KR20220147188A - Hydraulic Calibration Methods and Devices for Automatic Transmission - Google Patents

Abstract

Disclosed are a hydraulic pressure calibration method and device for an automatic transmission. According to the present invention, the hydraulic pressure calibration method for an automatic transmission comprises: a step of determining whether to start shifting from a difference between an engine RPM and a turbine RPM; a step of determining a corresponding hydraulic pressure compensation value from a hydraulic pressure compensation map in accordance with a vehicle's condition when determining the start of shifting; a step of storing the determined hydraulic pressure compensation value as a learning value along with a throttle opening rate and oil temperature information at the start of shifting; a step of comparing the learning value learned in the way with a new hydraulic pressure compensation value newly calculated at a current shifting point to determine whether there is an abnormality in engine torque; a step of using the learning value and new hydraulic pressure compensation value information to determine a torque compensation value when the engine torque abnormality is determined; a step of applying the determined torque compensation value to the current engine torque value to extract a basic hydraulic pressure; and a step of adding the new hydraulic pressure compensation value to the extracted basic hydraulic pressure to determine the final target hydraulic pressure for shifting to a target stage. Accordingly, the hydraulic pressure calibration method can solve the problem found with the related art in which a hydraulic pressure correction range greatly deviates from a proper correction range due to an engine torque value abnormality.

Description

Hydraulic Calibration Methods and Devices for Automatic Transmission

The present invention relates to a method and apparatus for correcting hydraulic pressure of an automatic transmission, and in particular, an automatic transmission for determining whether there is a problem in an engine torque signal, and correcting the engine torque value itself when there is a problem to determine a final target hydraulic pressure for a target gear shift It relates to a hydraulic correction method and apparatus of

In general, an automatic transmission is a mechanical device that automatically obtains an optimal conversion according to the driving speed and the vehicle's driving speed, and a shift control unit ( Under the control of the TCU), the shift solenoid and the clutch are operated to shift the gear stage.

A shift control unit (TCU) for controlling an automatic transmission receives information about a vehicle state from an engine control unit (ECU), and outputs a control command for controlling the shift solenoid and clutch for shifting based on the received information . Also, it requests the engine control unit to change the output according to the gear shift timing according to the operation of the shift solenoid and the clutch.

For example, when the driver operates an accelerator pedal to accelerate the vehicle, the shift control unit requests the engine control unit to reduce engine torque for smooth shift operation of upshift or downshift. Then, after the engine torque reduction request, an engine torque increase request is output to the engine control unit in order to synchronize the rotation speed of the input shaft of the automatic transmission and the rotation speed of the engine output shaft.

The shift control unit also uses a shift map (shift pattern) set from the relationship between the pedal amount of the accelerator pedal and the transmission output speed, that is, the vehicle speed, and an optimal shift stage suitable for the opening rate of the throttle valve and the vehicle running speed. find out Then, the shift stage is set as the target shift stage, the target hydraulic pressure (solenoid duty value) for shifting to the target shift stage is determined, and the shift solenoid is controlled based on this.

Here, the target hydraulic pressure is determined as a value obtained by adding a hydraulic pressure compensation value (compensation hydraulic pressure) to a basic hydraulic pressure value (Base hydraulic pressure). The hydraulic compensation value is a hydraulic pressure value determined through a compensation map with factors such as the temperature of the transmission oil, which is the working fluid, the throttle opening rate (%), the coolant temperature, and the load. The engine torque value transmitted through the signal is used as a factor.

That is, the shift control unit calculates the basic hydraulic pressure value by using the engine torque value transmitted from the engine control unit (ECU) through the CAN signal for calculation, and adds the hydraulic pressure compensation value determined in the compensation map to this to derive the final target hydraulic pressure. do. As such, the engine torque value is used for calculation to derive the target hydraulic pressure for shifting from the automatic transmission to the target gear stage.

Therefore, if there is a problem in the engine torque value transmitted through the CAN signal itself, there is a problem in calculating the basic hydraulic pressure value, making it difficult to derive an accurate target hydraulic pressure. In other words, if there is a problem with the engine torque value, which is an important factor in deriving the target hydraulic pressure, an inaccurate hydraulic pressure value outside the appropriate hydraulic pressure range is derived, and as a result, shifting performance deteriorates such as shift shock and excessive slip of friction elements. there is

Korean Patent Publication No. 10-2005-0042670 (published on May 10, 2005)

The technical problem to be solved by the present invention is to determine whether an engine torque value used for deriving a basic oil pressure when deriving a final target oil pressure is abnormal, and correcting the corresponding torque value itself when there is a problem with the engine torque value. An object of the present invention is to provide a hydraulic pressure correction method and apparatus for an automatic transmission capable of solving the problems of the prior art in which the hydraulic pressure correction range greatly deviates from the appropriate correction range or an inaccurate hydraulic pressure value is derived more than the value.

According to one aspect of the present invention as a means of solving the problem,

(a) determining whether to start shifting from the difference between the engine RPM and the turbine RPM;

(b) determining a corresponding hydraulic pressure compensation value from the hydraulic pressure compensation map according to the vehicle state when the shift start is determined, and storing the determined hydraulic pressure compensation value as a learning value together with the throttle opening rate and oil temperature information at the shift start time;

(c) determining whether the engine torque is abnormal by comparing the learning value learned in step (b) with a new hydraulic pressure compensation value newly calculated at the current shift time; and

(d) determining a torque compensation value by using the learning value and new hydraulic pressure compensation value information when determining engine torque abnormality;

(e) applying the torque compensation value to the current engine torque value to derive a basic hydraulic pressure, and adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure to determine a final target hydraulic pressure for a target gear shift; It provides a method for correcting hydraulic pressure of an automatic transmission, characterized in that.

Preferably, in the step (a), if the difference between the engine RPM and the turbine RPM (engine RPM - turbine RPM) is greater than or equal to a set value, it may be determined as shift start.

And in step (b), the difference (ΔT = T1) between the actual shift start time (T1) and the theoretical shift start time (T2) at which the difference between the engine RPM and the turbine RPM (engine RPM - turbine RPM) is equal to or greater than the set value. - T2), the throttle opening rate at the actual shift start time, and the oil pressure compensation map that stores the hydraulic pressure compensation values as different values depending on the oil temperature It can be read and determined by the hydraulic compensation value.

Also, in step (c), a new hydraulic pressure compensation value is determined in the same manner as in the learning value determination process in the shift situation of the same condition as when learning the learning value, and the previously learned and stored learning value and the new By comparing the hydraulic pressure compensation values, it is possible to determine whether the engine torque is abnormal.

Preferably, if the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value) is equal to or greater than a set value, it may be determined as the engine torque or more.

The hydraulic pressure correction method of an automatic transmission according to an aspect of the present invention also includes:

When it is determined that there is no abnormality in engine torque in step (c),

The method may further include (f) deriving a basic hydraulic pressure using only the current engine torque, and determining a final target hydraulic pressure for a target gear shift by adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure.

In addition, in the step (d) in the hydraulic pressure correction method for automatic transmission according to an aspect of the present invention, the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value), the throttle opening rate, and the oil temperature The difference between the learning value at the current shift point and the new hydraulic pressure compensation value, the throttle opening rate, and the value matching the oil temperature can be read from the torque compensation map in which the torque compensation value is stored as a different value, and determined as the torque compensation value. .

According to another aspect of the present invention as a means of solving the problem,

a vehicle speed detector for detecting a traveling vehicle speed;

an oil temperature detector for detecting the temperature of the transmission oil;

a throttle position detector for detecting a change in the opening degree of the throttle valve;

a plurality of shift solenoids controlling the flow of hydraulic pressure for the target gear shift; and

a shift controller (TCU) that determines a target stage (target shift stage) matching the driving vehicle speed and the throttle opening rate from the shift map, and controls the shift solenoids to shift to the determined target stage;

The shift controller is

It is determined whether there is an abnormality in the electric engine torque signal transmitted to the shift controller through the CAN signal through a predetermined process, and when the engine torque abnormality is determined, the engine torque is corrected by itself, and the target stage using the corrected engine torque value and a hydraulic pressure correction device for an automatic transmission comprising a plurality of processors programmed to step-by-step a series of processes for determining a final target oil pressure for shifting.

Wherein the plurality of processors,

It is determined whether the shift starts from the difference between the engine RPM and the turbine RPM, and when the shift start is determined, a corresponding hydraulic pressure compensation value is determined from the hydraulic compensation map according to the vehicle condition, and the determined hydraulic pressure compensation value is applied to the throttle opening rate and oil at the shift start time. a hydraulic compensation value calculation and learning unit that stores the temperature information as a learning value;

an engine torque abnormality determination unit based on a learning value to determine whether the engine torque is abnormal by comparing the learned learning value with a new hydraulic pressure compensation value newly calculated at the current shift time;

an engine torque correction unit that determines a torque compensation value using the learning value and new hydraulic pressure compensation value information when determining engine torque abnormality, and corrects the engine torque by reflecting the determined torque compensation value; and

a final hydraulic pressure determining unit for deriving a basic hydraulic pressure by applying the torque compensation value to a current engine torque value, and determining a final target hydraulic pressure for a target gear shift by adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure can

Here, the hydraulic compensation value calculation and learning unit preferably determines a shift start when the difference between engine RPM and turbine RPM (engine RPM - turbine RPM) is greater than or equal to a set value, and the difference between engine RPM and turbine RPM (engine RPM - turbine RPM) ) is greater than or equal to the set value, the difference between the actual shift start time (T1) and the theoretical shift start time (T2) (ΔT = T1 - T2), the throttle opening rate, and the oil temperature. A value matching ΔT, throttle opening rate, and oil temperature at the learning time point may be read from the hydraulic pressure compensation map in which the hydraulic pressure compensation value is stored, and may be determined as the hydraulic pressure compensation value.

In addition, the learning value-based engine torque abnormality determining unit determines a new hydraulic pressure compensation value in the same manner as in the learning value determination process in a shift situation of the same condition as when learning the learning value, and determines the previously learned and stored learning value and the new hydraulic pressure compensation value are compared to determine whether the engine torque is abnormal, but if the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value) is greater than or equal to a set value, it may be determined as engine torque or more.

On the other hand, when it is determined that there is no abnormality in the engine torque as a result of determination through the engine torque abnormality determining unit, the final hydraulic pressure determining unit derives a basic hydraulic pressure using only the current engine torque, and adds the new hydraulic pressure compensation value to the derived basic hydraulic pressure A final target oil pressure for the target gear shift may be determined.

In addition, the engine torque compensator is configured to perform the current shift from the torque compensation map storing the torque compensation value as a different value depending on the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value), the throttle opening rate, and the oil temperature. The difference between the learning value of the starting point and the new hydraulic compensation value, the throttle opening rate, and the value matching the oil temperature may be read and determined as the torque compensation value.

According to an embodiment of the present invention, when the final target oil pressure is derived, it is determined whether the engine torque value used to derive the basic oil pressure is abnormal, and when there is a problem in the engine torque value, the engine torque value is abnormal by correcting the corresponding torque value itself. In this way, it is possible to clearly solve the hydraulic pressure compensation range greatly out of the proper compensation range or the inaccurate hydraulic pressure value derivation, and the resulting problems (transmission shock or excessive slip of the friction element).

1 is a schematic configuration diagram of an automatic transmission hydraulic pressure correction device according to an embodiment of the present invention.
2 is a reference diagram for explaining the present invention.
3 is a control flowchart of the present invention sequentially illustrating a series of hydraulic correction processes by the hydraulic pressure correction device of FIG. 1 .

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In describing the present invention, the terms used in the following specification are used only to describe specific embodiments, and are not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly dictates otherwise.

In addition, in this specification, terms such as "comprise" or "have" are intended to designate that the features, numbers, steps, operations, components, parts, or combinations thereof described in the specification exist, but one or more other It is to be understood that this does not preclude the possibility of addition or presence of features or numbers, steps, operations, components, parts, or combinations thereof.

Also, terms such as first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

In addition, terms such as “…unit”, “…unit”, “…module”, etc. described in the specification mean a unit that processes at least one function or operation, which may be implemented by hardware or software or a combination of hardware and software. can

In the description with reference to the accompanying drawings, the same reference numerals will be assigned to the same components, and repeated descriptions of the same components will be omitted. And, in the description of the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted.

1 is a schematic configuration diagram of an automatic transmission hydraulic pressure correction device according to an embodiment of the present invention.

Referring to FIG. 1 , the hydraulic pressure correction device of an automatic transmission according to an embodiment of the present invention includes a vehicle speed detector 10 , a throttle position detector 20 , an oil temperature detector 30 , a plurality of shift solenoids, and a shift controller (TCU). , 40). The vehicle speed detector 10 detects the vehicle speed and outputs a corresponding signal, and the throttle position detector 20 detects a change in the opening degree of the throttle valve operated in association with the accelerator pedal and outputs a corresponding signal.

The oil temperature detector 30 detects the temperature of transmission oil, which is the working fluid during shift control, and outputs a corresponding electric signal, and the shift solenoids are individually operated according to the control signal applied from the shift controller 40 to each By operating the corresponding shift clutch, a mechanically engaged state is created in which the shift can be carried out to the target stage.

The shift controller 40 finds the optimal shift stage matching the current driving vehicle speed and the throttle opening rate from the shift map set from the relationship between the throttle opening rate (or the amount of the accelerator pedal pedal) and the driving vehicle speed, and sets it as the target stage. do. Then, a target hydraulic pressure (solenoid duty value) for shifting to a set target stage is determined, and the shift solenoids are controlled based on this.

The target hydraulic pressure, which is the shift control value, is determined as a value obtained by adding a hydraulic pressure compensation value (compensation hydraulic pressure) to the base hydraulic pressure. At this time, the engine torque value transmitted to the shift controller 40 through the CAN signal is used as a factor in the calculation of the basic hydraulic pressure. Therefore, if there is a problem in the engine torque value transmitted through the CAN signal itself, there is a problem in the calculation of the basic hydraulic pressure, making it difficult to derive an accurate target hydraulic pressure.

Accordingly, the shift controller 40 applied to the present invention determines through a predetermined process whether the electric engine torque signal transmitted through the CAN signal is abnormal, and corrects the engine torque by itself when the engine torque abnormality is determined. and a plurality of processors programmed to perform a series of processes for determining the final target oil pressure for the target gear shift step by step using the engine torque value.

The plurality of processors programmed to perform a series of processes step by step preferably include a hydraulic compensation value calculation and learning unit 42 and an engine torque abnormality determination unit 44 based on the learning value. In addition, the engine torque correction unit 46 for correcting the engine torque transmitted through the CAN signal when the engine torque abnormality is determined, and a final oil pressure determination unit 48 for determining the final target oil pressure using the corrected engine torque.

The hydraulic compensation value calculation and learning unit 42 is configured to compensate for the hydraulic pressure required for shift control based on the difference (engine RPM - turbine RPM) between the engine RPM and the turbine RPM (RPM of the torque converter turbine input to the transmission 60). is determined and its value is learned.

To this end, the hydraulic compensation value calculation and learning unit 42 determines whether to start shifting from the difference between the engine RPM and the turbine RPM, and determines a corresponding hydraulic pressure compensation value from the hydraulic compensation map according to the vehicle state when the shift start is determined, It includes a logic programmed to store the determined hydraulic pressure compensation value as a learning value together with the throttle opening rate and oil temperature information (which may also include engine speed information if necessary) at the time of starting the shift.

For reference, learning means storing the hydraulic compensation value derived from the shift process as a reference value for comparison with the hydraulic compensation value newly derived in the shift situation of the same condition thereafter in a recording device such as a memory, but at the time of deriving the hydraulic compensation value. It means storing specific information (oil temperature, throttle opening rate, engine speed, etc.) collected from each part of the vehicle in the form of map data.

The hydraulic compensation value calculation and learning unit 42 preferably determines that the shift is started when the difference is greater than or equal to the set value, and the time T1 when the actual shift starts when the difference is equal to or greater than the set value and theoretically the shift starts From the hydraulic compensation map using the difference (ΔT = T1 - T2), the throttle opening rate, and the oil temperature as factors between the time points (T2), It can be determined as a reward value.

Here, the time point T2 at which the shift starts theoretically is a value determined from a dedicated map (shift start determination map) having the engine RPM and the turbine RPM as factors in the shift preparation stage, and is a reference diagram in FIG. 2 according to the shift command. It means a time value output by the dedicated map (shift start determination map) using the engine RPM and turbine RPM measured when the shift preparation step is entered in .

In addition, the set value, which is a criterion for determining the shift start, is an experimental value obtained through a simulation or repeated experiment of the same simulated environment, and can be calibrated according to engine and torque converter specifications and transmission mode.

The learning value-based engine torque abnormality determination unit 44 determines whether the engine torque abnormality transmitted through the CAN signal is based on the above-described learning value. More specifically, it is determined whether the engine torque is abnormal by comparing a new hydraulic pressure compensation value newly calculated in the same manner as in the process of determining the learning value in the shift situation under the same conditions as when learning the learning value.

To this end, a new hydraulic pressure compensation value is determined in the same manner as the learning value determination process in the shift situation of the same condition as when learning the learning value, and the learning value and the new It includes logic programmed to perform a series of processes for determining whether the engine torque is abnormal by comparing the hydraulic pressure compensation values in stages.

The learning value-based engine torque abnormality determining unit 44 may determine that the engine torque is abnormal if the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value) is equal to or greater than a set value. Here, the set value may also be an experimental value determined through a simulation or repeated experiment in the same simulated environment, and may be a value that can be calibrated.

The engine torque correction unit 46 determines a torque compensation value by using the learning value and the new hydraulic pressure compensation value information when the engine torque abnormality is determined. Then, by reflecting the determined torque compensation value, a series of processes of correcting the engine torque (engine torque value transmitted through the CAN signal) (engine torque value transmitted through the CAN signal + torque compensation value) can be performed step by step Contains programmed logic.

Here, the torque compensation value is a learning value from a torque compensation map storing the torque compensation value as a different value depending on the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value), the throttle opening rate, and the oil temperature. It can be determined by reading the difference between the new hydraulic pressure compensation value and the value matching the throttle opening rate and oil temperature at the time of the current shift.

Meanwhile, the final hydraulic pressure determining unit 48 applies the torque compensation value to the engine torque value corrected by the engine torque correcting unit 46, that is, the current engine torque value (the engine torque value transmitted through the CAN signal). A basic hydraulic pressure is derived by the same calculation method as in the related art using the torque correction value, and the final target hydraulic pressure for the target gear shift is determined by adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure.

If, as a result of the determination through the engine torque abnormality determination unit, it is determined that there is no problem with the engine torque ('learning value - new hydraulic pressure compensation value' is less than the set value), the final oil pressure determination unit 48 is The basic hydraulic pressure may be derived only from the engine torque, and the final target hydraulic pressure for the target gear shift may be determined by adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure.

A series of hydraulic pressure correction processes performed by the hydraulic pressure correction device of an automatic transmission according to an embodiment of the present invention described above will be described in more detail with reference to the control flow chart of FIG. 3 .

Referring to FIG. 3 , the method of correcting the hydraulic pressure of an automatic transmission according to an embodiment of the present invention starts with the step S100 of determining whether to start shifting. In step S100, when the shift command is input, it is determined whether to start shifting from the difference between the engine RPM and the turbine RPM (engine RPM - turbine RPM). More specifically, when the difference is greater than or equal to a set value, it may be determined that the shift starts.

If it is determined that the shift is started in step S100, the process shifts to learning and storing the hydraulic pressure compensation value (S200). In step S200, a corresponding hydraulic pressure compensation value is determined from the hydraulic pressure compensation map according to the vehicle state at the time of the shift start determination, and the determined hydraulic pressure compensation value is determined along with the throttle opening rate and oil temperature information at the time when learning is started according to the shift start determination. Save as learning value.

Specifically, in step S200, the difference (ΔT = T1 - T2) between the actual shift start time (T1) and the theoretical shift start time (T2), when the difference is equal to or greater than the set value, the throttle opening rate at the actual shift start time, and Values matching ΔT, throttle opening rate, and oil temperature at the time when learning is started are read from the hydraulic compensation map using the oil temperature as a factor, and determined as the hydraulic compensation value.

The learning value learned through step S200 is then utilized as important information in step S300 of determining whether the engine torque is abnormal. In step S300, preferably, it is determined whether the engine torque is abnormal by comparing the learning value with a new hydraulic pressure compensation value newly calculated at the current shift time. Specifically, if the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value) is equal to or greater than the set value, it is determined as the engine torque or more.

Here, the new hydraulic pressure compensation value may be determined in the same way as the learning value determination process in the shift situation under the same conditions as when learning the learning value, and the new hydraulic pressure compensation value determined in this way is previously learned and stored with the learning value. Compared, more specifically, as described above, the difference between the learning value and the new hydraulic pressure compensation value is compared with a set value to determine whether the engine torque is abnormal.

As a result of the determination through step S300, if it is determined that the engine torque is greater, that is, if the set value ≤ (learning value - new hydraulic pressure compensation value), the process of determining a torque compensation value using the learning value and the new hydraulic pressure compensation value information (S400) ) are performed in succession.

Preferably, in step S400, the current shift point from the torque compensation map in which the torque compensation value is stored as a different value depending on the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value), the throttle opening rate, and the oil temperature. The difference between the learning value and the new hydraulic pressure compensation value, the throttle opening rate, and the value matching the oil temperature may be read and determined as the torque compensation value.

When the torque compensation value is determined through the step S400 according to the engine torque abnormality determination, finally, using the corrected torque value (engine torque value + torque compensation value) obtained by applying the torque compensation value to the current engine torque value, A step (S500) of deriving a basic hydraulic pressure using the same calculation method and adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure to determine a final target hydraulic pressure for a target gear shift is performed.

On the other hand, when it is determined that there is no abnormality in the engine torque in step S300 (when the 'learning value - new hydraulic pressure compensation value' is less than the set value), the basic hydraulic pressure is derived only with the current engine torque, and the derived basic hydraulic pressure is A final target hydraulic pressure for the target gear shift is determined by adding a new hydraulic pressure compensation value (S350).

According to the embodiment of the present invention as described above, when the final target hydraulic pressure is derived, the engine torque value used to derive the basic hydraulic pressure is determined whether there is an abnormality, and if there is a problem in the engine torque value, the corresponding torque value itself is corrected. It is possible to solve the problems of the prior art that the hydraulic pressure correction range greatly deviates from the appropriate correction range or that an inaccurate hydraulic pressure value is derived more than the torque value.

In the above detailed description of the present invention, only specific embodiments thereof have been described. However, it is to be understood that the present invention is not limited to the particular form recited in the detailed description, but rather, it is to be understood to cover all modifications and equivalents and substitutions falling within the spirit and scope of the invention as defined by the appended claims. should be

10: vehicle speed detector
20: throttle position detector
30: oil temperature detector
40: shift controller (TCU)
42: hydraulic compensation value calculation and learning unit
44: engine torque abnormality determination unit based on learning value
46: engine torque correction unit
48: final hydraulic decision unit
50: shift solenoid

Claims (13)

(a) determining whether to start shifting from the difference between the engine RPM and the turbine RPM;
(b) determining a corresponding hydraulic pressure compensation value from the hydraulic pressure compensation map according to the vehicle state when the shift start is determined, and storing the determined hydraulic pressure compensation value as a learning value together with the throttle opening rate and oil temperature information at the shift start time;
(c) determining whether the engine torque is abnormal by comparing the learning value learned in step (b) with a new hydraulic pressure compensation value newly calculated at the current shift time; and
(d) determining a torque compensation value by using the learning value and new hydraulic pressure compensation value information when determining engine torque abnormality;
(e) applying the torque compensation value to the current engine torque value to derive a basic hydraulic pressure, and adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure to determine a final target hydraulic pressure for a target gear shift; Hydraulic correction method of an automatic transmission, characterized in that.
The method of claim 1,
In the step (a), if the difference between the engine RPM and the turbine RPM (engine RPM - turbine RPM) is greater than or equal to a set value, it is determined as shift start.
The method of claim 1,
In step (b),
The difference (ΔT = T1 - T2) and the actual shift start time (ΔT = T1 - T2) between the actual shift start time (T1) and the theoretical shift start time (T2) when the difference between the engine RPM and the turbine RPM (engine RPM - turbine RPM) is greater than or equal to the set value From the hydraulic compensation map, which stores hydraulic compensation values as different values according to the throttle opening rate of A method of correcting hydraulic pressure of an automatic transmission, characterized in that
4. The method of claim 1 or 3,
In step (c),
A new hydraulic pressure compensation value is determined in the same manner as the learning value determination process under the same conditions as when learning the learning value, and the new hydraulic pressure compensation value is compared with the previously learned and stored learning value in the shift situation under the same conditions as engine torque. A hydraulic pressure correction method of an automatic transmission, characterized in that it is determined whether there is an abnormality.
5. The method of claim 4,
and determining that the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value) is greater than or equal to a set value, and determining that the difference between the learning value and the new hydraulic pressure compensation value is greater than or equal to the engine torque.
The method of claim 1,
When it is determined that there is no abnormality in engine torque in step (c),
(f) deriving a basic hydraulic pressure only with a current engine torque, and determining a final target hydraulic pressure for a target gear shift by adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure; How to calibrate hydraulic pressure.
The method of claim 1,
In step (d),
The difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic compensation value), the throttle opening rate, and the learning value at the current shift point and the new A method for compensating for hydraulic pressure of an automatic transmission, comprising reading a difference in hydraulic compensation value, a throttle opening rate, and a value matching the oil temperature, and determining the torque compensation value as the torque compensation value.
a vehicle speed detector for detecting a traveling vehicle speed;
a throttle position detector for detecting a change in the opening degree of the throttle valve;
an oil temperature detector for detecting the temperature of the transmission oil;
a plurality of shift solenoids controlling the flow of hydraulic pressure for the target gear shift; and
a shift controller (TCU) that determines a target stage (target shift stage) matching the current driving vehicle speed and the throttle opening rate from the shift map, and controls the plurality of shift solenoids 50 to shift to the determined target stage; and
The shift controller is
It determines whether there is an abnormality in the electric engine torque signal transmitted through the CAN signal through a predetermined process, corrects the engine torque by itself when the engine torque abnormality is determined, and uses the corrected engine torque value to finalize the target stage shift. A hydraulic pressure correction device for an automatic transmission comprising a plurality of processors programmed to step-by-step a series of processes for determining a target oil pressure.
9. The method of claim 8,
The processor is
It is determined whether the shift starts from the difference between the engine RPM and the turbine RPM, and when the shift start is determined, a corresponding hydraulic pressure compensation value is determined from the hydraulic compensation map according to the vehicle condition, and the determined hydraulic pressure compensation value is applied to the throttle opening rate and oil at the shift start time. a hydraulic compensation value calculation and learning unit that stores the temperature information as a learning value;
an engine torque abnormality determination unit based on a learning value to determine whether the engine torque is abnormal by comparing the learned learning value with a new hydraulic pressure compensation value newly calculated at the current shift time;
an engine torque correction unit that determines a torque compensation value using the learning value and new hydraulic pressure compensation value information when determining engine torque abnormality, and corrects the engine torque by reflecting the determined torque compensation value; and
A final hydraulic pressure determining unit for deriving a basic hydraulic pressure by applying the torque compensation value to a current engine torque value, and determining a final target hydraulic pressure for a target gear shift by adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure A hydraulic compensation device for an automatic transmission, characterized in that.
10. The method of claim 9,
The hydraulic compensation value calculation and learning unit,
If the difference between engine RPM and turbine RPM (engine RPM - turbine RPM) is greater than or equal to the set value, it is determined as shift start,
The difference between the actual shift start time (T1) and the theoretical shift start time (T2) when the difference between the engine RPM and the turbine RPM (engine RPM - turbine RPM) is greater than or equal to the set value (ΔT = T1 - T2) Reading the values matching ΔT, throttle opening rate, and oil temperature at the learning point from the hydraulic compensation map, which stores hydraulic compensation values with different values depending on the throttle opening rate, and oil temperature, and determining the hydraulic compensation value A hydraulic compensator for an automatic transmission featuring.
11. The method according to claim 9 or 10,
The learning value-based engine torque abnormality determination unit,
A new hydraulic pressure compensation value is determined in the same manner as the learning value determination process under the same conditions as when learning the learning value, and the new hydraulic pressure compensation value is compared with the previously learned and stored learning value in the shift situation under the same conditions as engine torque. Determining whether there is an abnormality,
The hydraulic pressure compensating apparatus of an automatic transmission, characterized in that when the difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic pressure compensation value) is equal to or greater than a set value, it is determined that the engine torque is greater than or equal to the engine torque.
10. The method of claim 9,
When it is determined that there is no abnormality in engine torque as a result of determination through the engine torque abnormality determination unit, the final hydraulic pressure determination unit,
A hydraulic pressure compensating device for an automatic transmission, comprising deriving a basic hydraulic pressure only from a current engine torque, and adding the new hydraulic pressure compensation value to the derived basic hydraulic pressure to determine a final target hydraulic pressure for a target gear shift.
10. The method of claim 9,
The engine torque correction unit,
The difference between the learning value and the new hydraulic pressure compensation value (learning value - new hydraulic compensation value), the actual throttle opening rate, and the learning value at the current shift point and the new The hydraulic compensating device of an automatic transmission, characterized in that the difference between the hydraulic compensating values, the throttle opening rate, and the value matching the oil temperature are read and determined as the torque compensating value.

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