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公开(公告)号：KR101786651B1
公开(公告)日：2017-10-19
申请号：KR1020110080717
申请日：2011-08-12
CPC classification number: F02D41/0052 , F02D41/0055 , F02D41/08 , F02D2041/0022 , F02D2200/021 , F02D2200/0414 , F02D2200/101 , F02D2200/501 , F02D2200/602 , Y02T10/47
Abstract: 본발명은스로틀밸브제어방법에관한것으로, 주행중아이들스로틀진입조건을만족하는지판단하는제1단계; 상기제1단계를만족하면목표공기량맵을이용하여스로틀밸브를제어함과동시에 EGR 맵을이용하여 EGR 밸브를제어하는제2단계; 상기제2단계수행중 아이들스로틀해제조건을만족하는지판단하는제3단계; 상기제3단계에서아이들스로틀해제조건을만족하면 EGR 맵복귀조건을만족하는지판단하는제4단계; 를포함하는디젤차량의아이들스로틀밸브제어방법을제공하여, EGR률을사용자가원하는양만큼사용할수 있는자유도가추가됨으로써, 기존 conventional 방식대비연비, 배기가스, 소음의최적화를위한자유도가향상시킬수 있다. 또한, EGR 율을기어변속(gear shift) 혹은오버런(over run) 조건에서원래값으로복귀시킴으로인해스로틀밸브및 EGR 밸브천이시발생하는발진시울컥거림방지및 발진소음개선에효과가있다.
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公开(公告)号：KR101416355B1
公开(公告)日：2014-07-09
申请号：KR1020110131906
申请日：2011-12-09
Applicant: 현대자동차주식회사
CPC classification number: F02D41/022 , F02D11/105 , F02D41/1497 , F02D2200/602 , F02D2250/18 , F02D2250/28
Abstract: 본 발명은 차량 주행상태에서 2중 댐퍼 스프링을 적용한 2단 강성 구조를 갖는 댐퍼 클러치의 결합 정도를 판단하는 단계; 상기 차량의 상태가 상기 결합 정도에 따른 강성 변화로 이상진동이 발생할 수 있는 공진 영역에 해당되는지 판단하는 단계; 엔진의 토크가 상기 결합 정도에 따른 강성 변화로 이상진동이 발생할 수 있는 공진 토크 영역에 해당되는지 판단하는 단계; 상기 결합 정도가 기설정된 정도 이상이며, 상기 차량의 상태가 상기 공진 영역에 해당하고, 상기 엔진의 토크가 상기 공진 토크 영역에 해당되는 경우 저조파를 파악하는 단계; 및 상기 파악된 저조파 값이 기설정된 소정값을 초과하는 경우 상기 댐퍼 클러치의 강성이 변화하는 강성 변화 토크를 회피하도록 상기 엔진의 토크를 제어 하는 단계;를 포함하는 엔진 토크 제어 방법에 관한 것으로서, 본 발명에 의하면 클러치의 강성 편차에 이상진동을 제거하여 엔진의 NVH와 연비를 안정적으로 구현할 수 있는 효과가 있다.
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公开(公告)号：KR101293977B1
公开(公告)日：2013-08-07
申请号：KR1020110124193
申请日：2011-11-25
Applicant: 현대자동차주식회사
IPC: G01M17/007 , G01M13/02 , B25B11/00
Abstract: 본 발명은 차량 구동계 시험용 멀티 지그에 관한 것으로서, 추진축 및 구동축을 포함하는 구동계에 대한 토탈 강성 및 백래쉬 등의 측정 및 시험 평가를 위하여 크기나 형상에 상관없이 다양한 차종의 추진축 및 구동축을 마운팅할 수 있는 차량 구동계 시험용 멀티 지그를 제공하는데 주된 목적이 있는 것이다. 상기한 목적을 달성하기 위해, 추진축을 마운팅하기 위한 추진축 장착 지그와, 구동축을 마운팅하기 위한 구동축 장착 지그를 포함하는 차량 구동계 시험 장치의 지그에 있어서, 상기 추진축 장착 지그는 추진축 단부의 플랜지와 접합된 상태에서 볼트 체결되는 체결판과, 상기 체결판에 형성되어 회전력발생장치의 회전축에 결합되는 기기결합부로 구성되고, 상기 체결판은 상기 플랜지와의 볼트 체결을 위해 반경방향으로 길게 형성된 슬롯홀 구조의 체결홀을 갖는 것을 특징으로 하는 차량 구동계 시험용 멀티 지그가 개시된다.
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公开(公告)号：KR1020130065419A
公开(公告)日：2013-06-19
申请号：KR1020110132267
申请日：2011-12-09
Applicant: 현대자동차주식회사
CPC classification number: Y02T10/6204 , Y02T10/6282 , F16D7/024 , B60K6/387
Abstract: PURPOSE: A torque limiter for a hybrid vehicle is provided to secure responsiveness in a high-torque area and NVH performance in a low-torque area by phasing the rigidity of a damper spring according to the rotational displacement. CONSTITUTION: A torque limiter for a hybrid vehicle comprises a torsional damper. The torsional damper comprises a plurality of damper spring assemblies(16). A damper spring assembly is arranged in between a drive plate and a driven plate and comprises first and second rigidity damper springs(30,32). The first rigidity damper spring comprises a large diameter coil spring. The second rigidity damper spring comprises a small diameter coil spring. The second rigidity damper spring is formed with a smaller free length than the first rigidity damper to be inserted into the first rigidity damper spring.
Abstract translation: 目的：提供一种用于混合动力车辆的扭矩限制器，通过根据旋转位移来确定减震弹簧的刚性，确保低扭矩区域的高扭矩区域和NVH性能的响应性。 构成：用于混合动力车辆的扭矩限制器包括扭转阻尼器。 扭转阻尼器包括多个阻尼弹簧组件（16）。 阻尼弹簧组件布置在驱动板和从动板之间，并包括第一和第二刚性阻尼弹簧（30,32）。 第一刚性阻尼器弹簧包括大直径螺旋弹簧。 第二刚性阻尼弹簧包括小直径螺旋弹簧。 第二刚性阻尼器弹簧形成为具有比要插入到第一刚性阻尼弹簧中的第一刚性阻尼器更小的自由长度。
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公开(公告)号：KR1020130065418A
公开(公告)日：2013-06-19
申请号：KR1020110132265
申请日：2011-12-09
Applicant: 현대자동차주식회사
CPC classification number: B60W20/00 , B60W2030/203 , F16H61/04 , F16H61/14 , F16H61/143 , F16H61/38 , F16H2061/145
Abstract: PURPOSE: A method for controlling a damper clutch is provided to robust against the stiffness deviation and the stiffness variation of a damper, thereby improving the noise vibration harshness(NVH) and fuel efficiency of an engine. CONSTITUTION: A method for controlling a damper clutch includes: a step(S10) of determining whether or not the clutch is in a slip or lock-up condition in the driving condition of a vehicle; a step(S20) of determining whether or not the condition of the vehicle corresponds to a resonance region; a step(S30) of determining whether or not the torque of the vehicle corresponds to a resonance torque region; a step(S40) of identifying a sub-harmonic value when the condition and torque of the vehicle respectively corresponds to the resonance region and the resonance torque region; and a step(S50) of controlling the clutch to be in the slip or open condition when the identified sub-harmonic value exceeds a predetermined value. [Reference numerals] (AA) Normal driving condition; (S10) Sleep or lockup?; (S20) Vehicle resonance region?; (S30) Resonance torque region; (S52) Sleep control on; (S54) Lock off(open driving)
Abstract translation: 目的：提供一种用于控制阻尼离合器的方法，以抵抗阻尼器的刚度偏差和刚度变化，从而提高发动机的噪声振动粗糙度（NVH）和燃油效率。 构成：一种用于控制阻尼器离合器的方法，包括：步骤（S10），确定离合器在车辆行驶状态下是否处于滑动或锁定状态; 确定车辆的状况是否对应于共振区域的步骤（S20）; 确定车辆的转矩是否对应于谐振转矩区域的步骤（S30）; 当车辆的条件和转矩分别对应于谐振区域和共振转矩区域时，识别副谐波值的步骤（S40）; 以及当所识别的次谐波值超过预定值时控制离合器处于滑动或打开状态的步骤（S50）。 （标号）（AA）正常行驶状态; （S10）睡眠或锁定？ （S20）车辆共振区域; （S30）谐振转矩区域; （S52）睡眠控制; （S54）锁定（开启驾驶）
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Patent Agency Ranking
公开(公告)号：KR1020130017956A
公开(公告)日：2013-02-20
申请号：KR1020110080717
申请日：2011-08-12
CPC classification number: F02D41/0052 , F02D41/0055 , F02D41/08 , F02D2041/0022 , F02D2200/021 , F02D2200/0414 , F02D2200/101 , F02D2200/501 , F02D2200/602 , Y02T10/47
Abstract: PURPOSE: A control method of an idle speed control throttle valve for a diesel vehicle is provided to improve the degree of freedom for the optimization of fuel efficiency, exhaust gas, and noise by adding the degree of freedom which allows a user to use as much EGR(Exhaust-Gas Recirculation)rate as a user desires. CONSTITUTION: A control method of an idle speed control throttle valve for a diesel vehicle comprises the following steps: determining(S110) whether a driving satisfies the entry condition for the idle speed control throttling or not; controlling(S120) a throttle valve by a target air flow map simultaneously with an EGR(Exhaust-Gas Recirculation) valve by a EGR map when the driving satisfies the entry condition for the idle speed control throttling; determining(S130) whether those performed steps satisfy the release condition of the idle speed control throttling or not; and determining(S160) whether the return condition of the EGR map is satisfied when those performed steps satisfy the release condition of the idle speed control throttling. [Reference numerals] (AA) Start; (BB,DD,FF) No; (CC,EE,GG) Yes; (S100) Normal driving; (S110) Idle throttle entry condition?; (S120) Starting idle throttle control(throttle valve control, EGR valve control); (S130) Idle throttle release condition?; (S140) Releasing the idle throttle control and returning to the existing target air flow; (S150) Maintaining the idle throttle control; (S160) EGR ratio map return condition?; (S170) Returning to the EGR ratio map
Abstract translation: 目的：提供一种用于柴油车辆的怠速控制节流阀的控制方法，通过增加允许使用者使用的自由度来提高燃油效率，废气和噪音的优化自由度 用户期望的EGR（排气再循环）率。 构成：用于柴油车辆的怠速控制节流阀的控制方法包括以下步骤：确定（S110）驾驶是否满足怠速控制节流的进入条件; 当驾驶满足怠速控制节流的进入条件时，通过EGR图与EGR（排气再循环）阀同时地通过目标气流图来控制（S120）节气门; 确定（S130）这些执行步骤是否满足怠速控制节流的释放条件; 并且当这些执行步骤满足怠速控制节流的释放条件时，确定（S160）是否满足EGR图的返回条件。 （附图标记）（AA）开始; （BB，DD，FF）否; （CC，EE，GG）是; （S100）正常驾驶; （S110）空转油门进入条件？ （S120）起动怠速控制（节气门控制，EGR阀控制）; （S130）空转油门释放条件？ （S140）释放怠速节气门控制并返回到现有的目标气流; （S150）保持怠速控制; （S160）EGR率图返回条件 （S170）返回到EGR率图
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公开(公告)号：KR1020130012292A
公开(公告)日：2013-02-04
申请号：KR1020110073393
申请日：2011-07-25
Applicant: 현대자동차주식회사
IPC: B60K17/22 , B60K17/344
Abstract: PURPOSE: A power train for a vehicle is provided to realize ultra-low torsional characteristics in a power train system, thereby improving NVH(Noise, Vibration, Harness) performance, shift quality, and drivability. CONSTITUTION: A power train for a vehicle comprises a first damper(22), a propeller shaft(24), a torque converter(26), an automatic transmission(28), a differential(30) including a final reduction gear, and a drive shaft(32). The damper is arranged in the connection part between an output member of an engine and the propeller shaft so as to absorb torsional vibrations depending on the torque variation of the engine. The propeller shaft delivers rotation power generated from the engine to the torque converter. The torque converter delivers the rotation power of the engine inputted through the propeller shaft to the automatic transmission. The automatic transmission outputs the rotation power delivered from the torque converter as multi-stage automatic transmissions. The differential including a final reduction gear lastly increases the rotation power delivered from the automatic transmission so as to transmit different rotation power according to the difference of rotation speeds of left/right driving wheels(34) as a driver steers the vehicle. The driving shaft delivers the rotation power outputted from the differential to the left/right driving wheels.
Abstract translation: 目的：提供一种车辆动力传动系，以实现动力传动系统的超低扭转特性，从而提高NVH（噪声，振动，线束）性能，换档质量和驾驶性能。 构成：用于车辆的动力传动系包括第一阻尼器（22），传动轴（24），变矩器（26），自动变速器（28），包括最终减速齿轮的差速器（30） 驱动轴（32）。 阻尼器布置在发动机的输出构件和传动轴之间的连接部分中，以便根据发动机的扭矩变化来吸收扭转振动。 传动轴将从发动机产生的旋转动力传递给变矩器。 变矩器将通过传动轴输入的发动机的旋转动力传递给自动变速器。 自动变速器输出从变矩器输出的旋转功率作为多级自动变速器。 包括最终减速装置的差速器最后增加从自动变速器传递的旋转功率，以便随着驾驶员驾驶车辆而根据左/右驱动轮（34）的转速差传递不同的旋转动力。 驱动轴将从差速器输出的旋转动力传递到左/右驱动轮。
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公开(公告)号：KR1020120128488A
公开(公告)日：2012-11-27
申请号：KR1020110046480
申请日：2011-05-17
Applicant: 현대자동차주식회사
IPC: F16F15/30
Abstract: PURPOSE: A dual mass flywheel is provided to absorb impact applied to a stopper plate. CONSTITUTION: A dual mass flywheel comprises a primary mass(10), a secondary mass(17), a drive plate(19), a stopper plate(11), and a friction plate(13). The primary mass is connected to the crank shaft of an engine. The secondary mass is connected to the primary mass to be rotated. The drive plate compresses a torque absorbing unit(20) between the primary mass and the secondary mass. The stopper supports the torque absorbing unit.
Abstract translation: 目的：提供双质量飞轮以吸收施加到止动板上的冲击。 构成：双重质量飞轮包括主质量块（10），次质量块（17），驱动板（19），止挡板（11）和摩擦板（13）。 主体与发动机的曲柄轴连接。 次质量被连接到要旋转的主质量。 驱动板压缩一次质量块和二次质量块之间的扭矩吸收单元（20）。 止动器支撑扭矩吸收单元。
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公开(公告)号：KR1020100058969A
公开(公告)日：2010-06-04
申请号：KR1020080117568
申请日：2008-11-25
Applicant: 현대자동차주식회사
IPC: F16H45/02
Abstract: PURPOSE: A torque converter of a vehicle is provided to minimize a resonance judder by minimizing a low frequency pulsating pressure generated due to fluid with high pressure. CONSTITUTION: A front cover(4) is connected to a crank shaft of an engine side and rotates. An impeller(6) is connected to the front cover and rotates with the front cover. A turbine(8) faces the impeller. A stator(10) is positioned between the impeller and the turbine. Oil is transferred from the turbine to the impeller.
Abstract translation: 目的：提供一种车辆变矩器，通过最小化由高压液体产生的低频脉动压力来最小化谐振抖动。 构成：前盖（4）连接到发动机侧的曲轴并旋转。 叶轮（6）连接到前盖并与前盖一起旋转。 涡轮（8）面向叶轮。 定子（10）位于叶轮和涡轮机之间。 油从涡轮转移到叶轮。
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公开(公告)号：KR1020090062983A
公开(公告)日：2009-06-17
申请号：KR1020070130485
申请日：2007-12-13
Applicant: 현대자동차주식회사
Inventor： 채창국
IPC: B60K17/22
Abstract: A drive controlling device is provided to change the angle of a propeller shaft by power train or vibration of a vehicle body in order to reduce vibration noise caused by exciting force. A drive controlling device comprises: a first propeller shaft(10) to connect a transmission(1) to a center bearing(3); a measuring unit(100) to measure the angle of a second propeller shaft(20) connecting the center bearing to a rear axle(2); a driving unit(200) to generate current according to the angle measurement information in order to move the first propeller shaft up and down; and a controller(300) to operate the driving unit to move the first propeller shaft up and down. The measuring units are located in the transmission and the rear axle respectively. The controller minimizes the angle between the first propeller shaft and the second propeller shaft.
Abstract translation: 提供驱动控制装置，以通过动力传动系或车体的振动来改变传动轴的角度，以减少由激励力引起的振动噪声。 驱动控制装置包括：将变速器（1）连接到中心轴承（3）的第一传动轴（10）; 测量单元（100），用于测量将中心轴承连接到后轴（2）的第二传动轴（20）的角度; 驱动单元（200），用于根据所述角度测量信息产生电流，以便使所述第一推进器轴上下移动; 以及控制器（300），用于操作所述驱动单元以使所述第一推进器轴上下移动。 测量单元分别位于变速器和后桥中。 控制器使第一传动轴和第二传动轴之间的角度最小化。
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