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公开(公告)号：KR101371730B1
公开(公告)日：2014-03-07
申请号：KR1020120072014
申请日：2012-07-03
Applicant: 현대자동차주식회사
Abstract: 본 발명은, 변속기의 출력축과 연동하여 함께 회전하되 입력축을 중심으로 회전하도록 마련되며, 엔진으로부터 입력축에 전달되는 비틀림진동을 상쇄하는 방향으로 상대 회전되도록 구성된 진자댐퍼;를 포함하여 구성되는 차량용 파워트레인의 댐핑장치가 소개된다.
Abstract translation: 本发明中，但一起旋转中与变速器的输出轴适于绕所述输入轴相关联地，摆阻尼器被配置为在一个方向上相对转动，以抵消传输到来自发动机的输入轴的扭转振动;车辆的传动系，其包括 被介绍。
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公开(公告)号：KR1020130134178A
公开(公告)日：2013-12-10
申请号：KR1020120057498
申请日：2012-05-30
Applicant: 현대자동차주식회사
Inventor： 오완수
IPC: F02B37/04 , F02B39/02 , F02B37/013
CPC classification number: Y02T10/144 , F02B37/04 , F02B37/013 , F02B39/02 , F05B2220/40 , F05D2220/40
Abstract: The present invention relates to a turbocharger system which includes a turbine driven by using exhaust gas discharged from an engine; a first compressor which is connected to the turbine and a rotary shaft and driven by the rotation of the turbine; a control valve which is formed on a first passage formed by being branched from a passage connecting the first compressor and the engine and which controls the amount of air supplied to the engine; a second compressor which is formed on a second passage which is branched from the passage and which compresses air supplied to the engine; a clutch which is selectively and directly connected to the second compressor and which transmits power to the second compressor; a motor/generator which is connected to a power transmission member, of which one end is connected to the clutch and the other end is connected to the rotary shaft, and selectively transmits the power to the clutch.
Abstract translation: 本发明涉及一种涡轮增压器系统，其包括通过使用从发动机排出的排气而驱动的涡轮机; 连接到所述涡轮机的第一压缩机和由所述涡轮的旋转驱动的旋转轴; 控制阀，其形成在第一通道上，所述第一通道由从连接所述第一压缩机和所述发动机的通道分支形成，并且控制供给到所述发动机的空气量; 第二压缩机，形成在从通道分支并压缩供给发动机的空气的第二通道上; 离合器，其选择性地并直接地连接到第二压缩机，并将动力传递到第二压缩机; 连接到动力传递构件的电动机/发电机，其一端连接到离合器，另一端连接到旋转轴，并且选择性地将动力传递到离合器。
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公开(公告)号：KR1020130133544A
公开(公告)日：2013-12-09
申请号：KR1020120056875
申请日：2012-05-29
Applicant: 현대자동차주식회사
Abstract: The present invention a cruise control apparatus for a vehicle, which provides positive vehicle speed control on very little changes in a vehicle speed through back pressure control and prevents heterogeneity from occurring in a transition area of staged control. The apparatus comprises a map based back pressure determining unit which determines a target back pressure for vehicle speed control according to the vehicle speed and load if the situation is a speed reduction control condition during cruise driving; a back pressure adjusting unit which regulates back pressure by operating a back pressure regulating valve mounted on an exhaust manifold, in order to follow the target back pressure; a calculator which extracts a deviation by calculating the real back pressure adjusted by the back pressure adjusting unit and the target back pressure determined by the map based back pressure determining unit; and a PID controller which compensates for the back pressure deviation provided by the calculator with proportional-integral-derivative (PID) control, and follows the target vehicle speed by controlling the opening and closing amount of the back pressure regulating valve through the back pressure adjusting unit. [Reference numerals] (101) Map based back pressure determining unit;(103) PID controller;(104) Back pressure adjusting unit;(AA) Vehicle speed;(BB) Load;(CC) Real back pressure
Abstract translation: 本发明提供了一种用于车辆的巡航控制装置，其通过背压控制提供对车辆速度的非常小的变化的正车速控制，并且防止在分阶段控制的过渡区域中发生异质性。 该装置包括基于地图的背压确定单元，如果该情况是巡航驾驶期间的减速控制条件，则根据车速和负载确定车速控制的目标背压; 背压调节单元，其通过操作安装在排气歧管上的背压调节阀来调节背压，以便跟随目标背压; 计算器，通过计算由背压调节单元调节的实际背压和由基于地图的背压确定单元确定的目标背压来提取偏差; 以及PID控制器，其通过比例积分微分（PID）控制补偿由计算器提供的背压偏差，并且通过背压调节控制背压调节阀的打开和关闭量来跟随目标车速 单元。 （101）基于地图的背压确定单元;（103）PID控制器;（104）背压调节单元;（AA）车速;（BB）负载;（CC）真实背压
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公开(公告)号：KR101294193B1
公开(公告)日：2013-08-08
申请号：KR1020110131864
申请日：2011-12-09
Applicant: 현대자동차주식회사
CPC classification number: F16H3/089
Abstract: 본 발명은 후진 변속의 변속감을 양호하게 확보할 수 있도록 하면서도, 래틀소음의 원인이 되는 백래쉬를 감소시키고 래틀소음의 크기를 증가시키는 관성을 저감시킬 수 있도록 함으로써, 변속기의 래틀소음을 크게 저감시킬 수 있도록 하여, 원활하고 고급스러운 변속감을 확보함과 아울러 정숙한 차량의 NVH특성을 확보하여 차량의 상품성을 크게 향상시킬 수 있도록 한다.
Abstract translation: 本发明还有待令人满意地确保byeonsokgam反向移位，减少，导致该拨浪鼓噪声的齿隙，并通过使得能够减少惯性力，以增加拨浪鼓噪声的大小，可以显著降低变速器的嘎嘎声噪声 从而确保平稳和豪华的传动感觉，并确保安静车辆的NVH特性，从而大大提高车辆的商业性。
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公开(公告)号：KR1020130065413A
公开(公告)日：2013-06-19
申请号：KR1020110132260
申请日：2011-12-09
Applicant: 현대자동차주식회사
IPC: F16H45/02 , F16H41/24 , F16F15/121
Abstract: PURPOSE: A damper clutch of a torque converter is provided to reduce manufacturing costs as the clutch comprises first and second damper springs with high strength only. CONSTITUTION: A plurality of damper spring assemblies is placed around a central point at regular distances. The damper spring assemblies comprise first and second strong damper springs(34,36), and end plates. The first strong damper spring has a free length. The second strong damper spring is inserted into the first strong damper spring. The second strong damper spring comprises first to fourth springs(36a-36d). The end plates are connected to both ends of the second strong damper spring. [Reference numerals] (34) First rigid damper spring; (36) Second rigid damper spring; (36a) First spring; (36b) Second spring; (36c) Third spring; (36d) Fourth spring; (AA) Spring rigidity; (BB) Spring torsion angle; (K1) First rigidity; (K2) Second rigidity; (K3) Third rigidity; (K4) Fourth rigidity; (K5) Fifth rigidity
Abstract translation: 目的：提供变矩器的减震器离合器，以降低制造成本，因为离合器包括仅具有高强度的第一和第二阻尼弹簧。 构成：多个阻尼弹簧组件围绕中心点以规则的距离放置。 阻尼器弹簧组件包括第一和第二强阻尼器弹簧（34,36）和端板。 第一个强阻尼弹簧具有自由长度。 第二个强阻尼弹簧被插入到第一强阻尼器弹簧中。 第二强阻尼弹簧包括第一至第四弹簧（36a-36d）。 端板连接到第二强阻尼弹簧的两端。 （34）第一刚性阻尼弹簧; （36）第二刚性阻尼弹簧; （36a）第一春 （36b）第二弹簧; （36c）第三春 （36d）第四春 （AA）弹簧刚性; （BB）弹簧扭转角; （K1）第一刚度; （K2）第二刚度; （K3）第三刚度; （K4）第四刚度; （K5）第五刚性
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Patent Agency Ranking
公开(公告)号：KR1020130065177A
公开(公告)日：2013-06-19
申请号：KR1020110131915
申请日：2011-12-09
Applicant: 현대자동차주식회사
IPC: F16H45/02 , F16H41/24 , F16F15/121
Abstract: PURPOSE: A damper clutch of a torque converter is provided to secure nonlinear hardness even in a high torque area by applying a buffer into a spring. CONSTITUTION: A damper spring assembly is placed between driven plates in a circumferential direction. The damper spring assemblies are oppositely placed around a central point. The damper spring assembly comprise first and second stiffness damper springs(34,36) The first stiffness damper spring has a free length. The second stiffness damper spring comprises a buffer inside. [Reference numerals] (34) First rigid damper spring; (36) Second rigid damper spring; (36a) First spring; (36b) Second spring; (36c) Third spring; (36d) Fourth spring
Abstract translation: 目的：提供一个变矩器的减震器离合器，通过在弹簧上施加缓冲器，即使在高转矩区域也能确保非线性硬度。 构成：阻尼弹簧组件沿圆周方向放置在驱动板之间。 阻尼器弹簧组件相对放置在中心点周围。 阻尼弹簧组件包括第一和第二刚度阻尼器弹簧（34,36）。第一刚度阻尼器弹簧具有自由长度。 第二刚度阻尼弹簧包括缓冲器。 （34）第一刚性阻尼弹簧; （36）第二刚性阻尼弹簧; （36a）第一春 （36b）第二弹簧; （36c）第三春 （36d）第四春
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公开(公告)号：KR1020130065168A
公开(公告)日：2013-06-19
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: PURPOSE: An engine torque control method is provided to improve fuel efficiency and NVH of an engine by effectively removing vibration caused by stiffness variation. CONSTITUTION: The degree of bonding between a transmission and a clutch is determined(S10). Whether or not a vehicle state is in a resonance section is determined(S20). Whether or not vehicle torque is in a resonance torque section is determined(S30). When the vehicle torque is in the resonance section, fractional harmonic waves are detected(S40). When the value of the detected fractional harmonic wave exceeds a pre-determined value, the engine torque is controlled(S50). [Reference numerals] (S1) Normal driving condition; (S10) Degree of bonding of a clutch?; (S20) Vehicle resonance section?; (S30) Resonance torque section?; (S52) Activate torque control; (S54) Increase engine torque; (S55) Reduce engine torque
Abstract translation: 目的：提供一种发动机扭矩控制方法，通过有效地消除刚度变化引起的振动，提高发动机的燃油效率和NVH。 构成：确定变速器和离合器之间的接合程度（S10）。 确定车辆状态是否在共振部分中（S20）。 确定车辆转矩是否在谐振转矩部分中（S30）。 当车辆扭矩在共振部分时，检测到分数谐波（S40）。 当检测到的分数次谐波的值超过预定值时，控制发动机转矩（S50）。 （参考号）（S1）正常行驶状态; （S10）离合器的接合度？ （S20）车辆共振部 （S30）谐振转矩部分 （S52）激活转矩控制; （S54）增加发动机转矩; （S55）降低发动机转矩
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公开(公告)号：KR1020130053787A
公开(公告)日：2013-05-24
申请号：KR1020110119432
申请日：2011-11-16
Applicant: 현대자동차주식회사
CPC classification number: B60W10/06 , B60W10/115 , B60W30/18072 , B60W2030/18081 , B60W2510/0638 , B60W2510/1015 , B60W2530/16 , B60W2540/10 , B60W2540/12 , B60W2550/142 , B60W2710/025 , B60Y2300/432 , B60Y2300/46 , F16D2500/1085 , F16D2500/3127 , F16D2500/5085 , F16H61/00 , F16H61/21 , F16H61/686 , F16H2059/186 , F16H2059/465 , F16H2061/0015 , F16H2200/006 , F16H2200/201 , F16H2200/2023 , F16H2200/2046 , F16H2200/2066 , Y02T10/76
Abstract: PURPOSE: A clutch control method of an automatic transmission for an improvement of fuel efficiency is provided to improve fuel efficiency by performing a coast drive while minimizing an engine brake. CONSTITUTION: An engine power is inputted to an input shaft(10) through a torque converter. A second clutch(C1) and a third clutch(C3) operate. The slip control of the second clutch and the third clutch is performed. An engine brake torque reduces a direct action which acts on an output shaft. A delivery of a torque which is caused by an engine brake to a final output shaft(18) of automatic transmission is minimized. [Reference numerals] (AA) Engine brake torque; (BB) Input; (CC,DD) Clutch sleep; (EE) Output; (FF) Vehicle rotation direction and gradient torque direction
Abstract translation: 目的：提供一种用于提高燃料效率的自动变速器的离合器控制方法，以通过在使发动机制动器最小化的同时执行惯性驱动来提高燃料效率。 构成：通过变矩器将发动机功率输入到输入轴（10）。 第二离合器（C1）和第三离合器（C3）工作。 执行第二离合器和第三离合器的滑动控制。 发动机制动转矩减小作用在输出轴上的直接作用。 由发动机制动器向自动变速器的最终输出轴（18）产生的转矩的传递最小化。 （附图标记）（AA）发动机制动转矩; （BB）输入; （CC，DD）离合器睡眠; （EE）输出; （FF）车辆旋转方向和梯度转矩方向
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公开(公告)号：KR1020130052200A
公开(公告)日：2013-05-22
申请号：KR1020110117515
申请日：2011-11-11
Applicant: 현대자동차주식회사
CPC classification number: F16H3/089
Abstract: PURPOSE: A rattle noise reduced transmission is provided to prevent generation of rattle noise from a driving transmission of a vehicle by preventing continuous idling of 1 stage output gear. CONSTITUTION: A 1 stage input gear(3) is rotation-capably inserted with respect to an input shaft. A 1 stage input synchro device(5) synchronizes the 1 stage input gear to the input shaft. A 1 stage output gear(9) is engaged in the 1 stage input gear. A 1-2 stage synchro device(11) synchronizes the 1 stage output gear to an output shaft(7). A backward gear(15) is engaged in the first output gear. A backward synchro device(17) synchronizes the backward gear to a backward idler shaft(13).
Abstract translation: 目的：通过防止1级输出齿轮的连续怠速，提供噪音降低的传输，以防止车辆的驾驶变速器产生喀哒声。 构成：1级输入齿轮（3）相对于输入轴可旋转地插入。 1级输入同步装置（5）将1级输入齿轮与输入轴同步。 1级输出齿轮（9）接合在1级输入齿轮中。 1-2级同步装置（11）将1级输出齿轮同步到输出轴（7）。 后退齿轮（15）接合在第一输出齿轮中。 向后同步装置（17）使后退齿轮与向后的惰轮轴（13）同步。
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公开(公告)号：KR1020130041577A
公开(公告)日：2013-04-25
申请号：KR1020110105924
申请日：2011-10-17
Applicant: 현대자동차주식회사
CPC classification number: F16H59/68 , F16H61/029 , F16H2059/6823 , F16H2061/0481
Abstract: PURPOSE: A valve control method of an automatic transmission vehicle is provided to improve fuel efficiency and reduce noise by controlling a throttle valve or an EGR valve when neutral controlling. CONSTITUTION: A vehicle enters a neutral control(S10). The vehicle is in an idle state. A valve is controlled for air compression between the compressor of a turbo charger and a throttle valve(S20). It is determined whether neutral control is canceled(S30). The valve is converted into a state before entering the neutral control(S40). [Reference numerals] (AA) Start; (S1) General driving; (S10) Entering a neutral control; (S20) Starting a valve control(throttle, EGR, swirl, vane); (S30) Releasing the neutral control; (S40) Returning to a valve control existing value; (S41) Maintaining the valve control(throttle, EGR, swirl, vane);
Abstract translation: 目的：提供一种自动变速器车辆的阀门控制方法，通过在空调控制时控制节流阀或EGR阀来提高燃油效率并降低噪音。 构成：车辆进入空档控制（S10）。 车辆处于空闲状态。 在涡轮增压器的压缩机和节流阀之间控制阀门进行空气压缩（S20）。 确定是否中断控制被取消（S30）。 阀门进入中性点控制状态（S40）。 （附图标记）（AA）开始; （S1）一般驾驶; （S10）进入中立控制; （S20）启动阀门控制（节气门，EGR，涡流，叶片）; （S30）释放中性控制; （S40）返回阀门控制现有值; （S41）维持阀门控制（节流阀，EGR，涡流，叶片）;
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