KR100376152B1 - Simulation method for estimating a performance of automatic transmission automobile - Google Patents

Abstract

According to the present invention, when various data related to the engine, torque converter, shift diagram, planetary gear, multi-plate clutch, multi-plate brake, clutch working pressure, travel resistance, tire, and specifications of the vehicle are inputted to the computer, simulation is performed to monitor or printer. A method for causing a furnace to output a result, the method comprising: a constant speed driving mode for calculating fuel economy while a vehicle speed is kept constant; A city driving mode for calculating fuel economy in a city driving state according to a set course; An oscillation acceleration driving mode that releases the brake pedal at idle or stall of the engine and calculates the performance when the accelerator pedal is fully pressed in the shortest time; Overtaking acceleration driving mode for calculating the performance when the accelerator pedal is fully pressed within the shortest time while maintaining a constant speed in a certain stage; A driving performance curve mode for calculating the overall performance of the vehicle such as driving force, running resistance, and engine speed; And a stall speed calculation mode that calculates a maximum speed of the engine that can be obtained when the turbine of the torque converter is stopped. Thus, the main parts of the vehicle including the shifting performance prior to the actual vehicle experiment in the automatic transmission development process. Judging performance can shorten development time and reduce development costs.

Description

Simulation method for estimating a performance of automatic transmission automobile

The present invention relates to a simulation method for predicting the performance of an automatic transmission vehicle, and more particularly, to reduce the development period and reduce the development cost by determining the main performance of the vehicle including the shifting performance before the actual vehicle experiment in the automatic transmission development process. The present invention relates to a simulation method for predicting performance of an automatic transmission vehicle.

In general, a lot of manpower and equipment are invested in developing an automatic transmission, which is one of the main functional parts of a vehicle. Even if the design of the automatic transmission is completed, the prototype is manufactured and mounted on the vehicle to inspect the transmission performance along with the overall power performance of the vehicle, and the design change is repeated several times to compensate for the problem.

In addition, important information collected during the development process is not properly managed, so if the developer retires or resumes after the development is suspended, the same trial and error may be repeated.

Therefore, in the trend of generalization of CAD and CAM during development and mass production, it is necessary to evaluate performance before actual machining and to database such information.

SUMMARY OF THE INVENTION The present invention focuses on the above points, and the simulation for predicting the performance of an automatic transmission vehicle that shortens the development period and reduces the development cost by determining the main performance of the vehicle including the shifting performance before the actual vehicle experiment in the automatic transmission development process. Its purpose is to provide a method.

1 is a block diagram showing input and output parameters of a program for simulation according to the present invention;

2 is a flowchart illustrating a process of a cruise control mode according to the present invention;

3 is a flowchart illustrating a process of a city driving mode according to the present invention;

4 is a circuit diagram showing a process of acceleration driving mode according to the present invention;

5 to 9 are screen state diagrams for performing various inputs according to the present invention;

10 to 15 are screen state diagrams showing simulation results according to the present invention.

In order to achieve the above object, the present invention simulates when various data related to engine, torque converter, shift diagram, planetary gear, multi-plate clutch, multi-plate brake, clutch working pressure, running resistance, tire, and specifications of the vehicle are input to the computer. A method of outputting a result to a monitor or a printer by performing the following steps, the method comprising: a constant speed driving mode for calculating fuel economy while a vehicle speed is kept constant; A city driving mode for calculating fuel economy in a city driving state according to a set course; An oscillation acceleration driving mode that releases the brake pedal at idle or stall of the engine and calculates the performance when the accelerator pedal is fully pressed in the shortest time; Overtaking acceleration driving mode for calculating the performance when the accelerator pedal is fully pressed within the shortest time while maintaining a constant speed in a certain stage; A driving performance curve mode for calculating the overall performance of the vehicle such as driving force, running resistance, and engine speed; And a stall speed calculation mode for calculating a maximum speed of the engine that can be obtained when the turbine of the torque converter is stopped.

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

In the present invention, various graphs are used to analyze the results of preprocessors and results that help data input to solver routines that perform various simulations so that designers do not have to know the inside of the program. We added a post processor to show the powertrain analysis and basic design with this program alone.

The program, developed to analyze the overall power performance of vehicles equipped with automatic transmission models, is called "Vehicle Powertrain Simulation 1.5". The program has a built-in "Hangul" familiar to the average user, and includes a pull-down menu using a Graphical User Interface (GUI) and a user interface that can be operated with a mouse. The language used for development is Visual C ++ 5.0, which uses Cubic Spline to interpolate data and Runge Kutta 4th to calculate differential equations.

MS Windows 95 or higher is required for this program. The PC used is 586 class for color monitor, but 486 class is also available. If only a mouse driver is installed, it supports all mice, but does not directly support graph output.

It also includes hardware error and computational error handling routines and help is available. However, if the simulation is performed without inputting data, divided by zero error may occur during the operation. Therefore, it is recommended to substitute and execute all input data. Hardware errors include "when there is not enough hard disk space ...", and "calculate fuel economy when driving at speeds of 300".

The installation method automatically installs the diskette by inserting it into the a: drive and running "install". When installing the password, enter the serial number of the diskette. Note that the password will not be installed if the password is incorrect more than 3 times. When you run "install", it will ask for the installation directory and provide the name of the directory you want to install. Make sure you have enough space on your hard disk before installing.

This program supports 256 colors and if you look at the specific file configuration, 4hp_tm.exe: executable, * .fnt: font file, * .hlp: help file, * .bmp: background file, * .vps: data file, * .eng: engine data file, * .tcv: torque converter data file, * .out: result output file.

1 is a block diagram showing input and output parameters of a program for simulation according to the present invention.

The guidance ST10 is configured to provide additional services such as a calculator and a calendar, and the data input ST20 is configured to input previously generated data through simulation or actual experiment. The new file initializes all data in the * .vps file to zero. The data modification ST30 is configured to perform an input through the screen or to modify the input data, and the simulation ST40 is configured to calculate using the input data and output the result.

As shown in Table 1 and Table 2, design variables that can be changed immediately and the resulting graphs are diversified to analyze the effects of changes in design variables on vehicle performance.

5 to 9 are screen state diagrams for performing various inputs according to the present invention.

Commonly applicable variables can be selected by keyboard or mouse. Variables are saved immediately by pressing the [Save] button after input. To escape, press the ESC key or click the box at the top of the window with your mouse. In some cases, you can press the button to show graphs or related information. The following describes the main input process step by step.

Changeable Design Variables Menu item Input variables engine Engine model name, output torque, fuel consumption rate (by throttle opening, engine RPM) Torque converter Torque Converter Model Performance Curve Capacity Factor, Torque Ratio (by Speed Ratio) Inertia of Engine Pump, Inertia of Turbine Shift leading Upshift line, Downshift line 12, 23, 34, Lock up area selection Planetary gears Number of all gear teeth, reduction ratio for each speed stage, efficiency longitudinal reduction ratio Equivalent Inertia for each speed stage, Inertia for each gear Multi-plate Clutch Disk inner diameter, number of outer diameter disk, piston area return spring tension, static friction coefficient of disk, dynamic friction coefficient manual friction coefficient Clutch working pressure Clutch, brake working pressure and line pressure Running resistance Road slope, friction coefficient of road, rolling resistance, air resistance coefficient tire Tire Inertia, Co-Radius Radius Pacejka Tire Data Specification of the vehicle Test vehicle name Description Vehicle front projection area, full width, position tolerance weight in the center of the vehicle weight, test weight

Results item provided Simulation type ▶ Results provided by default Constant speed Fuel economy of the vehicle under given conditions (km / l) City mode ▶ Fuel efficiency for city mode driving (km / l) Oscillating Acceleration ▶ 0100 km / h arrival time ▶ 200 m, 400 m arrival time ▶ Maximum speed arrival time ▶ Fuel consumption during driving ▶ Time vs engine RPM graph ▶ Time vs engine torque graph ▶ Time vs pump torque graph ▶ Time vs turbine RPM graph ▶ Time vs Turbine Torque Graph ▶ Time vs Drive Shaft RPM Graph ▶ Time vs Drive Shaft Torque Graph ▶ Time vs Vehicle Speed Graph ▶ Time vs Vehicle Acceleration Graph ▶ Time vs Driving Resistance Graph ▶ Time vs Driving Force Graph ▶ Time vs Driving Distance Graph ▶ Vehicle Speed vs Driving Force Running Resistance Graph of time vs. engine, turbine, drive shaft RPM and drive shaft torque Overtaking acceleration ▶ Same as oscillation acceleration result Driving performance curve ▶ Running performance graph showing speed vs. engine RPM, driving force, and driving resistance for each stage ▶ Maximum speed for each stage Stall RPM Calculation Stall speed of engine and torque converter

Item (1) Engine File Reading

This feature is intended to save you the trouble of having to enter the engine data each time you swap engines and analyze their performance. That is, only the engine's data can be created as a data file, which can be loaded from this menu. The engine data file has the extension eng. When the engine is replaced, the inertia of the engine and the pump must be replaced with the correct value in the "Content modification" section of the "Torque converter" menu. If you select a file other than the engine data file, an error message is sent.

(2) Output torque data input: see FIG.

Input the engine output torque by throttle opening and engine RPM. The horizontal line at the top is the amount of throttle opening and can be input by the user. However, input may be made from a small opening amount to a large opening amount, and the intervals may not be equal intervals. You can leave the empty space after entering. The leftmost vertical line is the RPM of the engine and can be input by the user. However, when inputting, input small RPM to large RPM, and the interval may not be equal intervals. You can leave the empty space after entering. The model name of the engine is needed for efficient management of the data. You can enter both English and Korean.

Pressing the "Performance Curve" button shows the input engine's performance curve, and pressing the "Related Information" button on the performance curve shows the maximum torque and maximum output.

(3) fuel consumption data input

Enter the engine fuel consumption by throttle opening and engine RPM. For convenience of input, the throttle opening amount and engine RPM, which are used as reference points for the engine torque input, are handled internally separately from the values used as reference values for the fuel consumption rate input. Therefore, it is not necessary to match the engine RPM with the throttle opening amount of the two parts. Input unit is liter / hour and the engine's idling RPM, idling fuel economy must be entered.

The output torque and fuel consumption data thus input are stored in a file. Enter a file name of your choice and it will be given the extension eng. If there is a duplicate of an existing file name, a message is displayed to confirm that it is not overwritten.

(4) Torque converter data input: see FIG.

Model name of torque converter can be entered, and speed ratio, capacity factor (Cfactor) and torque ratio of performance curve are inputted. At this time, the speed ratio should be inputted from the experimental data, and it is not necessary to make the interval of the speed ratio constant. For example, if the speed ratio of a given data is 0.001, 0.098, 0.3, 0.76, ..., enter the smaller values first. In addition, the maximum number of inputs is 16. If the number of data is less than this, you only need to input the data you have and leave the rest to 0.0.

"Inertia of Engine + Pump" is a value that includes the rotational inertia of all components and fluids connected to the crankshaft of the engine and is in kg × m². "Inertia of Turbine" is a value that includes all components and fluid inertia connected to the turbine shaft. Press the "Performance Curve" button or click the mouse to check the entered torque converter performance curve. If you press "Save Converter File", only data from the torque converter can be created. The extension is fixed at tcv. The "Read torque converter file" function can load the data of the previously entered torque converter. Note that the inertia value should be changed when the torque converter is replaced.

(5) Shift diagram data input: see FIG.

The shift pattern is divided into an upshift and a downshift.

In the upshift, the shift diagram is inputted for each vehicle speed and throttle opening. At this time, up to 12 points can be set per shifting process. If input is possible within 12, the remaining points should be entered exactly as the value of the previous point. You can also specify the area where the lockup is to be set. Pressing the "Upshift Diagram" button or clicking with the mouse shows the shift diagram. You can check if it is properly input. If the shift diagram continues to the origin again, the point left after input is left as it is. The remaining points must be input with the same value as the last point.

Even in downshift, the input method is the same as in upshift. Pressing the "Up + Downshift Diagram" button displays the upshift diagram and the downshift diagram as a graph.

The "Save Transmission Diagram File" function can only make a data file of the data of the transmission diagram. The extension is fixed to sht. The "shift diagram" function can load the previously entered shift diagram data.

In general, only the upshift diagram in the case of Wide Open is used. In this case, the downshift diagram should be entered in the same way. Since the program operates with both upshift and downshift information, both must be entered.

Note that even in the case of acceleration driving, both upshift and downshift information are required in the program.

(6) Planetary gear data input: see FIG.

Enter Inertia for each gear and Equivalent Inertia measured by Dynamo for each speed stage. In this case, the reference axis in the case of equivalent inertia is a drive shaft (part connected to the tire). Care should be taken as this is not the output shaft of the engine. Equivalent Inertia does not have a constant trend for each speed stage, but it is proportional to the square of reduction ratio in the drive shaft [1]. Therefore, the first stage is the largest, the fourth stage is the smallest. In terms of the output shaft of the engine, on the contrary, the fourth stage is the largest and the first stage is the smallest. Enter the number of gear teeth, the reduction ratio for each speed stage, the efficiency for each speed stage, and the longitudinal reduction ratio. The input unit is kg × m².

(7) Multiple plate clutch, Multiple plate brake data input

Enter the inner diameter, outer diameter, number of disks, piston area, return spring tension, and number of return springs for each clutch, and enter the static friction coefficient, dynamic friction coefficient, and reference speed to use the dynamic friction coefficient. The diameter of the disc must be larger than the inner diameter. The dynamic friction reference speed refers to the relative speed at which the disc begins to use the static friction coefficient as the dynamic friction coefficient.

(8) Clutch working pressure data input: see FIG.

Input the pressure applied to the clutch when shifting. At the present stage of research, accurate modeling of the shifting process has not been carried out. Therefore, in order to analyze the overall power performance of the vehicle, the clutch is simplified to one value without changing the working pressure for each clutch as follows.

In the shifting process, when the two clutches are engaged, one clutch is changed and coupled for shifting the gear ratio. When one clutch is released and only the other one is connected, the driving power of the engine is not completely transmitted. When the new clutch is combined again and the two clutches are combined to achieve a fixed gear ratio, a transient torque phenomenon of the torque converter occurs. In order to describe this characteristic phenomenon while simplifying the shifting process, the working pressure of the clutch that transmits power from the engine is input in a constant pattern with respect to time, and the working pressure can be changed by the designer.

The working pressure generally has several modulation methods, but the tendency is almost similar and can be divided into the clutch stroke, accumulator stroke, and final pressure forming sections. Here, 12 points can be entered for time. The working pressure of the last point is inputted by the line pressure.

The shift section is a value used for shifting and usually uses the Accumulator Stroke section. In particular, the end time of the shift section setting is used as the minimum shift time. Press the "Clutch operating pressure graph" button to see the operating pressure diagram entered.

(9) Run resistance data input

Enter the slope of the road, the coefficient of friction for the road (0.9 for typical dry asphalt), the rolling resistance coefficient, and the air resistance coefficient. The unit of slope of the road is%.

(10) tire data entry

Enter the tire model name, inertia, dynamic radius and the coefficient used for the Paseca tire model. Where inertia enters the value of one tire. Enter the tire model name within 30 English characters or 15 Korean characters. When selecting a tire model, if you select Rigidity, you do not need to enter the Paseca coefficients.

The vertical force Fz acting on the tire is calculated and displayed automatically by entering the value in the "Vehicle Specifications" menu. Manual entry is not possible, where Fz is the magnitude acting on one of the drive wheels.

(11) input of vehicle data

Enter the center of gravity of the vehicle, front projection area of the vehicle, full width, height, tolerance weight, test weight and the name of the test vehicle. The vehicle name can be up to 30 English characters or 15 Korean characters. Korean-English conversion is done with (left shift + space bar). If you do not know the front projection area of the vehicle and do not enter an area, the program will calculate the approximate value using the full width and height.

The simulation result menu by inputting such data can be executed only when "Read file" or "Save file" is selected first.

2 is a flowchart illustrating a process of the cruise control mode according to the present invention.

The constant speed mode calculates fuel economy while the vehicle speed is kept constant. When the speed of the vehicle is kept constant, the acceleration of the vehicle becomes zero, so that the driving force Fx and the driving resistance Fr are equal. Assuming the throttle opening amount as shown in the city, find the throttle opening amount that satisfies the formula within the allowable error limit at a fixed speed. The amount of fuel consumed is then calculated from the fuel consumption diagram. However, in the case of constant speed driving, the speed ratio of the torque converter is assumed to be constant.

In this mode you can enter Inertia, tire model, speed and tolerance. The "Calculation Tolerance" can be increased a bit if the calculation fails. In constant speed driving, const.out result output file is created in the output directory. If you refer to this, you can see the change of the result related to driving force and driving resistance of the vehicle. (See FIG. 10)

3 is a flowchart illustrating a process of a city driving mode according to the present invention.

The LA-4 mode is designed to calculate the fuel efficiency of the actual vehicle, and calculates the amount of fuel consumed by driving the four-step course shown in Table 3. In general, the experiment is conducted in a chassis dynamometer. The rule of thumb is to follow the speed schedule set in the state of the gear (D) and use the brake when decelerating. Do not deviate more than 3.2 km / h.

In the simulation, we designed and implemented a PID controller with anti-wind up functions on the accelerator pedal and brake, respectively, so that the vehicle travels along the speed schedule. Here, the "anti wind up function" is used to set the upper and lower limits of the integral operating range. "PID controller" is a controller capable of three operations: proportional operation, integral operation, and derivative operation used in the instrumentation controller. Thus, PID with "anti wind up function" The controller " means a controller which prevents amplification of the integral value by performing proportional, integral and derivative operations while having a function of setting the upper and lower limits of the integral operation range at the time of error value integration.

LA4 mode step time distance driven Remarks Cold start early stage 505 seconds 5.78 km Cold boot Cold start stable phase 865 seconds 6.29 km Cold boot parking 9-11 minutes 0 km Off High temperature startup stage 505 seconds 5.78 km High temperature starting system 44 minutes 17.84 km

In general, the fuel economy characteristics of the shifting process are less significant than the overall driving fuel efficiency when driving for more than 10 minutes. Therefore, only the fuel economy calculation of the steady state is performed except for the analysis of the shifting process. First, compare the sign of error with the amount of throttle opening and set the braking force of the brake to 0, find the appropriate throttle opening amount, input it to the acceleration driving algorithm, and reduce the throttle opening amount when decelerating. At zero, the vehicle would follow the speed schedule using the proper braking force input. (See Figure 11)

Input data includes Inertia, tire model, allowable speed error, PID gain values for Throttle and Brake. In city-driving mode, the output file la4_mode.out is created in the output directory.

4 is a circuit diagram showing a process of acceleration driving mode according to the present invention.

The oscillation acceleration test accelerates the vehicle by stepping fully on the accelerator pedal in the shortest amount of time while releasing the brake pedal while the engine is idle or stalled. Calculate vehicle speed, acceleration, component speed and torque by the specified time. The concrete calculation algorithm is shown in the figure. This simulation can be used to calculate 0-100 km / h or 0-200m arrival time, which is an indicator of the vehicle's acceleration performance. (See Figure 12)

"Inertia input method selection" can be selected between the drive shaft equivalent inertia method and the individual inertia method. If you select "Use individual clutch", you should select "Inertia". "Tire Model Selection" is a choice between rigid and Paseca models. "Initial engine RPM" inputs idle RPM at idle start and stall RPM at stall start. "End time" determines how long the simulation will run. The 0-100 test is good for about 30 seconds, and you should enter 100 seconds or more to find the maximum speed. "Integral interval" is the time interval used in the calculation. If the integration interval is too large, the error becomes large, and in some cases, vibration may appear or diverge in the result. The recommended integral interval is 0.001 seconds for the "Pacejka Tire Model" and 0.02 seconds for the "Rigid Tire Model". If the integration interval is made small, the calculation takes a long time. In "Throttle opening", enter the amount of throttle opening you want. After the simulation, the following results are provided.

"0-100km / h Reach Time", "200m, 400m Reach Time" "Maximum Speed Reach Time to End Time", "Quantity Consumed while Driving" and 14 Graphs for Overall Performance of Vehicle . You can select it with the keyboard or click on it with the mouse. It did not provide the ability to save graphs. If you save the graph, you can save it using the capture program for Windows. Typical shareware programs include paintshop pro.

In the oscillation acceleration simulation, a report file is created as a * .SRT file. Acceleration drive simulation includes engine related parts (engine.out), torque converter related parts (tconvert.out), planetary gear related parts (planetry.out), travel resistance related parts (resist.out), and subordinate reduction gear related parts (final). -g.out), produces the output file of the vehicle speed related section (vehicle.out). Graphs not provided by the VPS can be created using the built-in graph wizard or other graph package, Excel or Matlab using the output file (* .out).

In the overtaking acceleration mode, the vehicle is accelerated by completely depressing the accelerator pedal within the shortest time while maintaining a constant speed at a predetermined stage. The algorithm is the same as the above-described oscillation acceleration mode, and the "initial vehicle speed" is the constant speed before acceleration. Just enter the speed. In this case too, the vehicle speed, acceleration, component speed and torque are calculated. Especially in the case of overtaking acceleration, it is important to know the initial conditions. The initial condition was implemented by inputting the initial speed of the vehicle into the constant speed driving algorithm, calculating the necessary initial conditions such as the throttle opening amount, the engine speed, and the turbine speed of the torque converter, and then inputting it to the oscillation acceleration driving algorithm. . (See FIG. 13)

If the initial speed is low, the tolerance should be increased. In the overtaking acceleration simulation, a report file is created as a * .PRT file.

Although not shown in the city, the driving performance curve is a good indicator for analyzing the overall power performance of a vehicle. This shows the driving force of the vehicle, the engine speed and the driving resistance for each slope. Here, when the intersection of the driving force and the driving resistance curve of the vehicle is shown, it is possible to know the most advantageous in terms of driving force when shifting at the maximum speed and at which speed of each stage of the vehicle at a corresponding slope. The algorithm that implements the driving performance curve uses the oscillation acceleration algorithm. Instead of shifting by the shift diagram, the driving force and the driving resistance are calculated at each stage up to the engine's maximum speed (6000 rpm) in the stall state. (See Figure 14)

The "integral interval" should be small if vibrations appear in the results (recommended: 0.02 seconds). You must enter the maximum RPM of the engine. The program performs simulation up to this RPM. If you press the "Related Information" button on the graph screen, it will tell you the maximum speed for each stage. The driving performance curve produces perform1.out, perform2.out, perform3.out, and perform4.out.

Although not shown, the stalled rpm is the maximum engine speed that can be achieved with the turbine of the torque converter stationary, which is used to get the maximum torque when the vehicle with automatic transmission starts. In general, the power performance test in the field can be divided into the case of oscillation in stall state and the case of oscillation in idle state. Therefore, the stall speed used in the oscillation acceleration algorithm or the driving performance curve can be calculated as follows.

First, the engine's speed continues to rise by stepping on the accelerator pedal while the brake is on, and the engine's acceleration is zero because the engine's acceleration is zero. Torque becomes equal.

The output torque of the engine is a function of the engine speed, and the input torque (pump torque) of the torque converter is determined by the capacity factor and the pump speed (= engine speed), so that the engine speed satisfying the above expression can be calculated.

Calculate the stall speed of the currently entered engine and torque converter. It is designed to be used when oscillation in stall state in oscillation acceleration simulation. Where _E represents the moment of inertia of the engine, ω _E represents the Angular Velocity of Engine, and T _E represents the Torque of Engine. Where T _p represents the Torque of Pump, C _F represents the Capacity Factor, and R _S represents the stalled rpm.

According to the above configuration and operation, the present invention has the effect of shortening the development period and reducing the development cost by determining the main performance of the vehicle including the shifting performance before the actual vehicle experiment in the automatic transmission development process.

Claims (4)

When various data related to the engine, torque converter, shift diagram, planetary gear, multi-plate clutch, multi-plate brake, clutch working pressure, travel resistance, tire, and specifications of the vehicle are inputted to the computer, simulation is performed and the result is displayed on a monitor or a printer. In the way to make the output: A constant speed driving mode for calculating fuel economy while the speed of the vehicle is kept constant; A city driving mode for calculating fuel economy in a city driving state according to a set course; An oscillation acceleration driving mode that releases the brake pedal at idle or stall of the engine and simultaneously calculates the vehicle speed, vehicle acceleration, and speed and torque of the vehicle components up to a specified time when the accelerator pedal is fully depressed in the shortest time; An overtaking acceleration driving mode that calculates the vehicle speed, the vehicle acceleration, and the speed and torque of the vehicle components up to a specified time when the accelerator pedal is fully depressed within the shortest time while maintaining the constant speed in the constant stage; A driving performance curve mode for calculating driving force, driving resistance and engine speed for each stage of the vehicle; And And a stall speed calculation mode for calculating a maximum speed of the engine that can be obtained when the turbine of the torque converter is stopped. The method of claim 1, wherein the cruise control mode is Calculate the running resistance (Fr), determine the current speed stage, calculate the turbine speed of the torque converter, calculate the engine speed, calculate the engine output torque, calculate the driving force (Fx) of the vehicle, and then drive If the resistance (Fr) and the driving force (Fx) do not match, the throttle opening degree is corrected and then the process returns to the step of determining the current speed stage.If the driving resistance (Fr) and the driving force (Fx) match, the engine is operated at the current throttle opening. Simulation method for performance estimation of an automatic transmission vehicle, characterized in that for calculating the fuel consumption rate. The method of claim 1, wherein the city driving mode Using the predetermined reference vehicle speed, the PID brake control circuit and the PID throttle opening degree control circuit calculate the driving force of the vehicle and feed it back to the reference vehicle speed to generate a vehicle speed in which an error is corrected. Simulation method for The method of claim 1, wherein the oscillation acceleration mode is Enter the initial engine speed, search the current speed stage, and determine the engine output torque, fuel consumption rate, torque converter speed ratio, turbine torque, planetary gear module, running resistance, drive force, vehicle acceleration, vehicle speed, engine speed, and turbine speed. Calculate sequentially, search the current speed stage, determine whether it is the shifting process, adjust the clutch operating pressure or time variable, and then return to the engine output torque calculation process. Simulation method for