KR101241215B1 - Control system and method of hybrid vehicle - Google Patents

Control system and method of hybrid vehicle Download PDF

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KR101241215B1
KR101241215B1 KR1020100117690A KR20100117690A KR101241215B1 KR 101241215 B1 KR101241215 B1 KR 101241215B1 KR 1020100117690 A KR1020100117690 A KR 1020100117690A KR 20100117690 A KR20100117690 A KR 20100117690A KR 101241215 B1 KR101241215 B1 KR 101241215B1
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South Korea
Prior art keywords
engine clutch
control
power failure
line pressure
solenoid
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KR1020100117690A
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Korean (ko)
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KR20120056125A (en
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정상현
김연호
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기아자동차주식회사
현대자동차주식회사
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Priority to KR1020100117690A priority Critical patent/KR101241215B1/en
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Abstract

The present invention discloses a control apparatus and method for a hybrid vehicle in which the input torque fluctuation of the transmission is stably maintained when the controller is reset due to a power failure of the system to prevent the shift shock from occurring.
The present invention is a process of determining that the reset occurs due to a power failure of the system, when a reset due to a power failure detects the hydraulic command of the engine clutch to determine whether the engine clutch coupled hybrid mode, the engine if the hybrid mode Stops the control current applied to the solenoid of the clutch and induces the release of the engine clutch, and outputs the shift control stop command when the complete release of the engine clutch is determined by analyzing the control current applied to the solenoid of the engine clutch. Line pressure solenoid control includes minimizing line pressure.

Description

CONTROL SYSTEM AND METHOD OF HYBRID VEHICLE}

The present invention relates to a hybrid vehicle, and more particularly, a hybrid that maintains a stable input torque variation of a transmission when a controller is reset due to a power failure of a system so that a shift shock does not occur. It relates to a control device and a method of a vehicle.

The demand for eco-friendly cars is increasing due to the continuous improvement of fuel efficiency for vehicles and the tightening emission regulations of each country, and hybrid cars are attracting attention as a realistic alternative.

The term "hybrid vehicle" may be distinguished from fuel cell vehicles and electric vehicles, but the term "hybrid vehicle" in the present specification encompasses a pure electric vehicle and a fuel cell vehicle, and includes at least one battery and uses the battery as a driving force. It is used to mean a car.

Hybrid cars are powered by engines and motors and are equipped with a fluid-driven engine clutch between the engine and the motor instead of the torque converter to minimize torque losses.

Therefore, the hybrid vehicle controls the connection between the engine and the motor through the engine clutch so that the characteristics of the engine and the motor can be optimally displayed according to the driving situation so that the optimum power is transmitted to the transmission.

The vehicle may be provided as a transmission automatic transmission or a continuously variable transmission of a hybrid vehicle, and a target shift stage is determined by a driver's request and a vehicle speed, and shift control is executed, and the line pressure is maximized when the shift control is performed.

Therefore, when the line pressure is operated at the maximum, torque is transmitted as much as the supplied hydraulic pressure, so that the amount of torque variation applied to the transmission input side is increased.

In a hybrid vehicle, the hybrid controller is reset when a power failure including a step-down DC / DC converter that converts the high voltage stored in the main battery to the low voltage required for the electric load, a poor SOC control of the battery, and a bad battery for the electric battery occurs. do.

In addition, when the power failure occurs, the vehicle speed calculation is impossible from the speed sensor due to the incompatibility of the microcomputer and the speed sensor of the shift control means, and thus the vehicle speed change during the time when the power failure occurs may not be recognized.

Therefore, when the hybrid controller is reset by the occurrence of a power failure and then restored to the normal power supply, the shift control is applied by applying the vehicle speed detected from the vehicle speed sensor at the moment when the power is input.

In addition, when the hybrid controller resets due to a power failure while the engine clutch is operating due to the hybrid mode (HEV) driving, the engine clutch hydraulic command (command) of the hybrid controller is reset to "0" kPa and outputted. For example, the shift control means maintains the power supply to the solenoid for operating the engine clutch to generate an impact due to a torque difference.

In a conventional hybrid vehicle, when a hybrid controller is reset due to a power failure due to a power failure or malfunction of the system during the deceleration of a hybrid mode (HEV) that operates an engine clutch, a protection technology for providing a shift shock is not provided. .

Therefore, when the hybrid controller is reset due to a poor power supply, the generation of a shift shock cannot be avoided, thereby causing a problem of deterioration of ride comfort, commodity and reliability of the vehicle.

The present invention has been proposed to solve the above problems, and an object of the present invention is to stop the control of the engine clutch solenoid and reset the line pressure when the hybrid controller is reset to enter the power latch due to a power failure of the system in the hybrid vehicle. The minimum control is to minimize the torque fluctuation of the transmission.

According to a feature of the present invention for achieving the above object, a power failure detection unit for monitoring the power supply of the system to provide the generation of the power failure to the hybrid controller; A hybrid controller releasing the engine clutch before entering the power latch and stabilizing the input torque of the transmission by minimizing the line pressure of the transmission if a reset occurs due to a power failure of the system; According to the control of the hybrid controller is provided a control device for a hybrid vehicle including a clutch controller for controlling the control current applied to the solenoid of the engine clutch and the line pressure solenoid of the transmission.

The power failure detector may determine whether a power failure occurs by monitoring a state of a DC / DC converter for converting a high voltage of the battery into a low voltage required for electric load, an SOC of the battery, and an auxiliary battery for supplying power to the electric load. .

The hybrid controller outputs a shift control stop command so that shift control is not executed at the time when the release of the engine clutch is completed by stopping the control current applied to the solenoid of the engine clutch, and applies a control current to the line pressure solenoid to supply the line pressure. Can be kept to a minimum.

The hybrid controller may stabilize the input torque of the transmission by controlling the line pressure of the transmission to a minimum when the engine clutch maintains release when a reset occurs due to a power failure of the system.

In addition, according to another feature of the invention, the process of determining that the reset occurs by the power failure of the system; Determining whether the engine clutch is coupled to the hybrid mode by detecting a hydraulic command of the engine clutch when a reset due to a power failure occurs; In the hybrid mode, stopping the control current applied to the solenoid of the engine clutch to induce release of the engine clutch; Control of the hybrid vehicle including the step of outputting the shift control stop command at the time when the complete release of the engine clutch is determined by analyzing the control current applied to the solenoid of the engine clutch, and minimizing the line pressure through the line pressure solenoid. A method is provided.

In the electric vehicle mode in which the engine clutch is released in the state in which the reset due to the power failure occurs, the shift control stop command may be output and the line pressure may be minimized through the line pressure solenoid.

Thus, according to an embodiment of the present invention, by minimizing the torque fluctuation when the hybrid controller is reset due to power failure due to system instability and failure during deceleration in the hybrid vehicle, thereby improving the durability of the transmission, It provides a stable shift feeling and improves the merchandise.

1 is a view schematically showing a control device for a hybrid vehicle according to an embodiment of the present invention.
2 is a flowchart illustrating a control procedure of a hybrid vehicle according to an embodiment of the present invention.
3 is a view showing hydraulic control in the reset operation of the hybrid controller in a hybrid vehicle according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present invention pertains can easily carry out the embodiments.

The present invention can be embodied in various different forms, and thus the present invention is not limited to the embodiments described herein.

1 is a view showing a control device of a hybrid vehicle according to an embodiment of the present invention.

As can be seen in Figure 1, the control apparatus of the hybrid vehicle according to an embodiment of the present invention, the power failure detection unit 101, ECU (Engine Control Unit: 102), HCU (Hybrid Control Unit: 103), CCU ( Clutch Control Unit: 104), PCU (Power Control Unit: 105), Battery 106, BMS (Battery Management System: 107), Engine 200, HSG (Hybrid Starter and Generator: 210) Engine Clutch (250), The motor 300 and the transmission 400 are included.

The power failure detection unit 101 monitors the power of a system including a DC / DC converter for converting a high voltage of the battery 106 into a low voltage required for electric load, an SOC of the battery, and an auxiliary battery for supplying electric load. Information about whether a power failure occurs is provided to the HCU (103).

The ECU 102 interlocks with the HCU 103 connected to the network to control various operations of the engine 200 and provides operating status information of the engine 200 to the HCU 103.

The HCU 103 is a top-level controller, which collectively controls the lower controllers connected to the network and collects and analyzes information of the lower controllers to control the overall behavior of the hybrid vehicle.

The HCU 103 detects a hydraulic command of the engine clutch 250 from the CCU 104 before entering the power latch when a power failure of the system is applied by the power failure detection unit 101 and a reset occurs. It is determined whether or not the hydraulic command is applied to the solenoid.

When the hydraulic command is applied to the solenoid of the engine clutch 250, the control current applied to the solenoid of the engine clutch 250 is stopped so that the hydraulic pressure supplied to the engine clutch 250 corresponds to the engine 200. Disconnect the power connection of the motor 300.

In addition, the HCU 103 stops the control current applied to the solenoid of the engine clutch 250, and when detected as the release of the engine clutch 250, the line pressure of the transmission 400 is minimized through the CCU 104. Set the command.

Thereafter, the set line pressure minimization control command controls the line pressure solenoid to keep the line pressure to a minimum, thereby minimizing torque fluctuations.

That is, the HCU 103 releases the engine clutch 250 to minimize the input torque of the transmission 400 before entering the power latch according to the power failure of the system, and minimizes the line pressure of the transmission 400. Control to minimize torque fluctuations.

The CCU 104 controls the coupling of the target gear stage by controlling the solenoid provided in the transmission 400 under the control of the HCU 103 connected to the network, and controls the solenoid of the engine clutch 250 to control the engine clutch ( 250) combine and release.

The CCU 104 stops the solenoid control current when the engine clutch 250 is in operation according to a control signal applied from the HCU 103 before a power failure occurs and enters the power latch. Line pressure solenoid is controlled to minimize line pressure.

The PCU 105 includes an inverter and a protection circuit composed of a MCU (Motor Control Unit) and a plurality of power switching elements. The PCU 105 controls the DC voltage supplied from the battery 106 according to a control signal applied from the HCU 103 Phase alternating-current voltage to control the driving of the motor 300.

The power switching element included in the PCU 105 may be configured of any one of an Insulated Gate Bipolar Transistor (IGBT), a MOSFET, a transistor, and a relay.

The protection circuit included in the PCU 105 monitors the flow of the driving power and distributes or blocks the driving power when the overvoltage or the overcurrent flows into the driving power supply due to various reasons such as collision, Thereby protecting all the systems provided in the hybrid vehicle and stably protecting the occupant from high pressure.

The battery 106 supplies power to the motor 300 to assist the output of the engine 200 in the HEV mode, and charges the voltage generated by the motor 300.

In addition, power is supplied to the motor 300 in the EV mode, and the voltage generated by the motor 300, which is operated as a generator during regenerative braking control, is charged.

The BMS 107 comprehensively detects information such as voltage, current, and temperature of the battery 106 to manage the SOC from being over-discharged below the threshold voltage or overcharged above the threshold voltage, and managing the SOC information of the battery 106. Provided at 103.

The engine 200 is driven and controlled to the optimum operating point under the control of the ECU 102. [

The HSG 210 executes idle stop and restart of the engine 200 according to the driving state of the vehicle.

The engine clutch 250 is disposed between the engine 200 and the motor 300 and is operated under the control of the CCU 104 to intercept power transmission between the engine 200 and the motor 300.

The motor 300 is driven by a three-phase AC voltage supplied through the PCU 105 under the control of the HCU 103 to support the output torque of the engine 200, and has excess torque at the output of the engine 200. It is operated by generator in case or braking.

The transmission 400 adjusts the transmission ratio according to the control of the CCU 104 and distributes the applied output torque to the drive wheels via the clutch 250 according to the operation mode and transmits the output torque to the drive wheels so that the vehicle can be driven do.

The transmission 400 may be applied as an automatic transmission or a continuously variable transmission.

Since a typical operation in the hybrid vehicle according to the present invention including the above functions is performed in the same or similar manner as the conventional hybrid vehicle, a detailed description thereof will be omitted.

The present invention relates to a technique for stabilizing the torque input to the transmission before entering the power latch when the controller is reset due to a power failure of the system, only the operation thereof will be described in detail.

2 is a flowchart illustrating a control procedure of a hybrid vehicle according to an exemplary embodiment of the present invention.

In the state in which the hybrid vehicle to which the present invention is applied is operated (S101), the HCU 103, which is the highest controller, monitors the power state of the system through the power failure detector 101 (S102) and determines whether a reset due to a power failure occurs. (S103).

When a reset by the power failure of the system occurs in S103, before entering the power latch, the CCU 104 detects a hydraulic command applied to the solenoid of the engine clutch 250 (S104) to the solenoid of the engine clutch 250. It is determined whether the hydraulic command is applied (S105).

That is, the engine clutch 250 is coupled to transmit the output torque of the engine 200 to the transmission 400 to determine whether the vehicle is operating in the hybrid mode HEV.

In S105, when the HCU 103 determines that the hydraulic command is applied to the solenoid of the engine clutch 250, that is, the engine clutch 250 is coupled and operated in the hybrid mode (HEV), the engine clutch 250 is operated. By stopping the control current applied to the solenoid of the to release the hydraulic pressure supplied to the engine clutch 250, the power connection of the engine 200 and the motor 300 is induced (S106).

As described above, the control current applied from the solenoid of the engine clutch 250 is detected in the control process of releasing the engine clutch 250 (S107), and it is determined whether the state is applied below the set reference voltage (S108). .

If the control current applied to the solenoid of the engine clutch 250 in the step S108 exceeds the set reference voltage is returned to the step S106.

However, if the control current applied to the solenoid of the engine clutch 250 is less than the set reference voltage in S108, the engine clutch 250 is completely released and the output torque of the engine 200 affects the input of the transmission 400. It is determined that the state does not fall short.

Thereafter, the HCU 103 sets a control command for minimizing the line pressure of the transmission 400 through the CCU 104 (S109), and outputs a shift control command so that up / down shifting is not executed (S110). .

Then, a control command for minimizing the line pressure set in S109 is output to the line pressure solenoid of the transmission 400 to maintain the line pressure in a minimum state to minimize the input torque of the transmission 400 (S111). Enter (S112).

That is, the HCU 103 releases the engine clutch 250 to minimize the input torque of the transmission 400 before entering the power latch according to the power failure of the system, and minimizes the line pressure of the transmission 400. Control to minimize torque fluctuations.

In addition, when it is determined in S105 that the HCU 103 is in a state where the engine clutch 250 is released, that is, a state in which the electric vehicle mode (EV) is operated, the HCU 103 executes in S109 to execute the line of the transmission 400 through the CCU 104. Set a control command to minimize the pressure (S109), and outputs a shift control command so that up / down shifting is not executed (S110).

Then, a control command for minimizing the line pressure set in S109 is output to the line pressure solenoid of the transmission 400 to maintain the line pressure in a minimum state to minimize the input torque of the transmission 400 (S111). Enter (S112).

That is, the HCU 103 releases the engine clutch 250 to minimize the input torque of the transmission 400 before entering the power latch according to the power failure of the system, and minimizes the line pressure of the transmission 400. Control to minimize torque fluctuations.

3 is a view showing hydraulic control in the reset operation of the hybrid controller in a hybrid vehicle according to an embodiment of the present invention.

As shown in the drawing, when the power latch enters the power failure of the system, the control current applied to the solenoid of the engine clutch 250 is stopped, such as "A", thereby inducing the release of the engine clutch 250.

At the time when the engine clutch 250 is completely released, the shift control stop command is output such that the up / down shift is not performed as in "B", and the control is performed at the line pressure solenoid of the transmission 400 as in "C". Supply current to control the line pressure to a minimum.

Therefore, the torque input to the transmission 400 is minimized so that torque fluctuations do not occur.

While the present invention has been particularly shown and described with reference to exemplary embodiments, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, , Additions, deletions, and so on, other embodiments may be easily suggested, but this is also included in the spirit of the present invention.

101: power failure detection unit 102: ECU
103: HCU 104: CCU

Claims (6)

  1. A power failure detection unit for monitoring a power supply of the system to provide a hybrid controller with generation of a power failure;
    A hybrid controller releasing the engine clutch before entering the power latch and stabilizing the input torque of the transmission by minimizing the line pressure of the transmission if a reset occurs due to a power failure of the system;
    A clutch controller controlling a control current applied to the solenoid of the engine clutch and the line pressure solenoid of the transmission according to the control of the hybrid controller;
    Hybrid vehicle control device comprising a.
  2. The method of claim 1,
    The power failure detection unit monitors a state of a DC / DC converter for converting a high voltage of the battery into a low voltage required for electric load, an SOC of the battery, and an auxiliary battery for supplying power to the electric load, and determines whether a power failure occurs. Hybrid vehicle control device.
  3. The method of claim 1,
    The hybrid controller outputs a shift control stop command so that shift control is not executed at the time when the release of the engine clutch is completed by stopping the control current applied to the solenoid of the engine clutch, and applies a control current to the line pressure solenoid to supply the line pressure. Control device for a hybrid vehicle, characterized in that to keep the minimum.
  4. The method of claim 1,
    The hybrid controller is a control device of a hybrid vehicle, characterized in that to stabilize the input torque of the transmission by controlling the line pressure of the transmission to a minimum when the engine clutch maintains release when the reset occurs due to a power failure of the system.
  5. Determining that a reset occurs due to a power failure of the system;
    Determining whether the engine clutch is in a hybrid mode by detecting an oil pressure command of the engine clutch when a reset due to a power failure of the system occurs;
    In the hybrid mode, stopping the control current applied to the solenoid of the engine clutch to induce release of the engine clutch;
    Analyzing the control current applied to the solenoid of the engine clutch and outputting a shift control stop command at the time when the complete release of the engine clutch is determined, and minimizing the line pressure through the line pressure solenoid;
    Hybrid vehicle control method comprising a.
  6. The method of claim 5,
    In the electric vehicle mode in which the engine clutch is released in a state in which a reset due to a power failure of the system is generated, the shift control stop command is output, and the line pressure solenoid is controlled to minimize the control of the hybrid vehicle. Way.
KR1020100117690A 2010-11-24 2010-11-24 Control system and method of hybrid vehicle KR101241215B1 (en)

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Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101558736B1 (en) 2014-02-19 2015-10-07 현대자동차주식회사 Method for diagnosing the failure of vehicle using output impedance of DC/DC Converter
KR101856328B1 (en) 2016-06-09 2018-05-10 현대자동차주식회사 Shifting control method of vehicle
CN110486391A (en) * 2019-07-22 2019-11-22 中国第一汽车股份有限公司 Hybrid vehicle wet separation clutch separation method for diagnosing faults

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH104605A (en) 1996-06-13 1998-01-06 Toyota Motor Corp Hybrid vehicle
JPH10951A (en) 1996-06-18 1998-01-06 Toyota Motor Corp Drive controller of hybrid vehicle
KR20010089258A (en) * 2000-03-21 2001-09-29 사사키 겐이치 Control device of continuously variable ransmission
KR20090009344A (en) * 2007-07-20 2009-01-23 현대자동차주식회사 Method for controlling braking of hev

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH104605A (en) 1996-06-13 1998-01-06 Toyota Motor Corp Hybrid vehicle
JPH10951A (en) 1996-06-18 1998-01-06 Toyota Motor Corp Drive controller of hybrid vehicle
KR20010089258A (en) * 2000-03-21 2001-09-29 사사키 겐이치 Control device of continuously variable ransmission
KR20090009344A (en) * 2007-07-20 2009-01-23 현대자동차주식회사 Method for controlling braking of hev

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