KR102461846B1 - Vehicle and method for controlling the same - Google Patents

Abstract

The vehicle of the present invention selects an EV (Electric Vehicle) mode or HEV (Hybrid Electric Vehicle) mode of the vehicle and an input unit that receives a destination input from an engine user who applies driving force to the wheels, and the distance to the input destination is determined in the EV mode. If it is greater than the driving distance of the engine, it includes a control unit for changing the amount of the critical required power (Demand Power) of the engine.

Description

Vehicle and method for controlling the same

The present invention relates to a vehicle for improving fuel efficiency and a method for controlling the same.

A vehicle is a machine that moves on a road by driving wheels.

These vehicles generate mechanical power by burning petroleum fuels such as gasoline and diesel, and use this mechanical power to drive internal combustion engine vehicles (general engine vehicles), and electricity to reduce fuel economy and harmful gas emissions. This includes eco-friendly vehicles that are driven by

Here, an eco-friendly vehicle includes a battery and a motor, which are rechargeable power supplies, rotates the motor with electricity accumulated in the battery, and drives the wheels using the rotation of the motor, and includes an engine, a battery, and a motor, and includes an engine, a battery and a motor. Includes hybrid vehicles and hydrogen fuel cell vehicles that run by controlling power and electric power of a motor.

A hybrid vehicle can be driven in an EV (Electric Vehicle) mode using only the power of the motor or in an HEV (Hybrid Electric Vehicle) mode using the power of the engine and the motor. Regenerative Braking is performed to charge the battery by recovering braking and inertia energy through the motor's power generation operation.

In the battery of the hybrid vehicle, the state of charge (SOC) is variably controlled by engine operation according to the driving state, but the driving state is not immediately reflected in the SOC control of the battery because the engine operation is flexible. Accordingly, the hybrid vehicle has many difficulties in controlling the state of charge (SOC) of the battery.

Accordingly, an improved plug-in hybrid vehicle is being developed. A plug-in hybrid electric vehicle (PHEV) is a vehicle that runs with the electric power of an externally charged battery, and runs by using the electric power of the internal combustion engine and the battery at the same time as in a conventional hybrid electric vehicle when the battery is discharged. .

As described above, since the plug-in hybrid vehicle uses a fuel such as gasoline and electric energy of a battery as a power source, the distance drivable with the remaining fuel and the drivable distance with the remaining battery amount are respectively calculated, and the two calculated drivable distances are added to the total driving distance. Calculate the possible distance.

In particular, a plug-in hybrid vehicle is a concept in which a plug-in hybrid vehicle is typically driven in an EV mode for a short distance (CD mode: Charge Depleting mode), and is converted to an HEV mode (CS mode: Charge Sustaining mode) at a higher distance. This is to keep the advantages of the existing gasoline driving, charge the battery during spare time, and use only the spare power, so that consumers do not feel any inconvenience.

In addition, the plug-in hybrid vehicle monitors the state of charge (SOC) when determining the driving mode, sets the mode conversion standard SOC and hysteresis, and then switches to the CD mode if the current SOC is higher than the mode conversion standard SOC. If the current SOC is less than the mode conversion standard SOC, the driving mode is set by reflecting the hysteresis after setting it to the CS mode.

However, the driving mode reflecting only the state of charge of the battery has disadvantages in terms of energy efficiency and fuel efficiency.

One aspect provides a vehicle for varying an operation mode of the vehicle according to a distance to a destination, and a method for controlling the same.

That is, the present invention provides a vehicle and a control method thereof for varying the amount of power required by an engine for improving fuel efficiency of the vehicle by comparing the distance to a destination and the EV mode possible distance of the vehicle.

A vehicle according to one aspect has an engine for applying a driving force to a wheel; an input unit for receiving an input from a user; and an EV (Electric Vehicle) mode or HEV (Hybrid Electric Vehicle) mode of the vehicle, and the input distance to the destination and a control unit configured to vary an amount of a critical demand power of the engine when is greater than the driving distance in the EV mode.

Also, the controller may lower the critical power required of the engine as the distance to the destination increases.

In addition, the input unit further receives a long-distance driving mode input from the user, and the control unit, when the user inputs a long-distance driving mode, and the input distance to the destination is greater than the driving distance in the EV mode, It is possible to vary the amount of critical demand power.

Also, when the user inputs the long-distance driving mode and the input distance to the destination is shorter than the driving distance in the EV mode, the control unit may set the critical required power amount of the engine to a maximum (Max).

Also, if the user does not input the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, the controller may recommend the user to select the long-distance driving mode.

In addition, when the user inputs a long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, the control unit may vary a critical demand power amount of the engine.

In addition, the controller may compare the distance to the destination by adding a preset error distance to the driving distance in the EV mode.

A vehicle control method according to another aspect includes: receiving a destination input from a user; and automatically selecting an Electric Vehicle (EV) mode or Hybrid Electric Vehicle (HEV) mode of the vehicle; In the vehicle control method comprising a, when the distance to the input destination is greater than the driving distance in the EV mode, varying the amount of the critical power demand (Demand Power) of the engine; may further include.

In addition, the greater the distance to the destination, the lower the critical power required of the engine.

In addition, receiving a long-distance driving mode input from the user; further comprising, when the user inputs the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, the critical power required of the engine (Demand Power) amount can be changed.

The method may further include a step of recommending to the user to select a long-distance driving mode when the user does not input the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode.

In addition, if the user inputs a long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, the critical amount of demand power of the engine may be varied.

In addition, a preset error distance may be added to the driving distance in the EV mode and compared with the distance to the destination.

The present invention may provide a vehicle that varies an operation mode of the vehicle according to a distance to a destination, and a method for controlling the same.

That is, it is possible to provide a vehicle and a control method thereof in which the required engine power amount for improving the fuel efficiency of the vehicle is varied by comparing the distance to the destination and the EV mode possible distance of the vehicle.

That is, by reflecting the user's intention and selectively driving the motor and the engine to drive, it is possible to maximize fuel efficiency improvement and minimize exhaust gas emission.

Therefore, the present invention can improve the marketability of HEV (Hybrid Electric Vehicle) and PHEV (Plug-in Hybrid Electric Vehicle) that can be driven by a motor according to the improvement of fuel efficiency of the vehicle, and further increase user satisfaction, and competitiveness can be secured.

In addition, the present invention can increase the charge amount of the battery by increasing the target state of charge of the battery in a section with high charging efficiency, and use a battery with a high charge in a city where congestion is frequent, but by lowering the target state of charge (SOC) of the battery Fuel economy can be improved by maximizing the distance and time driven by the motor in the city center and reducing power consumption for charging the battery rule.

1 is an exemplary view illustrating an exterior of a body of a vehicle according to an exemplary embodiment.
2 is an exemplary diagram illustrating an interior of a body of a vehicle according to an exemplary embodiment.
3 is an exemplary view of a chassis of a vehicle according to an exemplary embodiment.
4 is a control configuration diagram of a vehicle according to an exemplary embodiment.
FIG. 5 is a control configuration diagram of the battery manager shown in FIG. 4 .
6 is a graph of a battery charge state according to a distance to a destination according to an exemplary embodiment.
7 is a graph showing an amount of power required for an engine of a vehicle according to a vehicle mode according to an exemplary embodiment.
8 and 8B are flowcharts illustrating a vehicle control method according to an exemplary embodiment.

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

1 is an exemplary view of an exterior of a vehicle body according to an exemplary embodiment, FIG. 2 is an exemplary view of an interior of a vehicle body according to an exemplary embodiment, and FIG. 3 is an exemplary view of a chassis of a vehicle according to an exemplary embodiment.

The vehicle 100 of this embodiment is a plug-in hybrid electric vehicle (PHEV) including an engine, a battery, and a motor, and driving by controlling the mechanical power of the engine and the electric power of the motor.

The vehicle 100 according to the present embodiment includes a body having an exterior 110 and an interior 120 , and a chassis 140 in which mechanical devices necessary for driving are installed as the remaining parts except for the vehicle body.

1, the exterior 110 of the vehicle body includes a front panel 111, a bonnet 112, a roof panel 113, a rear panel 114, front and rear left and right doors 115, and front and rear left and right doors ( It includes a window glass 116 provided to be opened and closed in 115 .

In addition, the exterior of the vehicle body includes a pillar provided at the boundary between the window glass of the front, rear, left and right doors, a side mirror that provides the driver with a view of the rear of the vehicle 100, and a side mirror that provides a view of the rear of the vehicle 100 so that the surrounding information can be easily viewed while observing the front view and other It includes a lamp 117 that performs a signal and communication function for vehicles and pedestrians.

As shown in FIG. 2 , the interior 120 of the vehicle body includes a seat 121 on which an occupant sits, a dashboard 122, and a dashboard disposed on the dashboard and includes a tachometer, a speedometer, a coolant thermometer, a fuel gauge, and a direction change indicator. , high beam indicator, warning lamp, seat belt warning lamp, odometer, odometer, shift lever indicator, door open warning lamp, engine oil warning lamp, low fuel warning lamp, the instrument panel (ie cluster, 123), and the vent of the air conditioner and the center fascia 124 on which the control plate is disposed, the head unit 125 provided on the center fascia 124 and receiving operation commands of the audio device and the air conditioner, and the center fascia 124 provided with a start command and a starter 126 receiving input.

The vehicle 100 includes a shift lever provided on the center fascia 124 and receiving an operation position, and a parking button located in the vicinity of the shift lever or the head unit 125 and receiving an operation command of an electronic parking brake device (not shown). (EPB button) is further included.

The charang 100 may further include an input unit 127 for receiving operation commands for various functions.

The input unit 127 may be provided on the head unit 125 and the center fascia 124, and includes at least one physical button such as an operation on/off button for various functions, a button for changing setting values of various functions, and the like. can do.

The input unit 127 may further include a jog dial (not shown) or a touch pad (not shown) for inputting a cursor movement command and a selection command displayed on the display unit of the user interface 129 .

Here, the jog dial or the touch pad may be provided on a center fascia or the like.

The vehicle 100 may further include a display unit 128 that is provided in the head unit 125 and displays information about a function being performed in the vehicle and information input by a user.

The display unit 128 may display any one of an electric vehicle mode (ie, an EV mode) and a hybrid electric vehicle mode (ie, an HEV mode) that are the current driving mode of the vehicle.

The vehicle further includes a user interface 129 for user convenience.

The user interface 129 may display information about a function being performed and information input by a user.

The user interface 129 is provided as a touch screen in which the touch panel and the display panel are integrated, so that both the input function and the display function can be performed, and only the display function can be performed using only the display panel.

The chassis 140 of the vehicle is a frame that supports the vehicle bodies 110 and 120, and includes the wheels 141 disposed on the front, rear, left and right, respectively, and generates a driving force necessary for driving the vehicle, adjusts the generated driving force, and transfers the adjusted driving force back and forth. A power unit 142 to 149 for applying to the left and right wheels 141 , a steering device, a braking device for applying a braking force to the front and rear left and right wheels 141 , and a suspension device may be provided.

The vehicle 100 includes a steering wheel 151 of a steering device for adjusting the driving direction, a brake pedal 152 pressed by the user according to the user's will to brake, and a brake pedal 152 pressed by the user according to the user's will to accelerate. It may include an accelerator pedal 153 (see FIG. 2 ).

3 , the power device includes an engine 142 , a fuel device (not shown), a cooling device (not shown), a refueling device (not shown), a battery 143 , a motor 144 , and a generator 145 . ) and an inverter 146 , a clutch 147 , a transmission 148 , a final reduction and a differential device 149 , and may further include an actuator 147a for driving the clutch 147 .

The engine 142 generates mechanical power by burning petroleum fuel such as gasoline or diesel, and transmits the generated power to the clutch 147 .

The battery 143 generates power of a high-voltage current and supplies the generated power to the motor 144 , the generator 145 , and various electric devices in the vehicle.

The battery 143 is charged by receiving power supplied from the generator 145 .

The battery 143 may be managed by the battery manager 167 . The battery manager 167 will be described later.

The motor 144 generates a rotational force using the electric energy of the battery 143 and transmits the generated rotational force to the wheel to drive the wheel.

When the motor 144 is connected to the engine 142 by the clutch 147 , it transmits the rotational force of the engine 142 to the wheels together. Such a motor 144 may perform a function of absorbing an impact when the clutch is closed while performing a function of a conventional torque converter.

In addition, the motor 144 converts the electric energy of the battery 143 into mechanical energy for operating various electric devices provided in the vehicle.

The motor 144 may operate as a generator under energy regeneration conditions by braking, deceleration, or low-speed driving to charge the battery 143 .

The generator (HSG: Hybrid Starter Generator, 145) is a starter generator, which may be connected to the crankshaft of the engine 142, and operates as a starter motor when the engine 142 is started by interlocking with the crankshaft of the engine 142. , so that the battery 143 is charged by operating as a generator by the engine 142 when the wheels are not driven by the engine 142 .

That is, the generator 145 operates as a generator by the power transmitted through the engine 142 to charge the battery 143 .

In addition, the vehicle receives power from a charger disposed in a parking lot or charging station and charges the battery 143 using the supplied power.

The power unit of the vehicle further includes a power converter (not shown) that converts power generated by the generator 145 into chargeable power of the battery 143 and converts power of the battery 143 into driving power of the generator 145 . may include Such a power converter may include a converter.

The power converter may also perform a function of changing the direction and output of the current between the generator 145 and the battery 143 .

The inverter 146 converts power of the battery 143 into driving power of the motor 144 .

When outputting driving power of the motor 144 , the inverter 146 outputs driving power of the motor 144 based on a target vehicle speed according to a user command. Here, the driving power of the motor 144 may be a switching signal for outputting a current corresponding to the target vehicle speed and a switching signal for outputting a voltage corresponding to the target vehicle speed.

That is, the inverter 146 may include a plurality of switching elements.

The clutch 147 may be disposed between the engine 142 and the motor 144 .

This clutch 147 can be closed (closed or locked) when generating the driving force of the wheel using the engine 142 and the motor 144, and is an actuator when generating the driving force of the wheel using only the motor 144. A spring (not shown) may be opened while being pushed by hydraulic pressure generated by driving (HCA: Hydraulic Clutch Actuator).

That is, the clutch 147 may be in an open state or a closed state according to the driving mode of the vehicle.

More specifically, the clutch 147 may be opened when decelerating or low-speed driving by using the motor 144 and may be opened when braking is performed, and may be used for climbing, climbing, or climbing. It may be closed when performing accelerated driving and driving at a constant speed above a certain speed, or it may be closed when the battery is in protection mode.

The clutch 147 may be a normally closed type clutch that allows the engine 142 and the motor 144 to be connected when the power of the vehicle is turned off.

The transmission 148 transmits the rotational motion of the engine 142 and the motor 144 to the wheel 141 , or transmits the rotational motion of the motor 144 to the wheel 141 .

The transmission 148 may be a dual clutch transmission (DCT) in which a gear is operated using two clutches.

The transmission 148 automatically performs optimal torque conversion by allowing the gear to be automatically operated based on the vehicle's traveling speed.

The vehicle may further include a final reduction and differential gear (FD) provided between the transmission 148 and the wheel 141 .

The final reduction and differential device 149 includes a final reduction device and a differential.

Among them, the final reduction device converts the rotational speed (RPM) of the motor so that the driving speed of the vehicle reaches the target speed. That is, the final reduction device generates a driving force corresponding to the converted number of rotations of the motor and transmits the generated driving force to the left and right wheels 141 , respectively.

The final reduction device may also convert the input rotation speed of the motor at a certain ratio.

Here, the target speed may be a speed corresponding to the pressing of the accelerator pedal 153 or the brake pedal 152 .

This final reduction device includes a driving pinion and a ring gear, and reduces the rotational speed and changes the rotational direction to a right angle. That is, the final reduction device reduces the speed between the transmission 148 and the wheel 141 once again to increase the driving force and change the power transmission direction at the same time.

In this final reduction device, the driving pinion receives the rotational force of the propulsion shaft 148a and changes it to an angle close to a right angle while decelerating it and transmitting it to the differential device, and transmits the changed rotational force of the propulsion shaft to the rear axle, and increases the rotational force through the final deceleration make it

Differential gear rotates the left and right wheels at different speeds.

That is, the differential device adjusts the speed ratio of the transmission 148 to generate driving forces for the left and right wheels, respectively, and transmits the generated driving forces to the left and right wheels, respectively.

In the power unit of the vehicle of this embodiment, the engine 142 and the motor 144 are connected together to an axle 149a of the vehicle so that the engine 142 and the motor 144 can simultaneously drive the vehicle. make up the structure

When this vehicle is driven only by the motor 144 (EV mode), the clutch 147 is opened so that the motor 144 and the engine 142 are not mechanically connected, so that the rotation of the motor 144 is the transmission 148 . to be transmitted to At this time, the engine 142 may be driven off, and may be driven on when the battery is charged.

In addition, the vehicle closes the clutch when the engine 142 and the motor 144 operate together to drive (HEV mode) so that the rotational force of the engine 142 is added to the rotational force of the motor 144 and then transmitted to the transmission 148. do.

In addition, even when the vehicle is driven only by the engine 142 , since the engine must be connected to the axle, the clutch 147 is closed to rotate together with the motor 144 .

4 is a configuration diagram of a vehicle control according to an embodiment, and FIG. 5 is a configuration diagram of the battery manager 167 shown in FIG. 4 .

4 , the vehicle 100 includes a user interface 129 , a speed detection unit 161 , a navigation unit 162 , a first pressure detection unit 163 , a second pressure detection unit 164 , and a control unit 165 . , a storage unit 169 and a battery management unit 167 .

The user interface 129 receives operation information from a user and displays information on a mode being performed in the vehicle.

The user interface 129 may include an input unit 129a and a display unit 129b.

The input unit 129a receives destination information and an execution command of the route driving mode from the user, and receives a departure command and an arrival command. In this case, the route driving mode may include a long-distance driving mode or a short-distance driving mode.

The input unit 129a may also receive the names of the origin and destination.

The input unit for receiving such various information may be an input unit provided in the head unit 125 or an input unit provided in the center fascia.

The vehicle may further include a voice input unit (not shown) such as a microphone and a voice recognition unit (not shown).

Such a vehicle may receive the names of the departure point and the destination by voice through the voice input unit, and recognize the destination where the user wants to drive by recognizing the voice input through the voice recognition unit.

The display unit 129b guides where the destination of the vehicle is, displays the route driving mode, and displays guide information on the mode being performed.

The display unit 129b may display the name of the route in the route driving mode, and may also display information about route departure.

The display unit 129b may display an electric vehicle (EV) mode using only the power of the motor 144 and a hybrid electric vehicle (HEV) mode using the power of the engine 142 and the motor 144 .

The display unit 129b may also display information on the state of charge of the battery.

The display unit for displaying such various types of information may be a display unit provided in the head unit 125 or a display unit (not shown) provided in the cluster 123 .

The display unit may be a lamp such as an LED separately provided in the interior of the vehicle.

The speed detection unit 161 detects the traveling speed of the vehicle.

The speed detecting unit 161 may include wheel speed sensors provided on the front, rear, left, and right wheels, respectively, to detect the rotational speed of each wheel, and may include an acceleration detecting unit for detecting the acceleration of the vehicle.

The navigation unit 162 receives location information from each of the satellites through a plurality of global positioning systems (hereinafter referred to as "GPS"), calculates the current vehicle location, and maps the calculated location on a map. It displays by matching (Map Matching), receiving a destination from the user, performing a route search from the current location to the destination calculated according to a preset route search algorithm, matching the searched route to the map, displaying the route, and following the route. It can guide users to their destination.

The first pressure detection unit 163 detects the pressure applied to the accelerator pedal 153 .

The second pressure detection unit 164 detects the pressure applied to the brake pedal 152 .

The vehicle may further include a rotation speed detection unit (not shown) for detecting the rotation speed of the engine.

When the accelerator pedal 153 is pressed by the user or the brake pedal 152 is pressed by the user, the control unit 165 obtains the pressure information of the accelerator pedal 153 or the brake pedal 152, and obtains the obtained pressure information and the speed detection unit ( 161), obtains the user's required power based on the detected speed information, obtains a target running speed of the vehicle corresponding to the obtained user's requested power, and performs the engine 142 and Controls the operation of at least one of the motors (144).

Through this, the vehicle is driven by power generated by at least one of the engine 142 and the motor 144 .

The controller 165 controls the execution of the EV mode in which only the power of the motor 144 is used to determine the distance to the destination of the vehicle and whether the user selects the long-distance driving mode, or the power of the motor 144 and the engine 142 . Controls the execution of HEV mode for driving.

The control unit 165 controls the operation of a motor (not shown) in the actuator 147a to control the closing of the clutch 147 , and controls the pressure of the fluid supplied to the clutch 147 to open and close the clutch 147 . Close is executed so that driving in EV mode and HEV mode can be performed.

When the clutch is a normally closed type, the configuration of the control unit according to the present embodiment will be described.

The controller 165 controls the clutch 147 to be in an open state when the driving mode is the EV mode and controls the rotation speed of the motor 144 based on the target driving speed.

The controller 165 controls switching of the inverter 146 when controlling the rotation speed of the motor 144 .

When the driving mode is the HEV mode, the controller 165 controls the clutch 147 to the closed state and controls the rotation speed of the engine 142 and the rotation speed of the motor 144 based on the target driving speed.

The controller 165 starts the engine 142 by controlling the operation of the generator 145 when the driving mode is the HEV mode, and controls the driving of the engine.

The controller 165 communicates with the battery manager 160 while driving in the HEV mode, and receives information on a state of change (SOC) of the battery from the battery manager 160 .

Here, the state of charge of the battery may include a charge amount of the battery.

When the selection signal of the long-distance driving mode is received from the input unit 129a of the user interface, the control unit 165 controls the display unit 129b of the user interface to display the selection mode, and a destination setting signal from the input unit 129a of the user interface When is received, guide information on the route to the destination is output.

Accordingly, when a long-distance driving mode selection is input from the user, and the user selects a destination to go to the input unit 129a, the controller 165 searches for a route to the destination, and then travels in EV mode and distance information to the destination. Compare the possible distances.

In this case, the method by which the controller 165 calculates the distance information to the destination and the possible distance when driving in the EV mode may be calculated as a method of calculating a typical drivable distance (DTE: Distance to Empty).

However, the controller 165 compares the distance to the destination with the expected distance obtained by adding a preset error distance α to the possible distance when driving in the EV mode.

If the distance to the destination is closer than the expected distance obtained by adding a preset error distance α to the possible distance when driving in the EV mode, the control unit 165 sets the threshold value at which the engine 142 starts operation. It is set to the maximum power of the electric power secured by the motor 144 (Max Power).

On the other hand, if the distance to the destination is longer than the expected distance obtained by adding the preset error distance α to the possible distance when driving in the EV mode, the control unit 165 sets the threshold value at which the engine 142 starts operation. change it Specifically, the control unit 165 changes the threshold value at which the engine 142 starts operating according to the distance to the destination. For example, if the distance to the destination is long, the threshold value at which the engine 142 starts to operate may be lowered so that the vehicle's entry control from the EV mode to the HEV mode may be accelerated.

If a long-distance driving mode selection is input from the user, but the user does not select a destination to go to the input unit 129a, the control unit 165 determines that long-distance driving is expected but the destination is unknown, and the engine ( 142) is set to be smaller than the maximum power (Max Power) of the electric power secured by the motor 144 and larger than the reference power of the engine 142 during CS driving.

Specifically, a method for the control unit 165 to vary the threshold value at which the engine 142 starts driving will be described in detail with reference to the graphs of FIGS. 6 to 8 . First, FIG. 6 is a graph of a battery charge state according to a distance to a destination according to an embodiment, and FIG. 7 is a graph showing an amount of engine power required for a vehicle according to a vehicle mode according to an embodiment.

First, FIG. 6 is a graph showing the amount of charge (SOC) of the battery according to time, and it is assumed that the distance to the destination is greater in ② than in the graph of ①. Similarly, it is a graph showing the case where the distance to the destination is far in the order of ① < ② < ③ < ④ <⑤.

As an example, in the graph ①, the slope of the charge amount of the battery decreases steeply, and driving is expected according to the EV mode. As the distance to the destination increases, the slope of the charge amount of the battery gradually decreases. And it can be seen that the HEV mode is automatically changed according to the state of the vehicle to be operated.

As the distance increases, the controller 165 according to an exemplary embodiment varies the threshold value at which the engine 142 starts driving so that the SOC of the battery 143 can be gradually reduced. This is to increase the fuel efficiency of the vehicle 1 by lowering the amount of power required to be secured from the engine 142 as the distance to the destination increases.

Therefore, if the distance to the destination is closer than the expected distance obtained by adding the preset error distance α to the possible distance when driving in the EV mode, the control unit 165 sets the threshold value at which the engine 142 starts operation. Set to the maximum power (Max Power) of the electric power secured by the motor 144, and if the distance to the destination is far, lower the threshold value (required power amount) at which the engine 142 starts to operate in the EV mode of the vehicle. The threshold is adjusted so that the entry control into the HEV mode is fast.

In this case, the reduction rate of the target battery charge amount (SOC) may be set as a value obtained by dividing the available SOC by the total driving energy. It can be secured based on distance and forward average speed.

That is, FIG. 7 is a graph showing the amount of power required for an engine of a vehicle according to a vehicle mode according to an exemplary embodiment.

As shown in FIG. 7 according to an embodiment, the plug-in hybrid vehicle typically drives in the EV mode for a short distance (CD mode: Charge Depleting mode), and thus, when driving in the EV mode, the controller 165 controls the engine 142 ), the threshold value at which the operation starts is set as the maximum power of the electric power secured by the motor 144 (Max Power).

In addition, the plug-in hybrid vehicle is switched to the HEV mode (CS mode: Charge Sustaining mode). Therefore, when driving in the CS mode, the control unit 165 operates the engine 142 at a threshold value (CS mode engine power). is set very low.

However, according to an exemplary embodiment, when the auto-variable CD mode is used, the threshold value may be varied higher than the CS mode engine power and lower than the Max Power. That is, the control unit 165 lowers the threshold value (the amount of power required) at which the operation of the engine 142 starts and adjusts the threshold value so that the vehicle's entry control from the EV mode to the HEV mode is accelerated.

That is, as shown in FIG. 7 , the variable threshold is set to (a), so that the vehicle is operable using the CS mode or the CD mode, and the vehicle 1 operates from t1 [sec] to t2 [sec]. The controller 165 may automatically change the mode of the vehicle to operate.

In particular, the threshold value adjusted by the controller 165 may vary according to the distance from the destination.

Next, if the user does not select a long-distance driving mode and the user does not input a desired destination in the input unit 129a, the controller 165 determines that short-distance driving is performed instead of long-distance driving. Accordingly, the controller 165 sets the threshold value at which the engine 142 starts to operate as the maximum power of the electric power secured by the motor 144 (Max Power).

In addition, when the user does not select a long-distance driving mode but inputs a destination, the controller 165 compares distance information to the destination with a possible distance when driving in the EV mode.

At this time, the controller 165 compares the estimated distance obtained by adding a preset error distance α to the possible distance during driving in the EV mode and the distance to the destination, similarly to the case where the user selects the long-distance driving mode.

Therefore, if the distance to the destination is closer than the expected distance obtained by adding a preset error distance α to the possible distance when driving in EV mode, the control unit 165 controls the threshold at which the engine 142 starts operation. The value is set to the maximum power of the electric power secured by the motor 144 (Max Power).

On the other hand, if the distance to the destination is longer than the expected distance obtained by adding a preset error distance (α) to the possible distance when driving in EV mode, it is a case in which long-distance driving is not selected despite long-distance driving. 165 transmits a control signal to the display unit 129b to recommend that the user select a long-distance driving mode.

Thereafter, when the user selects and inputs a long-distance driving mode to the input unit 129a, the control unit 165 changes the threshold value at which the engine 142 starts operation. That is, as in the case where the user selects a long-distance driving mode and the distance to the destination is greater than the expected distance, the greater the distance, the greater the threshold value at which the engine 142 starts to operate from the EV mode to the HEV mode. Change the entry control so that it becomes faster.

On the other hand, if the user does not select the long-distance driving mode in the input unit 129a despite the control unit 165 recommending that the user select the long-distance driving mode on the display unit 129b, the control unit 165 controls the user to select the long-distance driving mode. It is determined that the driving mode is not desired. Accordingly, the controller 165 sets the threshold value at which the engine 142 starts to operate as the maximum power of the electric power secured by the motor 144 (Max Power).

The controller 165 includes a memory (not shown) that stores data for an algorithm for controlling the operation of components in the vehicle or a program reproducing the algorithm, and a processor (not shown) that performs the above-described operation using the data stored in the memory. not shown) may be implemented. In this case, the memory and the processor may be implemented as separate chips. Alternatively, the memory and the processor may be implemented as a single chip.

The control unit 165 includes a first control unit (ECU) that controls the operations of the generator 145 and the engine 142 , and controls the operation of the inverter 146 based on a control signal of the main control unit to control the motor. A second control unit (MCU) that causes the 144 to rotate and performs regenerative braking during braking or deceleration, and controls the operation of the actuator 147a so that the clutch 147 is in an open or closed state. a third control unit (LCU: Local Control Unit), which distributes torque to the engine and motor based on the target speed of the vehicle, and outputs a control signal to the first, second, and third control units based on the distributed torque. (HCU: HEV Control Unit) may be included.

That is, the first, second, and third control units and the main control unit may be implemented as separate chips, or may be implemented as a single integrated chip by packaging.

The control unit 165 may be an electronic control unit (ECU) that controls driving of the vehicle, and may be any one of a microcomputer, a CPU, and a processor.

The storage unit 166 may store a map in which the state of charge (SOC) of the battery and information of driving on and driving off of the engine corresponding to the long-distance driving mode selection and mileage are matched, and when the driving distance is long, the engine A function for varying the threshold value for starting the driving is stored in advance.

Also, the storage unit 166 stores reference road condition information for a preset route. Accordingly, the storage unit 166 may store in the memory the driving load information required on the route to the destination input by the user.

The storage unit 166 may be a memory implemented as a chip separate from the processor described above with respect to the controller 165 , or may be implemented as a single chip with the processor.

The storage unit 166 is a non-volatile memory device or RAM such as a cache, read only memory (ROM), programmable ROM (PROM), erasable programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), and flash memory. It may be implemented as at least one of a volatile memory device such as (Random Access Memory), a hard disk drive (HDD), or a storage medium such as a CD-ROM, but is not limited thereto.

The engine 142 transmits the generated power to the wheels 141 and the generator 145 when the clutch 147 is in the closed state.

The generator 145 starts the engine based on the control command of the controller 165 or charges the battery while performing a function as a generator by the power of the engine.

The inverter 146 converts DC power supplied from the battery into three-phase AC power based on a control command from the controller 165 and applies the converted AC power to the motor 144 .

The actuators HCA and 147a move oil to the clutch by driving a motor (not shown) provided therein so that hydraulic pressure is generated in the clutch 147 . At this time, the clutch 147 may be opened while a spring (not shown) in the clutch is pushed by the hydraulic pressure generated therein.

5 , the battery management unit 167 includes a voltage detection unit 167a, a current detection unit 167b, a temperature detection unit 167c, a management unit 167d, and a communication unit 167e.

The voltage detection unit 167a detects the voltage of the battery 143 . The voltage detection unit 167a detects a voltage at the output terminal of the battery 143 .

The current detection unit 167b detects a current of the battery 143 .

The temperature detection unit 167c detects the temperature of the battery 143 .

The voltage detector 167a, the current detector 167b, and the temperature detector 167c may detect the voltage, current, and temperature of each cell of the battery.

The management unit 167d obtains the amount of charge of the battery based on the detected current and voltage of the battery, corrects the amount of charge of the battery obtained based on the detected temperature of the battery, and sets the corrected charge amount of the battery to the state of charge of the battery ( SOC) and output to the control unit 165 .

As such, the management unit 167d manages the state of charge (SOC) based on the current, voltage, and temperature of each cell of the battery, and determines the target state of charge based on the state of charge of the battery and the temperature of the battery, so that the output of the motor is It can be variably controlled.

The manager 167d may variably control the target charging state based on a control command from the controller 165 .

In addition, the management unit 167d prevents the battery from being overcharged or overdischarged from shortening its lifespan.

The communication unit 167e may communicate with the control unit 165 , transmit information on the charging state of the battery to the control unit 165 , and receive information on the target charging state from the control unit 165 .

The communication unit 167e may include one or more components that enable communication with the control unit 165 , and may include, for example, at least one of a short-range communication module, a wired communication module, and a wireless communication module.

The short-distance communication module transmits a signal using a wireless communication network in a short distance such as a Bluetooth module, an infrared communication module, an RFID (Radio Frequency Identification) communication module, a WLAN (Wireless Local Access Network) communication module, an NFC communication module, and a Zigbee communication module. It may include various short-distance communication modules for transmitting and receiving.

The wired communication module includes a variety of wired communication modules such as a Controller Area Network (CAN) communication module, a Local Area Network (LAN) module, a Wide Area Network (WAN) module, or a Value Added Network (VAN) module. Various cable communication such as USB (Universal Serial Bus), HDMI (High Definition Multimedia Interface), DVI (Digital Visual Interface), RS-232 (recommended standard232), power line communication, or POTS (plain old telephone service) as well as communication module It can contain modules.

In addition to the Wi-Fi module and the wireless broadband module, the wireless communication module includes a global system for mobile communication (GSM), a code division multiple access (CDMA), a wideband code division multiple access (WCDMA), and a universal mobile telecommunications system (UMTS). ), Time Division Multiple Access (TDMA), Long Term Evolution (LTE), etc. may include a wireless communication module supporting various wireless communication methods.

In the above, in the vehicle 1 according to an embodiment, various configurations of a vehicle in which a vehicle driving method is changed according to whether a user sets a destination and a long-distance mode setting has been described.

Hereinafter, a method for controlling a vehicle according to an exemplary embodiment will be described, and FIG. 8 is a flowchart of a method for controlling a vehicle according to an exemplary embodiment.

First, the vehicle 1 according to the present invention turns on acquisition of a user's input (800). Specifically, the vehicle 1 establishes a communication connection with the input unit 129a to receive the user's input. In this case, as the user's input, a desired destination may be input by the user, and a long-distance mode may be input, such as a long-distance driving of the vehicle 1 .

When the user inputs a long-distance driving mode (YES in 810) and sets a destination (YES in 820), the vehicle 1 determines whether the distance to the destination is shorter than the driving distance in the EV mode (830). However, the vehicle 1 can ensure safety by comparing it with the sum of the error distance α to the driving distance in the EV mode.

At this time, if the distance to the destination is shorter than the sum of the vehicle 1 EV mode possible distance and the error distance α, the required power of the engine 142 is set to the maximum power when using electric power (Max Power) do (840).

However, if the distance to the destination is longer than the sum of the vehicle 1 EV mode possible distance and the error distance α, step B of FIG. 9B is entered.

In addition, if the user enters a long-distance driving mode (YES in 810) and does not set a destination (NO in 820), the required power of the engine 142 is smaller than the maximum power (Max Power) when using electric power, CS It is set to be greater than the engine driving power during mode driving ( 850 ).

In addition, if the user does not set both the long-distance driving mode and the destination (Yes in 860), it is determined that the vehicle 1 is traveling a short distance, and the required power of the engine 142 is set to the maximum power (Max) when using electric power. Power) (840).

However, when the user does not select a long-distance driving mode but sets a destination, step A of FIG. 9B is entered.

Hereinafter, steps A and B will be described later in FIG. 9B .

If the user does not select the long-distance driving mode, but sets the destination, the set distance to the destination is shorter than the distance to the destination through comparison with the EV possible distance (No of 900), the request of the engine 142 The power is set to the maximum power (Max Power) when using electric power ( 840 ).

On the other hand, if the user does not select the long-distance driving mode but sets the destination, the distance to the set destination is longer than the distance to the destination through comparison with the EV possible distance (Yes of 900), the vehicle (1) ) recommends the user to select a long-distance driving mode ( 910 ), and performs different controls according to whether the long-distance driving mode is selected.

For example, if the user selects the long-distance driving mode according to the recommendation of the vehicle 1 (Yes in 920), the user enters step B, and sets the demand power of the engine 142 of the vehicle to the destination distance. set to vary accordingly. For example, the greater the distance to the destination, the smaller the required power amount can be set.

Also, for example, if the user does not select the long-distance driving mode despite the recommendation of the long-distance driving mode of the vehicle 1 (No in 920 ), the required power of the engine 142 is set to the maximum power ( Max Power) (840).

The disclosed embodiments have been described with reference to the accompanying drawings as described above. Those of ordinary skill in the art to which the present invention pertains will understand that the present invention may be practiced in other forms than the disclosed embodiments without changing the technical spirit or essential features of the present invention. The disclosed embodiments are illustrative and should not be construed as limiting.

100: vehicle 128: display unit
129: user interface 141: wheel
142: engine 143: battery
144: motor 145: generator

Claims (13)

an engine for applying a driving force to the wheels;
an input unit for receiving a destination input from a user;
If the EV (Electric Vehicle) mode or HEV (Hybrid Electric Vehicle) mode of the vehicle is selected, and the distance to the input destination is greater than the driving distance in the EV mode, the amount of the critical demand power of the engine is varied. control unit; including;
The input unit further receives a long-distance driving mode input from the user,
The control unit, when the user inputs the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, the control unit changes the amount of critical demand power of the engine. The method of claim 1,
The controller may lower the critical power required of the engine as the distance to the destination increases. delete The method of claim 1,
When the user inputs the long-distance driving mode and the input distance to the destination is shorter than the driving distance in the EV mode, the control unit sets the critical required power amount of the engine to a maximum (Max). The method of claim 1,
If the user does not input the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, the controller recommends that the user select the long-distance driving mode. delete The method of claim 1,
The controller is configured to add a preset error distance to the driving distance in the EV mode and compare it with the distance to the destination. receiving a destination input from a user; and
automatically selecting an Electric Vehicle (EV) mode or Hybrid Electric Vehicle (HEV) mode of the vehicle; A vehicle control method comprising:
if the distance to the input destination is greater than the driving distance in the EV mode, varying an amount of a critical demand power of the engine; and
Further comprising; receiving an input of a long-distance driving mode from the user;
The step of varying the critical required power (Demand Power) amount of the engine,
When the user inputs the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, varying a threshold demand power amount of the engine. 9. The method of claim 8,
As the distance to the destination increases, the control method of the vehicle lowers the critical power required of the engine. delete 9. The method of claim 8,
If the user does not enter the long-distance driving mode and the input distance to the destination is greater than the driving distance in the EV mode, recommending to the user to select the long-distance driving mode. delete 9. The method of claim 8,
A method of controlling a vehicle in which a preset error distance is added to the driving distance in the EV mode and compared with the distance to the destination.

Images