KR100716424B1 - Simulation for transmission of car - Google Patents

Abstract

Disclosed is a simulator of an automatic transmission capable of efficiently performing a simulation of an automatic transmission of a vehicle. According to the present invention, in the simulation apparatus for a vehicle transmission, as initial input data for the simulation of the vehicle transmission, the kinematic data setting for each vehicle type, the profile (change type) information of the turbine speed, and the CAN communication of the vehicle are used. A data input device for inputting data setting according to the same; A control device for calculating and displaying the turbine speed (Nt), the engine speed (Ne), the vehicle speed (Vss) and the engine torque (Torque) of the vehicle transmission based on the setting information input from the data input device. Therefore, the present invention has the effect that the simulation of the vehicle transmission provides a simulation result similar to the actual vehicle state, so that the virtual experiment of the vehicle transmission can be made more precisely. This has the additional effect of improving the reliability of the test data to improve the quality of the product.

Vehicle, transmission, turbine speed, engine speed, simulation, engine profile

Description

Automatic Transmission Simulator {SIMULATION FOR TRANSMISSION OF CAR}

1 is a block diagram showing an automatic transmission simulator according to the present invention.

2 is a graph showing the turbine speed Nt at the time of ND and NR control according to the present invention.

3 is a graph showing the turbine speed (Nt) during the up-shift (UP-Shift) control according to the present invention.

4 is a graph showing the turbine speed (Nt) in the down-shift control according to the present invention.

<Description of Symbols for Main Drawings>

101: system operation unit 103: output module

107: kisscan control unit 109: function key setting unit

111: Knob key setting unit 113: Data storage unit for each vehicle type

115: turbine speed profile storage 117: running setup storage

119: calculator

The present invention relates to an automatic transmission simulator of a vehicle, and more particularly, by calculating a turbine speed, an engine speed, a running speed, and an engine torque of a vehicle in consideration of the interlocking relationship of each sensor output value with respect to the automatic transmission of the vehicle. The present invention relates to an automatic transmission simulator that can verify and experiment with control software for an automatic transmission.

In general, the automatic transmission simulator of the vehicle outputs all the signals installed in the automatic transmission, ignoring the kinematic correlations, and outputs the respective values, thereby only performing verification tests for each module of the control software. The automatic shift simulator is used to verify the TCU hardware of the vehicle, and the output signal of the simulator outputs a result value according to the switching state provided for each item.

The simulator has a number of knobs (Knob) for the configuration of the transmission, which is roughly provided as follows.

First, No: 0 to 9207 RPM to set the output speed of the transmission, Nt: 0 to 9207 RPM to set the turbine speed, Ne: 0 to 9207 RPM to set the engine speed, and TPS: 12.5% to set the throttle position of the engine. 96.0%, VSS to set vehicle speed: 0 to 255Km / H, Torque to set engine output: 0 to 100%, OTS to set oil temperature: -40 to 215 ℃, 5 speed A / T or Inhibitor switch status of 4 speed A / T: P, R, N, D, 3, 2, etc., and other sports switches: +,-, neutral, mode switch: Hold, Normal, Sports, etc.

The switching setting of the simulation is an environment setting for testing the operating point of the engine, and the TCU hardware verification of the virtual operation of the engine is performed by receiving output signals of various sensors mounted to or near the engine as programmed information. do. For example, the opening and closing angle of the throttle valve of the vehicle is set using the throttle position (TPS) knob, the output speed (No) of the vehicle is set, the temperature of the engine oil is set by operating the OTS knob, and the Inhibitor switch is set. When setting the driving state of the vehicle using the arithmetic operation, the simulator calculates the turbine speed Nt, the engine speed Ne, the vehicle speed VSS, and the engine output Torque through a preprogrammed arithmetic process. do.

Therefore, the manager is provided with the operation state for the transmission from the above-described simulator, from which the manager performs the verification of the TCU control results.

However, such a conventional simulator provides an output state of the transmission in response to a switching signal corresponding to each sensor, so that a deviation occurs from the output state of the engine generated in the actual driving of the vehicle. For this reason, the simulation result for the vehicle transmission is recognized as a simple arithmetic result rather than a prediction of the transmission state, and there is a problem that the reliability of the simulation is deteriorated. In addition, the tester is performing the configuration using a plurality of knobs for the start of the conventional simulator, causing a hassle to configure the environment for simulating a plurality of TUC under the same conditions.

The present invention has been made to solve such a problem, and an object of the present invention is to set a linear environment corresponding to the operating characteristics of a vehicle transmission, and to provide a simulation result in the same state as the operation of the vehicle. In the simulation of possible vehicle transmissions, hypotheses such as Slip RPM, Brake Switch, Cooler Switch, AutoCurise Switch, etc. are hypothesized to set the same environment as the actual state, and correspond to the configuration of each knob and the operation characteristics of the vehicle engine. It is to provide an automatic transmission simulator that can calculate the simulation results.

delete

Another object of the present invention is to provide a predetermined shortcut key for simplifying the operation of a plurality of knobs or switches for performing a simulation on a vehicle engine, and to save the configuration information inputted by the shortcut key, thereby allowing the tester to It is to provide an automatic transmission simulator that can improve the test convenience of.

The automatic transmission simulator according to the aspect of the present invention for achieving the above object, in the simulation device of the vehicle transmission, as the initial input data for the simulation of the vehicle transmission, the kinematic data settings for each vehicle type, the profile information of the turbine speed, A data input device for inputting data setting or the like according to CAN communication of the vehicle; A control device for calculating and displaying the turbine speed (Nt), engine speed (Ne), vehicle speed (Vss) and engine torque (Torque) of the vehicle transmission based on the setting information input from the data input device. It is done.

According to a preferred embodiment of the present invention, the data input device includes a knob key setting unit provided as one panel of a simulator for setting an operating environment of a transmission; A function key setting unit for setting an initial setting value for a vehicle type engine, a turbine profile for each shift, and communication data; And a key scan control unit for scanning the switching signal input from the knob key setting unit and the function key setting unit and converting the switching signal into predetermined prescribed data.

The control device may further include a vehicle type data storage unit for storing kinematic data for each vehicle type according to an input value of the function key setting unit; A turbine speed profile storage unit for storing a change form of the rotational speed Nt of the turbine as linear data for each shift state of the vehicle, that is, ND, NR, Up-Shift, and Down-Shift; A running setup storage unit for storing information on acceleration and deceleration rate of the transmission output speed No and synchronization change during can communication; An arithmetic unit configured to store an arithmetic algorithm for calculating a turbine speed Nt, an engine speed Ne, a vehicle speed VSS, and an engine torque of the transmission based on the setting information of the knob key setting unit and the function key setting unit; ; In response to the key signal provided from the scan control unit, the vehicle-specific data storage unit sets the vehicle-specific kinematic data, the turbine speed profile storage unit to set the parameters for the turbine speed per shift, the running setup storage unit according to the can communication The acceleration and deceleration rate for the main data and the output speed are set, and the arithmetic algorithm of the operation unit is started based on the kinematic data for each vehicle type, the parameter for the turbine speed and the acceleration and deceleration rate for the output speed, and the engine speed and vehicle speed of the vehicle. And a system operating unit for simulating engine output; And an output module connected to an output port of the system operation unit to provide the simulation result to a display panel.

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

1 is a view showing the configuration of an automatic transmission simulator according to the present invention. As shown, a knob key setting unit 111 for setting an operation environment of the transmission TCU provided as one side panel of the simulator, an initial setting value for the vehicle type engine, and a turbine profile for each shift And a function key setting unit 109 for setting communication data and a switching signal input from the knob key setting unit 111 and the function key setting unit 109 to convert into a predetermined prescribed data. The vehicle type data storage unit 113 for storing the kinematic data for each vehicle type according to the input value of the key scan control unit 107, the function key setting unit 109, and the shift state of the vehicle, that is, ND, NR, Up- Turbine speed profile storage unit 115 for storing the rotational speed (Nt) of the turbine as linear data for each shift and down-shift, and information about acceleration / deceleration rate of transmission output speed (No) and synchronous change in can communication. Running setup to save The turbine speed Nt, the engine speed Ne, the vehicle speed VSS, and the engine torque of the transmission are based on the setting information of the book 117 and the knob key setting unit 111 and the function key setting unit 109. The vehicle unit-specific kinematic data is set to the vehicle type data storage unit 113 in response to a key signal provided from the calculation unit 119 storing an arithmetic algorithm for calculating a torque. The turbine speed profile storage unit 115 sets parameters for the turbine speed for each shift, and the running setup storage unit 117 sets the main data setting and the acceleration / deceleration rate for the output speed according to the can communication, and the vehicle type mechanism. The arithmetic algorithm of the operation unit 119 is started based on the mechanical data, the parameter for the turbine speed, and the acceleration / deceleration rate for the output speed to simulate the transmission speed, the vehicle speed, and the transmission output of the vehicle. And the system management unit 101 for, is connected to the output port of the system management unit 101, an output module 103 for providing the simulation results to the display panel 121.

Meanwhile, the knob key setting unit 111 sets a transmission speed within 0 to 9207 RPM, a No terminal for setting the output speed of the transmission within 0 to 9207 RPM, an Nt terminal for setting a turbine speed within 0 to 9207 RPM, and a transmission speed within 0 to 9207 RPM. Ne terminal for setting, TPS terminal for setting the throttle position within 12.5 ~ 96.0%, VSS terminal for setting the running speed of the vehicle within the range of 0 ~ 255Km / h, Torque terminal for setting the torque of the engine, 0 TIL terminal for setting the torque level of the vehicle within the range of ~ 100%, OTS terminal for setting the oil temperature within the range of -40 ℃ to 215 ℃, and Inhi-SW for setting the shift state of the vehicle. Inhibitor Switch) terminal, Sports-SW terminal for setting the neutral state of the vehicle, Mode-SW terminal for selecting the driving mode of the vehicle, such as Hold, Normal, Sports, and RPM of the engine according to the slope state of the road surface Slip-rpm terminal, Brake SW terminal for setting the brake switch operation state of the vehicle, Cooler SW terminal for setting the air conditioner operation state of the vehicle.

In addition, the function key setting unit 109 includes a first function key F1 for vehicle type setting for detecting an operating state of an engine for each vehicle type, and a profile setting agent for a turbine operating point corresponding to an engine load amount. 2 Function key (F2), second function key (F3) for data setting for CAN communication of CAN or TCS and synchronization setting of communication data according to can communication, and the knob key And a fourth function key (F4) for storing the data setting change for each function key and an operation point corresponding to each setting data and controlling the output thereof.

The first function key F1 sets the vehicle-specific kinematic data for the initial setting of the simulation and stores it in the vehicle-specific data storage 113. That is, the reverse gear ratio of the vehicle by vehicle type, the 1st gear ratio of the vehicle by vehicle type, the 2nd gear ratio of the vehicle by vehicle type, the 3rd Gear ratio of the vehicle by vehicle type, and the fourth stage of the vehicle by vehicle type The gear ratio (4th GearRatio), the ratio of the output speed (No-RPM) of the selected vehicle and the vehicle speed (VSS-Km / h) (NotoVSS Ratio), the number of pulses (PGA_Teeth) output from the PGA during one turbine rotation, and the transfer Transfer Driver Gear Set the data corresponding to the number of pulses (PGB_Teeth) output from the PGB at each rotation.

The second function key F2 sets a parameter for providing a turbine profile corresponding to ND / DR, UP-Shift, and DOWN-Shift of the vehicle, and stores a setting parameter in the turbine speed profile storage 115. do.

The setting parameter may be set to Shrink-Back Time in msec units, to set slope slope 1 (Slop1) of Nt profile in RPM / 8 msec unit, or to set slope slope 2 (Slop2) of Nt profile in RPM / 8 msec unit. , Set the run-up amount in RPM unit, or set the rising slope of the Nt profile in RPM / 8msec unit when run-up occurs, or msec the time between interlocking after the Shrink-Back. It is set in units, the interlock generation degree is set in RPM units, the interlock holding time is set in msec units, or the run-down amount is set in RPM units.

Meanwhile, the third function key F3 sets main data among CAN communication data transmitted from the ECU or the TCS of the vehicle. The main data is data relating to engine torque. In addition, the third function key F3 sets the acceleration / deceleration rate of No (output speed of the transmission) in the auto-mode of the vehicle and the degree of synchronization deviation when the synchronization is completed. The setting data of the third function key F3 is stored in the running setup storage 117.

That is, the third function key F3 sets the increase or decrease rate of No in RPM / sec when the output speed No of the transmission is selected in the auto mode, or sets the synchronous shift degree after the shift is completed. TCU and TCS are necessary values to set the maximum torque information of the engine transmitted from the ECU to the TCU using CAN communication, or to set the TQI_ACCOR value transmitted from the ECU to the TCU using CAN communication. Torque Intervention is set as a percentage of the engine's maximum torque, or the torque loss (Frictional Loss Torque) transmitted from the ECU to the TCU using CAN communication as a percentage of the engine's maximum torque. Set it.

In addition, the fourth function key F4 is for repeatedly testing a specific test point. The fourth function key F4 stores a respective operating point for each operating situation of the transmission and selects a plurality of operating points to start a simulation corresponding to the operating point. Let's do it. The operating point is set for each specific environment by using key input values of the knob key setting unit 111 including the transmission speed (No), engine speed (Ne), throttle position (TPS), oil temperature (OTS), and the like of the transmission. One data. The fourth function key F4 sets such a transition time between operating points, that is, driving time for each operating point, in msec units.

Hereinafter, the operation of the present invention will be described.

First, the administrator sets the parameters for operating the automatic transmission simulator according to the present invention. This enters the corresponding mode by operating any one of the first function key F1 to the fourth function key F4. As the operation of the function key is recognized by the system operating unit 101, the system operating unit 101 displays a setting value corresponding to the corresponding mode on the display panel 121 through the output module 103.

The setpoints are displayed with the setpoints specified in the previous state, and the administrator modifies or maintains these settings or enters new ones. First, the manager operates the first function key F1 to input kinematic data for each vehicle type. The manager sets the gear ratio of the vehicle model to be provided to the display panel 121. This sets the gear ratio of the first to fifth gears of the test vehicle and sets the ratio between the RPM of the engine and the speed of the vehicle. Then, the number of pulses output from the PGA during one revolution of the turbine and the number of pulses output from the PGB during one revolution of the transfer driver gear are set.

As such, when the input to the first function key F1 is completed, the manager sets the Nt, that is, the turbine speed profile by operating the second function key F2. The data setting of the second function key F2 provides a simulation for outputting the engine speed Ne and the turbine speed Nt. The simulation results are provided as graphed information in response to the turbine speed profile set by the second function key F2, as shown in FIG. The system operating unit 101 calculates an engine speed Ne and a turbine speed Nt according to the turbine speed profile.

The system operation unit 101 calculates an engine speed Ne and a turbine speed Nt according to the turbine speed profile, output values for ND and NR control, output values for UP-Shift control, and down-shift. Each output value is provided during control. First, the outputs of Ne and Nt for each shift in ND and NR control are as follows.

First, the engine speed NepPM and the turbine speed NtAlPM are equal in the N state or P state, and the engine speed Ne is not changed even when ND or NR starts, but the value is changed until the ND or NR control ends. Keep it. Of course, the engine speed may be adjusted using the Ne knob of the knob key setting unit 111.

After that, the administrator sets the Shrink-Back Time in msec, sets the change times of Slop1 and Slop1, and Slop2 in RPM / 8 msec. Here, the Shrink-Back section is set to a Run-Up section in which there is no change in the turbine speed Nt or the turbine speed Nt rises. The system operating unit 101 is shown as in FIG. 2 through the display panel 121 based on the set values of the turbine profile stored in the turbine speed profile storage 115.

As shown, the run-up in the Shrink-Back section is a phenomenon in which Nt rises abnormally at the beginning of the shift, and can be changed by setting the runup amount (RunUp RPM) and the slope of the Nt profile when the run-up occurs. In addition, the run-down phenomenon formed at the end of the graph shows that when the control is completed, Nt does not maintain the "gear ratio x output speed (No) of the target shift stage" and returns to Nt of the initial shift stage, and then resumes normal shift completion state. It is a phenomenon of returning to. This is a phenomenon in which the synchronization is shifted again in the shift synchronism state temporarily and then resynchronized. After the system operation unit 101 receives the run-down amount in RPM units through the second function key F2, This is accomplished by modifying the profile information previously stored in the turbine speed profile storage 115. Ⓐ in the figure shows a reference slip RPM used when implementing general shift control.

As a result, the engine speed Ne and the turbine speed Nt are shown as graphs in the ND and NR states, and this graph is used as a simulation of the vehicle engine. On the other hand, when the gear shift state of the vehicle enters the Up-Shift state, the engine speed Ne is slipped when the ND and NR control is completed while the shift is completed before the shift is started. It is determined to maintain Slip (Ne-Nt)). This means that the engine speed Ne is added to the turbine speed Nt and the reference slip is summed up, that is, 'Ne = Nt + reference slip'.

Of course, the slip amount may be set by operating the Ne key of the knob key setting unit 111. Therefore, if the Ne knob is adjusted during shifting, the slip (Ne-Nt) amount can also be adjusted. Therefore, it is set to 'Ne = Nt + reference slip + Ne (Slip) adjustment amount'.

As shown in FIG. 3, the profile of Nt is the same as in the previous state, that is, the ND and NR control states, and shows a change in slip amount. The slip amount is calculated as the sum of the reference slip set at the end of ND and the amount added or subtracted by the Ne knob through the calculator 119. Meanwhile, the simulation of the engine speed Ne and the turbine speed Nt in the down-shift state is as follows.

First, the profile of the engine speed Ne is the same as in the case of the up-shift, and the profile of the turbine speed Nt during the shift is basically a Shrink-Back section with no change in RPM and the diameter of Slop 1 It consists of Slop 1 section which follows "gear ratio x output speed No of target shift stage", and Slop 2 section which follows "gear ratio x output speed No of target shift stage" by the slope of Slop 2. Such a profile is achieved by inputting two specificity profiles of inter-lock and run-up using the second function key F2.

The inter-lock is a phenomenon in which the turbine speed (Nt) profile in the down-shift does not follow the "gear ratio x output speed (No) of the target shift stage" and falters in the middle. (Inter-Lock) starting point, interlock RPM, and interlock holding time (the time from the start of the interlock until the turbine speed (Nt) starts to follow the gear ratio x output speed (No) of the target shift stage). Implemented by setting three parameters.

This is because the run-up in the down-shift does not maintain its state when the turbine speed Nt reaches the " gear ratio x output speed No of the target shift stage " as shown in FIG. It continues to rise for a certain amount of time and then returns to the normal gear ratio × output speed (No). The two parameters correspond to the size of the run-up and the slope of the profile rising slope of the turbine speed (Nt) when a run-up occurs. Is implemented by setting

On the other hand, the simulation according to the present invention outputs the vehicle speed (Vss), which is set by the first function key (F1) the final gear ratio of the vehicle previously stored in the vehicle-specific data storage unit (NotoVss Ratio: Calculated based on Final Gear Ratio and Output Speed (No). In order to calculate the speed Vss of the vehicle, the system operating unit 101 calculates the current output speed No x final gear ratio through the calculating unit 119. Here, the system operating unit 101 considers a variable such as a wheel diameter of the vehicle based on the vehicle-specific kinematic data input from the first function key F1.

In addition, the simulation according to the present invention outputs a torque of the engine, which is achieved by initially inputting torque performance information of the engine to be output. The torque TQI of the engine is calculated by the ECU and transmitted to the TCU using CAN communication. Therefore, the simulator calculates engine torque to be similar to actual vehicle conditions. The system operation unit 101 refers to an engine speed Ne RPM, TPS information, and engine torque table previously stored in the data storage unit 113 for each vehicle type. The engine torque table is table information based on experimental data. Thereafter, the system operation unit 101 is provided with a calculation result for the output value for each vehicle model based on the Ne value (RPM) × TPS value (%) × engine torque table through the calculation unit 119. The system operating unit 101 provides the calculation result to the display panel 121.

As described above, the automatic transmission simulator according to the present invention has a knob key setting unit for inputting the state of the main functions of the transmission, and sets the running setup information including setting the vehicle-specific kinematic data and setting up the turbine profile. Each function key for the vehicle is implemented, and a control device for performing a simulation of the vehicle transmission in response to the key input signal of the function key and the knob key setting unit is implemented. By providing a virtual experiment of the vehicle transmission can be made more precise. This has the additional effect of improving the reliability of the test data to improve the quality of the product.

While the invention has been shown and described with respect to specific preferred embodiments thereof, the invention is not limited to the embodiments described above, and is commonly used in the art to which the invention pertains without departing from the spirit of the invention as claimed in the claims. Anyone with knowledge will be able to make various variations.

Claims (7)

In the simulation apparatus of the vehicle transmission, A knob key setting unit for setting an operation environment of a transmission, a function key setting unit for setting an initial setting value for a vehicle type engine, a turbine profile for each shift, and communication data; A key scan control unit for scanning the switching signal input from the knob key setting unit and the function key setting unit and converting the switching signal into predetermined prescribed data, and setting the kinematic data for each vehicle type as initial input data for simulation of the vehicle transmission; And a data input device for inputting profile information of the turbine speed and data setting according to CAN communication of the vehicle; A control device for calculating and displaying the turbine speed (Nt), engine speed (Ne), vehicle speed (Vss) and engine torque (Torque) of the vehicle transmission based on the setting information input from the data input device. Gearbox simulator. delete The apparatus of claim 1, wherein the control device comprises: a vehicle type data storage unit for storing kinematic data for each vehicle type according to an input value of the function key setting unit; A turbine speed profile storage unit for storing the rotational speed Nt of the turbine as linear data for each shift state of the vehicle, that is, ND, NR, Up-Shift, and Down-Shift; A running setup storage unit for storing information on acceleration and deceleration rate of the transmission output speed No and synchronization change during can communication; An arithmetic unit configured to store an arithmetic algorithm for calculating a turbine speed Nt, an engine speed Ne, a vehicle speed VSS, and an engine torque of the transmission based on the setting information of the knob key setting unit and the function key setting unit; ; In response to the key signal provided from the scan control unit, the vehicle-specific data storage unit sets the vehicle-specific kinematic data, the turbine speed profile storage unit to set the parameters for the turbine speed per shift, the running setup storage unit according to the can communication The acceleration and deceleration rate for the main data and the output speed are set, and the arithmetic algorithm of the operation unit is started based on the kinematic data for each vehicle type, the parameter for the turbine speed and the acceleration and deceleration rate for the output speed, and the engine speed and vehicle speed of the vehicle. And a system operating unit for simulating engine output; And an output module connected to an output port of the system operation unit and configured to provide the simulation result to a display panel. According to claim 1, wherein the knob key setting unit No terminal for setting the output speed of the transmission within 0 ~ 9207 RPM, Nt terminal for setting the turbine speed within 0 ~ 9207 RPM, engine speed setting within 0 ~ 9207 RPM Ne terminal for setting, TPS terminal for setting the throttle position within 12.5 ~ 96.0%, VSS terminal for setting the running speed of the vehicle within the range of 0 ~ 255Km / h, Torque terminal for setting the torque of the engine, 0 TIL terminal for setting the torque level of the vehicle within the range of ~ 100%, OTS terminal for setting the oil temperature within the range of -40 ℃ to 215 ℃, and Inhi-SW for setting the shift state of the vehicle. Inhibitor Switch) terminal, Sports-SW terminal for setting the neutral state of the vehicle, Mode-SW terminal for selecting the driving mode of the vehicle, such as Hold, Normal, Sports, and RPM of the engine according to the slope state of the road surface Slip-rpm And a brake SW terminal for setting a brake switch operating state of the vehicle and a Cooler SW terminal for setting an air conditioner operating state of the vehicle. The method of claim 1, wherein the function key setting unit comprises: a first function key F1 for vehicle type setting for detecting an operating state of an engine for each vehicle type, and a profile setting agent for a turbine operating point corresponding to an engine load; 2 Function key (F2), second function key (F3) for data setting for CAN communication of CAN or TCS and synchronization setting of communication data according to can communication, and the knob key And a fourth function key (F4) for storing a data setting change for each function key and an operation point corresponding to each setting data and controlling the output thereof. The method according to claim 5, wherein the first function key F1 is a reverse gear ratio of a vehicle by a vehicle type, a first gear ratio of a vehicle by a vehicle type, a second gear ratio of a vehicle by a vehicle type, and a second gear ratio of a vehicle by a vehicle type. 3rd GearRatio, 4th GearRatio of vehicle by vehicle type, NotoVSS Ratio of output speed (No-RPM) and vehicle speed (VSS-Km / h) of selected vehicle, 1 turbine Setting data corresponding to the number of pulses PGA_Teeth output from the PGA at the time and the number of pulses PGB_Teeth output from the PGB during one rotation of the transfer driver gear; The second function key F2 sets a parameter for providing a turbine profile corresponding to ND / DR, UP-Shift, DOWN-Shift of the vehicle; The third function key F3 sets CAN communication data transmitted from the ECU or the TCS of the vehicle, and the third function key F3 is set to No in the auto-mode of the vehicle. The acceleration / deceleration rate of the output speed) and the degree of deviation of the synchronization when the synchronization is completed; The fourth function key F4 is for repeatedly testing a specific test point. The fourth function key F4 stores a respective operating point for each operating state of the transmission, selects a plurality of operating points, and starts a simulation corresponding to the operating point. And a driving time for each operating point corresponding to a transition time between each operating point in msec units. The method of claim 6, wherein the setting parameter is to set the Shrink-Back Time in msec unit, set the slope slope 1 (Slop1) of the Nt profile in RPM / 8 msec units, or set the slope slope 2 (Slop2) of the Nt profile RPM When setting in / 8msec unit, setting run-up amount in RPM unit, setting up slope of Nt profile in RPM / 8msec unit when run-up occurs, or when inter-lock occurs after Shrink-Back Simulator of the automatic transmission, characterized in that the time to set in msec unit, the interlock generation degree in RPM unit, the interlock holding time in msec unit, or set the run-down amount in RPM unit .

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