure control entrance conditions exist; anda driving unit adjusting a duty ratio of line pressure applied to friction elements based on a line pressure control signal generated by the transmission control unit. 2. The hydraulic control system of claim 1, wherein the driving condition detection unit comprises:an engine rpm sensor for detecting engine rpm of the vehicle;a throttle-opening sensor for detecting a throttle opening degree;a turbine rpm sensor for detecting turbine rpm of a torque converter of the vehicle;a driving shaft rpm sensor for detecting rpm of a driving shaft of the vehicle;a hydraulic fluid temperature sensor for detecting hydraulic fluid temperature of the automatic transmission;an atmospheric pressure sensor for detecting atmospheric pressure of an area where the vehicle is running; andan inhibit-on switch for detecting a position of a shift lever. 3. The hydraulic control system of claim 1, wherein the transmission control unit calculates a compensation value for variable line pressure control duty according to the throttle opening degree. 4. The hydraulic control system of claim 1, wherein the transmission control unit controls such that a variable line pressure control duty increases according to the change of the throttle opening degree and then is eliminated when engine power is normalized. 5. The hydraulic control system of claim 1, wherein the automatic transmission control unit calculates a line pressure control compensation value and hydraulic characteristics according to a hydraulic fluid temperature and engine rpm, and applies the line pressure control compensation value and hydraulic character to a variable line pressure control duty. 6. The hydraulic control system of claim 1 wherein the transmission control unit calculates a compensation value for a clutch friction coefficient according to a deviation and durability of the transmission and reflects the compensation value to a variable line pressure control duty. 7. The hydraulic control system of claim 1, wherein the transmission control unit learns a minimum required line pressure by detecting an in-gear slip. 8. The hydraulic control system of claim 1, wherein the transmission control unit sets a delay time for increasing a shift begin line pressure to 100% for control stability. 9. The hydraulic control system of claim 1, wherein the transmission control unit sets a minimum delay time by estimating a line pressure at a shift begin point without a hydraulic pressure sensor and a time taken for the line pressure reach to 100%. 10. The hydraulic control system of claim 1, wherein the transmission control unit sets a minimum shift delay time in a slow kick-down. 11. The hydraulic control system of claim 1, wherein the transmission control unit sets a minimum shift delay time during lift-foot-up. 12. A hydraulic control method comprising:determining whether or not driving conditions detected in a non-variable line pressure control mode satisfy variable line pressure control entrance conditions;determining whether or not gears are in an in-gear state by calculating a gear ratio using an engine rpm and turbine rpm when the driving conditions satisfy the variable line pressure control entrance conditions;entering a variable line pressure control mode in an in-gear state, and performing the vari able line pressure control by calculating a minimum line pressure and variable line pressure gradient wherein the variable line pressure control is calculated based at least in part on an engine brake torque and a torque converter torque ratio, wherein the engine brake torque is determined on a basis of engine torque loss, and wherein a minimum line pressure duty is determined based on the calculated required line pressure and a preset minimum line pressure;determining whether or not a present line pressure is less than the calculated minimum line pressure;performing a normal line pressure control when the present line pressure is less than the minimum line pressure and then determining whether a gear shift starts or a damper clutch is in a direct coupled state;performing a gear shift to a target gear ratio after a predetermined time from a point when a line pressure control duty reaches 100% if it is determined that the gear shift starts or the damper clutch is in the direct coupled state in normal line pressure control; andperforming variable line pressure control according to the driving conditions by entering the variable line pressure control mode for determining another shift begin point after delaying for a predetermined time if the gear shift to the target gear ratio is completed. 13. The hydraulic control method of claim 12, wherein the variable line pressure control mode entrance conditions include:a present hydraulic fluid temperature is between a preset lowest limit minimum value and lowest limit maximum value;a (Controller Area Network) CAN communication line providing an interface for various control data and detection signals is not broken down;an inhibit-on switch, hydraulic sensor, and line pressure solenoid valve are normal;a present detected atmospheric pressure value is less than a threshold atmospheric pressure value for determining whether or not a vehicle is running at a high altitude;a shift lever is positioned at one the D, 4, 3, and 2 ranges, or 2, 3, 4, and 5 ranges in sports mode;a throttle opening degree (TPS) is less than a preset threshold opening degree with a compensation value added thereto;an engine rpm is less than a threshold engine rpm; andengine rpm detection and turbine rpm detection are performed normally. 14. The hydraulic control method of claim 12, wherein when driving condition data do not satisfy the variable line pressure control mode entrance conditions, a line pressure control mode returns to a non-variable line pressure control mode. 15. The hydraulic control method of claim 12, wherein a line pressure control mode returns to a non-variable line pressure control mode if an in-gear state is not detected. 16. The hydraulic control method of claim 12, wherein the in-gear state is a state where certain gears are engaged for a predetermined gear ratio according to driving conditions. 17. The hydraulic control method of claim 12, wherein the variable line pressure control is performed in such a way that if it is the first in-gear state after reset of a battery, the transmission control unit decreases the line pressure from 100% by a gradient per cycle and stores count values in respective learning areas. 18. The hydraulic control method of claim 12, wherein in a case of performing variable line press control according to respective learning areas, the variable line pressure control is not performed at 100% of line pressure but at the point (A+((Dvfs)min)) where the line pressure is increased by as much as a predetermined percentage at the minimum required line pressure duty. 19. The hydraulic control method of claim 12, wherein minimum line pressure calculation includes:detecting an engine brake torque (TB);detecting a turbine torque (TT);detecting a required line pressure (PL);detecting a standard value (D_BASE) of the required line pressure from a standard duty of the line pressure; andcalculating the minimum line pressure by adding various compensating coefficients to the standard value (D_BASE) of the required line pressure. 20. The hydraulic control method of claim 12, wherein if an in-gear slip is detected while the variable line pressure control controls to the minimum line pressure, a new minimum line pressure is learned according to the driving conditions and vehicle's durability, and then the minimum line pressure is reflected to the variable line pressure control. 21. The hydraulic control method of claim 12, wherein if another gear shift begins or a damper clutch is in a direct coupled state, the line pressure duty increases to 100%, and then the gear shift to the target gear ratio is performed after a predetermined time delay. 22. The hydraulic control method of claim 12, wherein if a throttle opening degree is charged in the variable line pressure control, the line pressure is compensated according to the change of the throttle opening degree. 23. The hydraulic control method of claim 12, wherein if an in-gear slip is detected in a normal line pressure control procedure, a minimum line pressure is learned according to the driving conditions and vehicle's durability and applied for the line pressure control. 24. The hydraulic control method of claim 12, wherein the delay time is set, in a map table, based on the line pressure at a shift begin point in a power-on up-shift condition, based on the line pressure at a point prior to a predetermined period from the shift begin point in a power-off up-shift condition, based on a value obtained by subtracting a slow kick-down compensation value (Tsk) from a map value (Tdo) set at a point prior to a predetermined period from the shift begin point at a power-on down-shift condition, and based on the line pressure at the shift begin point in the power-off down-shift condition. 25. The hydraulic control method of claim 19, wherein the engine brake torque (TB) is calculated using a maximum engine torque (TQ_STND), a compensation vale (TOI_hex) obtained based on the driving conditions such as an intake air amount, temperature of the intake air, fuel injection amount, ignition point, and the like, and a torque loss caused by engine friction, according to the following equation: TB=TQ — STND *( TQI _hex− TQFR _hex)/255/9.8. 26. The hydraulic control method of claim 19, wherein the turbine torque (TT) is calculated using a torque ratio (tr) of a torque converter obtained according to a ratio (Nt/Ne) of an engine rpm (Ne) and turbine rpm (Nt) in a map (TTRQRTP) of a ratio of the engine torque and torque converter torque, according to the following equation: TT=TB*tr. 27. The hydraulic control method of claim 19, wherein, in the 4 range automatic transmission, the required line pressure (PL) in the state where the damper clutch (D/C) is directly coupled is calculated as in the following equation: PL =turbine torque coefficient ( XVF — PTDC )×safe factor ( XVF — SF )×turbine torque ( TT );it is calculated as in the following equation 14 when the damper clutch (D/C) is not in the direct coupled state: PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB; and in a 5 range automatic transmission, the required line pressure (PL) in the direct coupled state of the damper clutch (D/C) is calculated as in the following equations: PL=XVF — PTDCA×XVF — SF×TT+XVF — OFB PL=XVF — PTDCA×XVF — SF×TT+XVF — OFB 5 th gear− PL=XVF — PTDCA×XVF — SF×TT+XVF — OFB; when the damper clutch (D/C) is in the direct coupled state at any of the 1 and 3 range, the required line pressure (PL) is calculated as in the following equati on: PL=XVF — PTDC×XVF — SF×TT; and at the normal ranges where the damper clutch (D/C) is not in the direct coupled state, the required line pressure (PL) is calculated as in the following equation: PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB PL=XVF — PTA×XVF — SF×TT+XVF — OFB; wherein when the required line pressure (PL) is less than the preset minimum line pressure (3.2(XVF PLMIN)), the required line pressure (PL) is set equal to the minimum line pressure (3.2(XVF PLMIN)), XVF_PTA is a turbine torque coefficient for calculating the required line pressure (PL) at the corresponding range, XVF_SF is a safety factor which is about 1.2, TT is a turbine torque, and XVF_OFB is an offset value for calculating the required line pressure (PL) at the corresponding range. 28. The hydraulic control method of claim 19, wherein minimum line pressure ((Dvfs)min) is calculated as in the following equation: Dvfs )min=( D — BASE+D _L)× C — TEMP×C — NE+D — TH, where D_L is a learned value of the line pressure duty, C_TEMP is a hydraulic fluid temperature compensation value, C_NE is an engine rpm compensation value, and D_TH is a throttle-opening compensation value. 29. The hydraulic control method of claim 20, wherein the in-gear slip is determined: when the value obtained by subtracting the turbine rpm (Nt) from the engine rpm (Ne) is greater than a predetermined first threshold rpm, or an absolute value obtained by subtracting the present turbine rpm (Nti) from the previous turbine rpm (Nt) is greater than a predetermined second threshold rpm, while the damper clutch is in direct coupled state; or when the absolute value obtained by subtracting the present turbine rpm (Nti) from the previous turbine rpm (Nt) is greater than a third threshold rpm, while the damper clutch is not completely coupled. 30. The hydraulic control method of claim 23, wherein the in-gear slip is determined: when the value obtained by subtracting the turbine rpm (Nt) from the engine rpm (Ne) is greater than a predetermined first threshold rpm, or an absolute value obtained by subtracting the present turbine rpm (Nti) from the previous turbine rpm (Nt) is greater than a predetermined second threshold rpm, while the damper clutch is in direct coupled state; or when the absolute value obtained by subtracting the present turbine rpm (Nti) from the previous turbine rpm (Nt) is greater than a third threshold rpm, while the damper clutch is not completely coupled. 31. The hydraulic control method of claim 24, wherein the slow kick-down compensation value is calculated as in the following equation: Tsk =sumΔ D — VFS×Csk where sumΔD_VFS is a rate of change of the line pressure control duty value (D_VFS) between a point prior to a predetermined period from the SD and the SD, sumΔD_VFS can be expressed as in the following: D — VFS =(Δ D — VFS ( i−x )+Δ( D — VFS ( i−x )+ . . . +Δ( D — VFS ( i −2)+Δ( D — VFS ( i −1))where x is the slow kick-down compensation value, Csk is a compensation measurement which is expressed in unit of ms/%, and ΔD_VFS(j)=D_VFS(i−x)−D_VFS(j), D_VFD(i−x) is the line pressure control duty value (D_VFS) at the point prior to a certain period from the SD and expressed in the unit of %. 32. The hydraulic control method of claim 28, wherein the throttle-opening compensation value (D_TH) is calculated as in the following equation: D — TH =sum( Dth ( i−x )+ Dth ( i& #x2212;x +1)+ Dth ( i−x +2)+ . . . + Dth ( i −2)+ Dth ( i −1))where Dth(i)=(dVth/dt(i)) * Cth is expressed in unit of %, dVth/dt(i) is a change rate of TPS (V/s)(calculated per cycle); however, in case of dVth/dt(i)≦0, dVth/dt(i) is set to 0, Cth is compensation factor (%/V/s), x is a compensation time (XVF_THLDTH(ms)/16 ms) according to the change of the throttle opening degree.