KR101673797B1 - Series mode control method of hybrid electric vehicle - Google Patents

Series mode control method of hybrid electric vehicle Download PDF

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Publication number
KR101673797B1
KR101673797B1 KR1020150107771A KR20150107771A KR101673797B1 KR 101673797 B1 KR101673797 B1 KR 101673797B1 KR 1020150107771 A KR1020150107771 A KR 1020150107771A KR 20150107771 A KR20150107771 A KR 20150107771A KR 101673797 B1 KR101673797 B1 KR 101673797B1
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South Korea
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motor
engine
value
torque
speed
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KR1020150107771A
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Korean (ko)
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방재성
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현대자동차주식회사
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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
    • B60L11/1861—
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • 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
    • B60W2510/0657—Engine torque
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a series mode control method for a hybrid electric vehicle, and more specifically, to a series mode control method for a hybrid electric vehicle, allowing an idle speed of an engine to be stably controlled when performing traveling in a series mode, thereby effectively restricting vibration and noise of the engine and improving silence during traveling of a vehicle through the restriction. To achieve this, the series mode control method for a hybrid electric vehicle, which includes an engine, a first motor and a second motor mounted thereon, the engine driving a vehicle and the second motor connected to the engine to transfer power and receiving engine torque when the vehicle is traveled in a series mode to be operated as a generator for charging a battery, comprises a step of determining whether to enter in the series mode; a step of determining engine command power based on battery state information, current state information on the first motor and information on the second motor when entering in the series mode; a step of determining a target idle speed of the second motor by using the determined engine command power; and a step of outputting torque corresponding to the engine command power as an engine torque command to allow an engine to perform idle driving and simultaneously, controlling the second motors speed to pursue the target idle speed.

Description

[0001] The present invention relates to a method of controlling a hybrid vehicle,

The present invention relates to a serial mode control method for a hybrid vehicle, and more particularly, to an engine control system for a hybrid vehicle in which the idle speed control of the engine is stably performed at the time of running in a serial mode, whereby vibration and noise of the engine can be effectively suppressed, And to a method of controlling a serial mode of a hybrid vehicle capable of improving quietness.

Generally, a hybrid vehicle is an eco-friendly vehicle that uses both an engine and a motor as its driving source, and uses energy of fossil fuel and electric energy together for driving, thereby reducing exhaust gas and improving fuel economy.

1 is a diagram showing a power train configuration of a hybrid vehicle, which illustrates a power train configuration of a TMED (Transmission Mounted Electric Device) system in which a drive motor and a transmission are attached.

1, the power train configuration of a hybrid vehicle includes an engine 1 and a drive motor 3 arranged in series as a drive source for driving the vehicle, A transmission 4 for transmitting the power of the engine 1 and the drive motor 3 to the drive shaft and a hybrid starter 4 directly connected to the engine 1 for power transmission, And a hybrid starter and generator (hereinafter referred to as HSG) 5.

Here, the engine clutch 2 connects or disconnects power between two driving sources for driving the vehicle, that is, between the engine 1 and the driving motor 3 through a lock-up or an open operation.

A battery 7 serving as a power source of the vehicle is connected to the drive motor 3 and the HSG 5 through an inverter 6 such that the inverter 6 is connected to the drive motor 3 And the HSG 5, the DC current of the battery 7 is converted into a three-phase alternating current and applied to the driving motor and the HSG.

The HSG 5 is an apparatus that performs an integrated function of a starter motor and a generator in a hybrid vehicle unlike a conventional internal combustion engine vehicle in which a starter motor and a generator are separately mounted. To the engine (1) to start the engine, to perform power generation by the rotational force transmitted from the engine (1), and to charge the battery (7) with the electric energy generated in the power generation operation.

For example, at the time of running in series mode in a TMED hybrid vehicle, engine torque generated during idle drive after engine 1 is started is transmitted to HSG 5 in a state where engine clutch 2 is disengaged So that the battery 7 is charged by the HSG 5 operated by the generator and the driving motor 3 is driven by the electric energy charged in the battery 7 so that the vehicle travels .

During the running in the serial mode, the idle speed control for the engine 1 is performed to allow the HSG 5 to charge the battery 7 at a specific torque. The HSG torque (the negative torque (Positive torque) of the HSG torque (negative torque) can be applied to the engine torque.

At this time, in order to prevent the speed of the engine and the HSG from being lowered while the negative torque is used in the HSG 5 directly connected to the engine 1, the idle speed control is performed on the engine 1, It is possible to generate counter torque as much as the corresponding torque.

However, in general, in the case of an engine, it is difficult to control the accurate torque and the precision speed, and it is difficult to control the idle speed due to inaccuracies. In addition, an oscillation component is added to the speed And noise may occur.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide an idle speed control apparatus for an internal combustion engine capable of effectively suppressing engine vibration and noise The present invention is directed to a method of controlling a hybrid vehicle in which a vehicle is driven by a driver.

According to an aspect of the present invention, there is provided an engine control system for an internal combustion engine, comprising: an engine for driving a vehicle, a first motor, and a generator for receiving a torque of the engine when the vehicle is running in a serial mode, The method of controlling a serial motor of a hybrid vehicle according to claim 1, Determining an engine command power based on battery state information, current state information of the first motor, and information of the second motor when entering the serial mode; Determining a target idle speed of the second motor using the determined engine command power; And controlling the speed of the second motor to follow the target idle speed by idling the engine by outputting a torque corresponding to the engine command power as an engine torque command, .

Thus, in the serial mode method of the hybrid vehicle according to the present invention, the target idle speed of the second motor (HSG) is determined from the engine command power and the engine command power to control the engine torque at a torque corresponding to the engine command power, By controlling the speed of the second motor so as to follow the idle speed, the idle speed control of the engine can be stably performed at the time of running in the serial mode, whereby vibration and noise of the engine can be effectively suppressed, .

Also, since stable idle speed control becomes possible, the engine torque can be further increased within the maximum charging limit of the HSG, thereby increasing the running distance in the serial mode.

1 is a diagram showing a power train configuration of a hybrid vehicle.
2 is a flowchart showing a serial mode control method of a hybrid vehicle according to an embodiment of the present invention.
3 is a flowchart showing a process of determining the engine command power in the embodiment of the present invention.
4 is a diagram illustrating an engine operating point and an HSG operating point map for determining an HSG target idle speed considering system efficiency in an embodiment of the present invention.
FIG. 5 is a diagram illustrating a target value, an actual value, and a control value in an embodiment of the present invention. FIG. 5 is a diagram illustrating torque values for HSG target idle speed, HSG speed, engine torque command, and HSG speed control.
6 is a block diagram illustrating a configuration for HSG rate control in an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains.

2 is a flowchart showing a serial mode control method of a hybrid vehicle according to an embodiment of the present invention.

In the following description, the first motor is connected to an engine serving as a driving source of the vehicle via an engine clutch (reference numeral 2 in Fig. 1) and is connected to a driving motor 1), and the second motor is a motor directly connected to the engine (1 in FIG. 1) so as to be able to transmit power, and is a motor that operates as a generator at the time of running in a serial mode, And a hybrid starter-generator (HSG) (reference numeral 5 in FIG.

As described above, at the time of running the hybrid vehicle in the serial mode, the engine torque generated during the idle drive after the start of the engine is transmitted to the second motor in the state where the engine clutch is disengaged, The first motor is driven by the electric energy charged in the battery, so that the vehicle is driven.

The present invention relates to such a control method in a serial mode running, and more particularly, to a control method for controlling the idle speed of an engine so as to determine a torque (- torque) of a second motor and generate an engine torque by a counter torque The target idle speed of the second motor is determined from the engine command power for driving the engine and the engine command power so as to follow the target idle speed while controlling the engine torque to the torque corresponding to the engine command power And controls the speed of the second motor.

The method includes the steps of determining whether to enter the serial mode (S1), determining an engine command power at the time of entering the serial mode (S2), determining the power of the second motor (HSG) using the determined engine command power, (S3) of outputting a torque corresponding to the engine command power as an engine torque command to idle the engine and to control the speed of the second motor (HSG) so as to follow the target idle speed (S4).

First, in step S1, the vehicle enters the series mode according to the driver's request and the vehicle state information, that is, the vehicle is driven only to the first motor while the engine clutch is disengaged. At the same time, the second motor is actuated by the rotational force transmitted from the engine And judges whether or not the vehicle enters a running mode for charging the battery.

This can be determined by checking whether the Hybrid Control Unit (HCU), which is the highest level controller of the hybrid vehicle, satisfies the entry condition to the serial mode determined from the driver's request and vehicle status information.

The process of determining whether the HCU needs to travel in the serial mode and entering the serial mode as described above is a well-known technical matter, and thus will not be described in detail herein.

When the hybrid vehicle enters the serial mode, in step S2, the HCU calculates the current state of charge (hereinafter referred to as 'battery SOC'), the maximum charging power of the second motor, The engine command power is determined based on the discharge power.

FIG. 3 is a flowchart showing the process of determining the engine command power in the embodiment of the present invention. In the present invention, the engine command power may be power for torque excluding disturbance such as engine friction torque which may occur during engine driving .

As shown in the figure, the engine command power is calculated by multiplying the maximum charging power, which is the information of the second motor HSG, and the motor discharging power, which is the current state information of the first motor, based on the battery SOC (% It can be decided as one.

That is, the HCU compares the battery SOC with the preset value 1 (a) (S21) and determines the maximum charging power of the second motor HSG as the engine command power (S22) when the set value is 1 or less (SOC? .

If the battery SOC is greater than or equal to the set value 2, the battery SOC is compared with a predetermined value 2 (b, where b> a) (S23) The discharge power of the first motor is determined as the engine command power (S24).

If the battery SOC is greater than the set value 1 and less than the set value 2 (SOC <b), a smaller value among the discharge power of the first motor and the maximum charging power of the second motor is determined as the engine command power (S25).

Here, instead of determining the smaller of the discharge power of the first motor and the maximum charge power of the second motor as the engine command power as described above, if the battery SOC exceeds the set value 1 and is less than the set value 2, And may be set to determine the maximum efficiency power as the engine command power.

The maximum efficiency power means power at which the charging efficiency of the engine and the HSG (second motor) system is maximum.

On the other hand, if the engine command power is determined, the target idle speed of the second motor, which considers the efficiency of the engine and the second motor, is determined from the engine command power in step S3.

At this time, the target idle speed of the second motor may be determined to be the speed that represents the maximum efficiency among the operation points along the equal (equal) power line of the determined engine command power at the operation point map of the second motor.

Or the operation speed of the second motor (HSG) among the operation points along the equal power line of the engine command power determined in the engine operation point map and the operation point map of the second motor, It can be determined as a speed indicating the optimum efficiency considering all the efficiencies.

4 is a diagram showing an engine operation point map for determining the target idle speed r of the second motor HSG considering the system efficiency and an operation point map of the second motor in the embodiment of the present invention, The map and the operating point map of the second motor are each provided with a map defining the engine operation efficiency and the charging efficiency of the second motor directly connected to the engine in accordance with the torque and the speed, respectively.

The speed of the second motor in the illustrated engine operation point map and the operation point map of the second motor is dependent on the engine speed at the same horizontal position (the position of the dotted line shown vertically in Fig. 4).

1, the engine 1 and the second motor (HSG) 5 are directly connected so as to transmit power. For example, the engine 1 and the second motor 5 are connected to each other by pulleys and belts The speed of the second motor becomes the speed at which the pulley ratio is considered in relation to the engine speed.

In the operation point map illustrated in FIG. 4, the speed and torque can be determined considering both the engine operation efficiency and the charging efficiency of the second motor (HSG) among the operation points along the equal power line of the determined engine power have.

That is, among the operation points along the equal power line of the engine instruction power in the illustrated engine operation point map and the operation points along the equal power line of the engine instruction power in the operation point map of the second motor, The engine speed and torque, and the speed and torque of the second motor, which exhibit the optimum efficiency, can be determined in consideration of the efficiency of the second motor HSG.

Here, the speed of the second motor, which is determined based on both the efficiency of the engine and the second motor from the operation point map, becomes the target idle speed r. For example, in the engine operation point map of FIG. 4, The efficiency of the second motor at the same speed position among the operating points of the second motor following the equal power line of the engine command power in the operation point map of the second motor is η n among the engine operation points along the power line, (that is, η n representing the engine efficiency operating point with the same engine speed, or the same second motor efficiency of the motor speed) at the time as the η m, η n with η m the second motor of the multiplication of the operating point up to the The speed may be determined as the target idle speed r.

Further, the engine torque corresponding to the operating point at which the product of? N and? M becomes the maximum can also be determined, and this engine torque can be determined as a torque command value described later.

When the target idle speed r of the second motor is determined from the operation point map on the basis of the engine command power, the speed control for keeping the speed of the second motor constant at the target idle speed r in step S4 .

In the speed control process of step S4, the motor controller basically performs the speed control for the second motor by using the target idle speed value information of the second motor transmitted from the HCU. At the same time, for the engine, The HCU outputs the engine torque determined from the operating point map as a command value to the engine management system (EMS), and thereby, in response to the torque command transmitted from the HCU, the engine is driven at the idle speed, The controller controls the engine torque output.

Accordingly, in the embodiment of the present invention, the engine torque can be generated within the maximum charge torque of the second motor in accordance with the torque command corresponding to the engine command power, and the specific speed, i.e., the target idle speed, The engine speed is controlled so that the corresponding torque of the engine is charged by the second motor. By reducing the oscillation component of the engine speed regardless of the engine state through precise speed control for the second motor, Thereby enabling the running in the serial mode.

Although it has been described above that the engine torque command can be determined from the engine operation point map shown in Fig. 4 and the operation point map of the second motor in the above embodiment, the engine torque command can be determined from the engine instruction command Is determined as the engine torque value indicating the maximum efficiency among the operating points corresponding to the engine speeds.

FIG. 5 is a diagram illustrating a target value, an actual value, and a control value in an embodiment of the present invention. The target idle speed (1) of the second motor determined from the engine command power, (2), an engine torque command (3) as a control value corresponding to the engine command power, an HSG torque value for controlling the speed (a control torque value for controlling the speed of the second motor, that is, a torque command of the second motor) (4).

The process of controlling the speed of the second motor to follow the target idle speed r in the embodiment of the present invention will be described in more detail as follows.

First, the process of controlling the speed of the second motor so as to follow the target idle speed r is performed by calculating an error value (deviation) between the target idle speed r and the actual speed y of the second motor measured by the sensor e); Outputting a feedback control torque value (U fb ) as a feedback control value by inputting the error value (e) in a feedback controller; The feedforward control torque (U ff ), which is a feedforward control value determined in accordance with the feedback control torque value (U fb ), the total gyromagnetic moment (J) of the rotation of the engine and the second motor and the target idle speed Calculating a control torque value (U) for speed control of the second motor from the disturbance torque estimated value (U d ) estimated from the actual speed (r) of the second motor; And controlling the speed of the second motor by controlling the driving of the second motor with the calculated control torque value (U) as a torque command.

In performing the speed control for the second motor so as to follow the target idle speed, since the positive torque (+ torque) is outputted from the engine, during the speed control of the second motor to follow the target idle speed, A negative torque (-torque) is generated, and as a result, the second motor charges the battery.

At this time, the amount of charge at this time is the amount by which the torque corresponding to the disturbance such as friction in the actual power output from the engine, i.e., the amount corresponding to the disturbance torque is excluded, and may not exactly match the amount corresponding to the engine command power.

This is because the disturbance torque due to the friction or the like estimated for the engine is not accurate. Therefore, if the speed control is not performed in the second motor and the reverse torque of the torque corresponding to the engine command power, that is, the torque corresponding to the engine command power The engine speed can not be kept constant when the value obtained by multiplying -1 by the torque command of the second motor for speed control is determined.

6 is a block diagram showing a configuration for speed control of the second motor in the embodiment of the present invention, where r represents the target idle speed of the second motor determined based on the engine command power as described above, The speed of the shaft directly connected to the torque generating device, that is, the actual speed of the second motor measured by the sensor.

Further, e represents an error value which is a deviation between the target idle speed of the second motor and the actual speed of the second motor, C (s) represents a feedback controller inputting e, and U fb is feedback And a feedback control torque value which is a control value.

The feedback controller may be a PI controller, but is not necessarily limited to a PI controller.

U ff is a feedforward control torque value that is a feedforward control value and can be defined as the product of J n and the derivative value of the target idle speed of the second motor.

Here, J n is, but the engine and a nominal value (nominal value) of the second total moment of inertia (J) of the motor, since the target idle speed of the second motor constant in the embodiment of the invention U ff is zero, if the 2 If the target idle speed of the motor is not constant, it is not zero.

Further, U is a control torque value to be generated by the second motor. Generally, since the torque transmitted from the engine to the second motor is + torque, the torque generated by the second motor is-torque, So that it is charged as much as the transmitted torque.

d is an unknown disturbance torque value including the torque transmitted to the second motor from the engine (may be the same value as the engine torque command or may be a proximity value), and the influence due to the non-modeled dynamic effect such as friction, and U d is an estimate of d (disturbance torque), and U d , which is the estimated value, is used as a feedback value to minimize the influence of d.

The control torque value U is calculated by summing the feedback control torque value, i.e., the feedback control value output from the feedback controller C (s), and the feedforward control value as the feedforward control torque value, and adding the disturbance torque estimation value Can be determined.

G (s) represents the plant model of the system and can be expressed as 1 / (J × s).

Here, J is the total moment of inertia of the rotating body of the engine and the second motor, and s is the Laplace Transform Variable.

In addition, in G n (s) is a nominal plant (nominal plant) can be expressed as 1 / (J n × s) as a model, G n -1 (s) is (J n × s) as the nominal plant reverse model Can be expressed.

Here, J n represents a nominal value of J, which is the total inertia moment of the rotors of the engine and the second motor, that is, the nominal moment of inertia.

The disturbance torque estimation value U d is a value obtained by filtering the output value of the nominal plant inverse model G n -1 (s) whose input is the actual speed of the second motor with the low pass filter Q (s) , And a value obtained by subtracting the value obtained by filtering the calculated control torque value U with a low-pass filter Q (s).

Q (s) is a low pass filter (LPF) and can be expressed by the following equation.

Figure 112015074099807-pat00001

Here, n &gt; = m and the maximum frequency (= [omega] m ) included in the disturbance d

Figure 112015074099807-pat00002
Design factors a j and b j are designed.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the scope of the present invention is not limited to the disclosed exemplary embodiments. Forms are also included within the scope of the present invention.

1: engine
2: engine clutch
3: Driving motor (first motor)
4: Transmission
5: HSG (second motor)
6: Inverter
7: Battery
C (s): feedback controller
G (s): Plant model
Gn -1 (s): nominal plant station model
Q (s): low pass filter

Claims (13)

A serial mode control method of a hybrid vehicle having an engine for driving a vehicle, a first motor, and a second motor connected to the engine so as to be able to transmit power, the second motor being driven by a generator for charging the battery In this case,
Determining whether to enter the serial mode;
Determining an engine command power based on battery state information, current state information of the first motor, and information of the second motor when entering the serial mode;
Determining a target idle speed of the second motor using the determined engine command power; And
And outputting a torque corresponding to the engine command power as an engine torque command to idle the engine and to control the speed of the second motor to follow the target idle speed.
The method according to claim 1,
Wherein the battery state information is a battery state of charge (%) value,
The information of the second motor is the maximum charging power of the second motor,
And the current state information of the first motor is a discharge power of the first motor.
The method of claim 2,
Wherein the engine command power is determined to be one of a maximum charging power of the second motor and a discharging power of the first motor in accordance with the battery SOC value.
The method of claim 3,
The process of determining the engine command power includes:
Determining the maximum charging power of the second motor as the engine command power when the battery SOC is compared with the preset value 1 and equal to or less than the preset value 1; And
Comparing the battery SOC with the preset value 2 when the battery SOC exceeds the set value 1 and determining the discharge power of the first motor as the engine command power when the battery SOC is equal to or greater than the set value 2 A method of controlling a running mode of a hybrid vehicle in a serial mode.
The method of claim 4,
Wherein the step of determining the engine command power comprises:
If the battery SOC exceeds the set value 1 and is less than the set value 2, the smaller of the discharge power of the first motor and the maximum charge power of the second motor, or a predetermined value of maximum charge efficiency of the engine and the second motor system And determining the efficiency power as the engine command power.
The method according to claim 1,
Wherein the target idle speed in the process of determining the target idle speed of the second motor is determined as a speed indicating the maximum efficiency among the operating points corresponding to the determined engine command power in the operation point map of the second motor A method for controlling a running mode of a vehicle in a serial mode.
The method according to claim 1,
The target idle speed in the process of determining the target idle speed of the second motor is,
In an operating point map of an engine and an operating point map of a second motor that respectively define engine efficiency according to torque and speed and efficiency of a second motor directly connected to the engine, among the operating points corresponding to the determined engine command power, Or the product of the engine efficiency corresponding to the same second motor speed and the second motor efficiency is determined as the speed of the second motor representing the maximum value.
The method according to claim 1,
Wherein the engine torque command is determined as an engine torque value representing a maximum efficiency among operating points corresponding to the determined engine command power in an operation point map of the engine.
The method according to claim 1,
The engine torque command includes:
In an operating point map of an engine and an operating point map of a second motor that respectively define engine efficiency according to torque and speed and efficiency of a second motor directly connected to the engine, among the operating points corresponding to the determined engine command power, Or the product of the engine efficiency corresponding to the same second motor speed and the second motor efficiency is determined as the engine torque value representing the maximum value.
The method according to claim 1,
And controlling the speed of the second motor to follow the target idle speed,
Calculating an error value that is a deviation between the target idle speed and the actual speed of the second motor measured by the sensor;
Outputting a feedback control torque value, which is a feedback control value, with the error value as an input;
From the feedback control torque value, the feedforward control torque value determined in accordance with the target idle speed of the engine and the total gyromagnetic moment of rotation of the second motor, and the disturbance torque estimated value estimated from the actual speed of the second motor, Calculating a control torque value (U) for controlling the speed of the vehicle; And
And controlling the speed of the second motor by controlling the driving of the second motor with the calculated control torque value as a torque command.
The method of claim 10,
The feed forward control torque value of the serial mode of the hybrid vehicle, characterized in that it is determined by the product of the differential value of the engine and the second rotating body nominal value of the nominal moment of inertia (J n) and the target idle speed of the total moment of inertia of the motor Driving control method.
The method of claim 10,
Wherein the torque command for the second motor is determined by summing the feedback control torque value and the feedforward control torque value and subtracting the disturbance torque estimation value.
The method of claim 10,
The disturbance torque estimation value is calculated by:
The value obtained by filtering the output value of the nominal plant inverse model with the input of the actual speed of the second motor by a low pass filter and the value obtained by filtering the calculated control torque value by the low pass filter Wherein the hybrid vehicle is a hybrid vehicle.
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