KR101014042B1 - Vibration Reduction Control Method for Hybrid Vehicle - Google Patents

Vibration Reduction Control Method for Hybrid Vehicle Download PDF

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Publication number
KR101014042B1
KR101014042B1 KR1020080121741A KR20080121741A KR101014042B1 KR 101014042 B1 KR101014042 B1 KR 101014042B1 KR 1020080121741 A KR1020080121741 A KR 1020080121741A KR 20080121741 A KR20080121741 A KR 20080121741A KR 101014042 B1 KR101014042 B1 KR 101014042B1
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vibration
vehicle
mode
engine
speed
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KR20100063288A (en
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신상희
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현대자동차주식회사
기아자동차주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/023—Fluid clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B60W2030/203—Reducing vibrations in the driveline related or induced by the clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/182—Selecting between different operative modes, e.g. comfort and performance modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
    • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
    • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
    • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
    • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Abstract

본 발명은 변속기 입력축에 모터가 연결되고, 상기 변속기와 모터의 연결구조에 엔진이 엔진클러치로 동력을 단속 가능하게 연결된 하이브리드 차량에서, 갑작스러운 파워트레인의 진동 발생시에 별도의 추가적인 장치 없이 제어를 통해 상기 진동을 감쇠시키도록 한다.According to the present invention, in a hybrid vehicle in which a motor is connected to a transmission input shaft and the engine is intermittently connected to the transmission structure of the transmission and the motor by an engine clutch, control is performed without any additional device when a sudden power train vibration occurs. To damp the vibration.

엔진클러치, 진동, 감쇠 Engine clutch, vibration, damping

Description

하이브리드 차량의 진동 저감 제어방법{Vibration Reduction Control Method for Hybrid Vehicle}Vibration Reduction Control Method for Hybrid Vehicle

본 발명은 하이브리드 차량의 진동 저감 제어방법에 관한 것으로서, 보다 상세하게는 변속기 입력축에 모터가 장착되고 엔진과 모터 사이에는 엔진클러치가 구비되어 동력을 단속할 수 있도록 된 파워트레인이 탑재된 차량에서, 파워트레인에 의해 발생되는 진동을 저감시킬 수 있도록 하는 기술에 관한 것이다.The present invention relates to a method for controlling vibration reduction of a hybrid vehicle, and more particularly, in a vehicle equipped with a power train mounted on a transmission input shaft and provided with an engine clutch between the engine and the motor to control power. The present invention relates to a technology for reducing vibration generated by a power train.

도 1은 본 발명이 적용되는 종래의 하이브리드 차량의 파워트레인 구조가 도시되어 있는 바, 변속기(500)의 입력축에는 모터(502)가 직결되어 있고, 엔진(506)은 상기와 같은 모터(502)와 변속기(500)의 연결구조에 엔진클러치(504)를 통해 연결상태를 전환할 수 있도록 되어 있으며, 상기 엔진(506)에는 ISG(Integrated Starter & Generator)가 연결되어 엔진(506)의 시동 및 회생제동을 수행할 수 있도록 되어 있다.Figure 1 shows a powertrain structure of a conventional hybrid vehicle to which the present invention is applied, the motor 502 is directly connected to the input shaft of the transmission 500, the engine 506 is the motor 502 as described above And a connection state of the transmission 500 through the engine clutch 504, and the connection state can be switched. The engine 506 is connected to an integrated starter & generator (ISG) to start and regenerate the engine 506. It is possible to perform braking.

일반적으로 차량에서, 운전자가 가속페달을 갑자기 밟는 운전이나, 가속페달에서 갑자기 발을 떼는 조작을 하게 되면, 차량은 진동이 발생하게 된다.In general, in a vehicle, when the driver suddenly presses the accelerator pedal or performs an operation of suddenly releasing the accelerator pedal, the vehicle generates vibration.

상기한 바와 같은 파워트레인을 가진 차량이 엔진(506)이 꺼져있고 상기 엔 진클러치(504)가 떨어져 있는 전기차모드 상태로 주행하고 있는 도중에, 상기와 같은 급작스러운 가속페달 조작으로 진동이 발생하게 되면, 이 진동을 감쇠시킬 적절한 방법이 없는 실정이다.If a vehicle having a power train as described above is running in an electric vehicle mode in which the engine 506 is turned off and the engine clutch 504 is separated, vibrations are generated by the sudden accelerator pedal operation as described above. However, there is no suitable way to dampen this vibration.

즉, 종래의 일반 가솔린 차량 등에서는 토크컨버터에서 이와 같은 진동을 흡수 및 완충해 주게 되지만, 상기와 같은 하이브리드 차량에서는 상기와 같은 상황에서는 도 2에 도시된 바와 같이 변속기(500) 입력축에 연결된 기계적 구성이 상기 모터(502)밖에는 없는 상태가 되어, 상기와 같은 원인으로 발생되는 진동을 제거하는 것이 큰 문제로 대두되는 것이다.That is, in the conventional general gasoline vehicles, such a vibration is absorbed and buffered by the torque converter, but in the hybrid vehicle as described above, the mechanical configuration connected to the input shaft of the transmission 500 as shown in FIG. The motor 502 is in a state where only the motor 502 is present, and it is a big problem to eliminate the vibration caused by the above-mentioned causes.

본 발명은 상기한 바와 같은 문제점을 해결하기 위하여 안출된 것으로서, 변속기 입력축에 모터가 연결되고, 상기 변속기와 모터의 연결구조에 엔진이 엔진클러치로 동력을 단속 가능하게 연결된 하이브리드 차량에서, 갑작스러운 파워트레인의 진동 발생시에 별도의 추가적인 장치 없이 제어를 통해 상기 진동을 감쇠시키도록 한 하이브리드 차량의 진동 저감 제어방법을 제공함에 그 목적이 있다.The present invention has been made to solve the problems described above, in the hybrid vehicle in which a motor is connected to the transmission input shaft, the engine is connected to the transmission structure of the transmission and the motor to the engine clutch to enable intermittent power, sudden power It is an object of the present invention to provide a method for controlling vibration reduction of a hybrid vehicle to attenuate the vibration through control without any additional device when a vibration of a train occurs.

상기한 바와 같은 목적을 달성하기 위하여 안출된 본 발명 하이브리드 차량의 진동 저감 제어방법은Vibration reduction control method of the present invention hybrid vehicle devised to achieve the object as described above

전기차모드 주행중 파워트레인에 진동이 발생했는지의 여부를 판단하는 진동발생판단단계와;A vibration generation determining step of determining whether vibration has occurred in the power train while the electric vehicle is running;

상기 진동발생판단단계 수행결과, 진동이 발생한 경우에는 ISG를 사용하여 엔진의 속도를 변속기 입력축 속도와 동기화시키는 동기화단계와;A synchronization step of synchronizing the engine speed with the transmission input shaft speed using the ISG when vibration is generated as a result of the vibration determination step;

상기 동기화단계에 의해 엔진의 속도가 변속기 입력축 속도와 동기화 되면, 엔진클러치를 슬립제어하여 파워트레인의 진동을 감쇠시키는 진동감쇠단계;A vibration attenuation step of attenuating the vibration of the power train by slip control of the engine clutch when the engine speed is synchronized with the transmission input shaft speed by the synchronization step;

를 포함하여 구성된 것을 특징으로 한다.Characterized in that configured to include.

또한, 본 발명은, 상기 진동감쇠단계 이후에는In addition, the present invention, after the vibration damping step

운전자의 요구토크 및 차속에 따라 하이브리드모드로 주행을 할지 다시 전기차모드로 주행을 할지 판단하는 주행모드판단단계와;A driving mode determination step of determining whether to drive in the hybrid mode or the electric vehicle mode according to the required torque of the driver and the vehicle speed;

상기 주행모드판단단계 수행결과, 전기차모드로 주행을 할 경우에는 상기 엔진클러치를 해제하는 클러치해제단계와;A clutch release step of releasing the engine clutch when driving in the electric vehicle mode as a result of performing the driving mode determination step;

상기 주행모드판단단계 수행결과, 하이브리드모드로 주행을 할 경우에는 미리 정해진 유압프로파일에 따라 엔진클러치의 작동유압을 증가시키는 클러치완결단계As a result of performing the driving mode determination step, when driving in the hybrid mode, the clutch completion step of increasing the operating hydraulic pressure of the engine clutch according to a predetermined hydraulic profile

를 더 포함하여 구성될 수 있다.It may be configured to include more.

상기 진동발생판단단계에서는 변속기 입력축 속도와 변속기 출력축 속도를 비교하여 파워트레인의 진동여부를 판단하도록 구성할 수 있다.In the vibration generating step, the transmission input shaft speed and the transmission output shaft speed may be compared to determine whether the power train is vibrated.

주행모드판단단계에서는 상기 운전자 요구토크와 차속의 곱인 운전자 요구파워에 따라 이후에 하이브리드모드로 주행을 할지 전기차모드로 주행을 할지를 판단하도록 구성할 수 있다.In the driving mode determining step, the driving mode may be configured to determine whether to drive in the hybrid mode or the electric vehicle mode according to the driver's demand power which is the product of the driver's requested torque and the vehicle speed.

본 발명은 변속기 입력축에 모터가 연결되고, 상기 변속기와 모터의 연결구조에 엔진이 엔진클러치로 동력을 단속 가능하게 연결된 하이브리드 차량에서, 갑작스러운 파워트레인의 진동 발생시에 별도의 추가적인 장치 없이 제어를 통해 상기 진동을 감쇠시키도록 한다.According to the present invention, in a hybrid vehicle in which a motor is connected to a transmission input shaft and the engine is intermittently connected to the transmission structure of the transmission and the motor by an engine clutch, control is performed without any additional device when a sudden power train vibration occurs. To damp the vibration.

도 3을 참조하면, 본 발명 실시예는 전기차모드 주행중 파워트레인에 진동이 발생했는지의 여부를 판단하는 진동발생판단단계(S10)와; 상기 진동발생판단단계(S10) 수행결과, 진동이 발생한 경우에는 ISG를 사용하여 엔진의 속도를 변속기 입력축 속도와 동기화시키는 동기화단계(S11)와; 상기 동기화단계(S11)에 의해 엔진의 속도가 변속기 입력축 속도와 동기화 되면, 엔진클러치를 슬립제어하여 파워트레인의 진동을 감쇠시키는 진동감쇠단계(S12)를 포함하여 구성된다.Referring to FIG. 3, an embodiment of the present invention includes a vibration generation determining step (S10) of determining whether vibration has occurred in a power train while driving in an electric vehicle mode; A synchronization step (S11) of synchronizing the speed of the engine with the transmission input shaft speed by using the ISG when a vibration occurs as a result of performing the vibration generating determination step (S10); When the engine speed is synchronized with the transmission input shaft speed by the synchronizing step (S11), it comprises a vibration damping step (S12) for slip-controlling the engine clutch to attenuate the vibration of the power train.

즉, 엔진클러치가 엔진과 변속기 사이를 단절시키고 있는 전기차 모드에서 갑작스런 가속페달 조작 등으로 파워트레인에 진동이 발생하였을 경우에, 상기 엔 진클러치를 슬립제어하여 상기 파워트레인에 발생된 진동을 감쇠시키도록 하는 것이다.That is, when vibration occurs in the power train due to a sudden accelerator pedal operation or the like in the electric vehicle mode in which the engine clutch disconnects the engine and the transmission, the engine clutch is slip-controlled to attenuate the vibration generated in the power train. It is to be.

상기와 같은 진동 감쇠의 효과는 실험적으로 이미 입증된 바 있으며, 진동 중인 변속기에 엔진이 제공하는 안정되고 큰 회전관성을 상기 엔진클러치에 의해 서서히 슬립시키면서 연결하면, 변속기의 진동이 감쇠되는 효과를 이용한 것이다.The effect of the vibration damping has been proved experimentally, and when the stable and large rotational inertia provided by the engine to the vibrating transmission is gradually slipped by the engine clutch, the vibration of the transmission is attenuated. will be.

또한, 본 실시예는 상기 진동감쇠단계(S12) 이후에는 운전자의 요구토크 및 차속에 따라 하이브리드모드로 주행을 할지 다시 전기차모드로 주행을 할지 판단하는 주행모드판단단계(S13)와; 상기 주행모드판단단계(S13) 수행결과, 전기차모드로 주행을 할 경우에는 상기 엔진클러치를 해제하는 클러치해제단계(S14)와; 상기 주행모드판단단계(S13) 수행결과, 하이브리드모드로 주행을 할 경우에는 미리 정해진 유압프로파일에 따라 엔진클러치의 작동유압을 증가시키는 클러치완결단계(S15)를 더 포함하여 구성된다.In addition, the present embodiment after the vibration damping step (S12) and the driving mode determination step (S13) for determining whether to drive in the hybrid mode or the electric vehicle mode again according to the driver's required torque and vehicle speed; A clutch release step (S14) of releasing the engine clutch when driving in the electric vehicle mode as a result of performing the driving mode determination step (S13); As a result of performing the driving mode determination step (S13), when driving in the hybrid mode, the clutch further comprises a clutch completion step (S15) of increasing the hydraulic pressure of the engine clutch according to a predetermined hydraulic profile.

즉, 상기한 바와 같이 진동을 감쇠시킨 이후 무조건 상기 진동 저감 제어 이전의 초기상태로 돌아가는 것이 아니라, 운전자의 주행 의지를 먼저 파악하여, 그에 따라 경우에 따라서는 상기 엔진클러치를 해제하여 원래의 전기차모드로 돌아가도록 제어하고, 다른 경우에는 엔진클러치를 다시 떼었다가 붙이는 과정 없이 그대로 하이브리드모드로 주행모드를 전환하도록 함으로써, 불필요한 엔진클러치 조작을 최소화 하고, 엔진클러치 조작에 따른 충격의 발생을 미연에 방지하도록 한 것이다. That is, instead of returning to the initial state before the vibration reduction control unconditionally after attenuating the vibration as described above, the driver's willingness to first grasp, and in some cases, the engine clutch is released to release the original electric vehicle mode. Control to return to the engine, and in other cases, the engine clutch can be changed to the hybrid mode without removing and attaching the engine clutch again, thereby minimizing unnecessary engine clutch operation and preventing shock caused by the engine clutch operation. It is.

도 4는 상기한 바와 같은 각 단계를 수행하는 구체적인 예를 예시하고 있는 바, 상기 진동발생판단단계(S10)에서는 변속기 입력축 속도와 변속기 출력축 속도를 비교하여 파워트레인의 진동여부를 판단하도록 되어 있다.Figure 4 illustrates a specific example of performing each step as described above, in the vibration determination step (S10) is to compare the transmission input shaft speed and the transmission output shaft speed to determine whether the power train vibration.

즉, 센서에 의한 변속기 출력축 속도 신호를 필터링 하여 변속비를 감안한 후 변속기 입력축의 속도와 차이를 구하여 그 절대값이 시험으로 미리 정해진 값의 범위를 넘어서는가의 여부로 진동 발생 여부를 판단하도록 하는 것이다.That is, the transmission output shaft speed signal by the sensor is filtered to take into account the speed ratio, and then the speed and difference of the transmission input shaft are calculated to determine whether or not the absolute value exceeds the range of a predetermined value by a test.

만약, 진동이 발생하였다고 판단되면, ISG를 구동하여 엔진의 속도를 상기 변속기 입력축 속도와 동기화 시키는 바, 도면에서는 PI(Proportional Integral)속도제어기를 사용하는 예를 예시하고 있으나 물론, 이에 한정되지는 않는다. If it is determined that vibration has occurred, the ISG is driven to synchronize the engine speed with the transmission input shaft speed. The drawing illustrates an example of using a PI (Proportional Integral) speed controller, but the present invention is not limited thereto. .

엔진의 속도가 변속기 입력축 속도에 동기화되면, 엔진클러치 리턴 스프링의 반력에 해당하는 유압에 시험을 통해 결정된 약간의 유압을 추가하여 엔진클러치에 제공함으로써, 엔진클러치가 서서히 슬립을 일으키면서 접속되도록 하여, 충격 없이 진동을 감쇠시키는 작용을 하도록 한다.When the engine speed is synchronized with the transmission input shaft speed, the hydraulic clutch corresponding to the reaction force of the engine clutch return spring is added to the engine clutch by adding a small amount of hydraulic pressure determined by the test, so that the engine clutch is gradually slipped and connected. It works to damp vibrations without impact.

상기와 같은 엔진클러치의 슬립제어에 의해 파워트레인의 진동이 감쇠된 경우에는 운전자의 요구토크와 차속에 따라, 예컨대 운전자 요구토크가 기존에 미리 정해진 값보다 크거나 차속이 기존에 미리 정해진 값보다 크면, 하이브리드모드로 주행을 원하는 것이라고 판단하고, 상기 엔진클러치의 유압을 정해진 프로파일에 따라 상승시켜서 완결시키고 하이브리드모드로 차량의 주행모드를 전환하는 것이다.When the vibration of the power train is attenuated by the slip control of the engine clutch as described above, depending on the required torque and vehicle speed of the driver, for example, if the required torque is greater than a predetermined value or the vehicle speed is larger than a predetermined value. In response to determining that the vehicle is to be driven in the hybrid mode, the hydraulic pressure of the engine clutch is increased according to a predetermined profile, and the vehicle is switched to the hybrid mode.

물론, 운전자가 하이브리드모드로의 주행을 원하는 것이 아니라고 판단되면, 상기 엔진클러치를 해제하고 다시 전기차모드로 복귀한다.Of course, if it is determined that the driver does not want to run in the hybrid mode, the engine clutch is released and the vehicle returns to the electric vehicle mode.

물론, 상기 주행모드판단단계(S13)에서는 상기 운전자 요구토크와 차속의 곱인 운전자 요구파워에 따라 이후에 하이브리드모드로 주행을 할지 전기차모드로 주행을 할지를 판단하도록 할 수도 있을 것이다.Of course, in the driving mode determination step (S13) it may be to determine whether to drive in the hybrid mode or the electric vehicle mode in accordance with the driver's requested power that is the product of the driver's requested torque and the vehicle speed.

도 1은 본 발명이 적용되는 하이브리드 차량의 파워트레인 구조를 예시한 도면,1 is a diagram illustrating a powertrain structure of a hybrid vehicle to which the present invention is applied;

도 2는 도 1의 파워트레인이 전기차모드로 주행중인 경우의 상태를 설명한 도면,FIG. 2 is a view illustrating a state when the power train of FIG. 1 is driving in an electric vehicle mode; FIG.

도 3은 본 발명에 따른 하이브리드 차량의 진동 저감 제어방법의 일예를 도시한 순서도,3 is a flowchart illustrating an example of a method for controlling vibration reduction of a hybrid vehicle according to the present invention;

도 4는 본 발명에 따른 하이브리드 차량의 진동 저감 제어방법을 수행하는 구체적인 실시예를 설명한 도면이다.4 is a view for explaining a specific embodiment for performing the vibration reduction control method of a hybrid vehicle according to the present invention.

<도면의 주요 부분에 대한 부호의 간단한 설명><Brief description of symbols for the main parts of the drawings>

S10; 진동발생판단단계 S11; 동기화단계S10; Vibration generating step S11; Sync step

S12; 진동감쇠단계 S13; 주행모드판단단계S12; Vibration damping step S13; Driving Mode Decision Stage

S14; 클러치해제단계 S15; 클러치완결단계S14; Clutch release step S15; Clutch completion stage

Claims (4)

전기차모드 주행중 파워트레인에 진동이 발생했는지의 여부를 판단하는 진동발생판단단계와;A vibration generation determining step of determining whether vibration has occurred in the power train while the electric vehicle is running; 상기 진동발생판단단계 수행결과, 진동이 발생한 경우에는 ISG를 사용하여 엔진의 속도를 변속기 입력축 속도와 동기화시키는 동기화단계와;A synchronization step of synchronizing the engine speed with the transmission input shaft speed using the ISG when vibration is generated as a result of the vibration determination step; 상기 동기화단계에 의해 엔진의 속도가 변속기 입력축 속도와 동기화 되면, 엔진클러치를 슬립제어하여 파워트레인의 진동을 감쇠시키는 진동감쇠단계;A vibration attenuation step of attenuating the vibration of the power train by slip control of the engine clutch when the engine speed is synchronized with the transmission input shaft speed by the synchronization step; 를 포함하여 구성된 것을 특징으로 하는 하이브리드 차량의 진동 저감 제어방법.Vibration reduction control method of a hybrid vehicle, characterized in that configured to include. 청구항 1에 있어서, 상기 진동감쇠단계 이후에는The method according to claim 1, After the vibration damping step 운전자의 요구토크 및 차속에 따라 하이브리드모드로 주행을 할지 다시 전기차모드로 주행을 할지 판단하는 주행모드판단단계와;A driving mode determination step of determining whether to drive in the hybrid mode or the electric vehicle mode according to the required torque of the driver and the vehicle speed; 상기 주행모드판단단계 수행결과, 전기차모드로 주행을 할 경우에는 상기 엔진클러치를 해제하는 클러치해제단계와;A clutch release step of releasing the engine clutch when driving in the electric vehicle mode as a result of performing the driving mode determination step; 상기 주행모드판단단계 수행결과, 하이브리드모드로 주행을 할 경우에는 미리 정해진 유압프로파일에 따라 엔진클러치의 작동유압을 증가시키는 클러치완결단계As a result of performing the driving mode determination step, when driving in the hybrid mode, the clutch completion step of increasing the operating hydraulic pressure of the engine clutch according to a predetermined hydraulic profile 를 더 포함하여 구성된 것을 특징으로 하는 하이브리드 차량의 진동 저감 제어방법.Vibration reduction control method of a hybrid vehicle, characterized in that it further comprises. 청구항 2에 있어서,The method according to claim 2, 상기 진동발생판단단계에서는 변속기 입력축 속도와 변속기 출력축 속도를 비교하여 파워트레인의 진동여부를 판단하도록 된 것In the vibration determination step, the transmission input shaft speed and the transmission output shaft speed are compared to determine whether the power train is vibrated. 을 특징으로 하는 하이브리드 차량의 진동 저감 제어방법.Vibration reduction control method of a hybrid vehicle, characterized in that. 청구항 2에 있어서,The method according to claim 2, 주행모드판단단계에서는 상기 운전자 요구토크와 차속의 곱인 운전자 요구파워에 따라 이후에 하이브리드모드로 주행을 할지 전기차모드로 주행을 할지를 판단하도록 된 것In the driving mode determination step, it is determined whether to drive in the hybrid mode or the electric vehicle mode according to the driver's required power which is the product of the driver's requested torque and the vehicle's speed. 을 특징으로 하는 하이브리드 차량의 진동 저감 제어방법.Vibration reduction control method of a hybrid vehicle, characterized in that.
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