KR102322255B1 - Apparatus and method for controlling driving power of green car - Google Patents

Abstract

The present invention relates to an apparatus for controlling a driving force of an eco-friendly vehicle, and more particularly, to an apparatus and method for controlling a driving force of an eco-friendly vehicle for controlling a driving force when an accelerator pedal is turned off in the eco-friendly vehicle.
To this end, an apparatus for controlling a driving force of an eco-friendly vehicle according to an embodiment of the present invention includes an engine and a driving motor as power sources; APS for detecting the position value of the accelerator pedal; a detection unit including a plurality of speed sensors; a plurality of controllers connected to at least one of the plurality of speed sensors and receiving output signals from the speed sensors; and determining whether a control start condition is satisfied based on the position value of the accelerator pedal, and if the control start condition is satisfied, selects one speed sensor from among a plurality of speed sensors, and selects a speed sensor from among a plurality of controllers (hereinafter, ' Check the controller connected to the selected speed sensor), check whether the selected speed sensor and the controller connected to the selected speed sensor (hereinafter, collectively referred to as 'connected controller') can receive it, and if the reception is possible A vehicle controller that receives an output signal from the selected speed sensor or a connected controller, checks a vehicle speed based on the output signal, and generates a required torque based on the vehicle speed to control at least one of the engine and the driving motor includes

Description

Apparatus and method for controlling driving force of an eco-friendly vehicle

The present invention relates to an apparatus for controlling driving force of an eco-friendly vehicle, and more particularly, to an apparatus and method for controlling a driving force of an eco-friendly vehicle for controlling a driving force when an accelerator pedal is turned off in the eco-friendly vehicle.

The use of pollution-free energy is becoming more and more important these days as the problem of environmental pollution on the earth is getting more serious. In particular, the problem of air pollution in large cities is getting serious day by day, and exhaust gas from automobiles is one of the main causes.

In this way, in order to solve the problem of exhaust gas and provide fuel efficiency improvement, eco-friendly vehicles including hybrid vehicles and electric vehicles have been developed and operated.

An eco-friendly vehicle has power composed of an engine and a motor, and is driven by appropriately using power generated from combustion of the engine and power generated from rotation of the motor mediated by electric energy stored in a battery, respectively.

In an eco-friendly vehicle, an engine clutch is installed between an engine and a drive motor to transmit engine power to a drive shaft.

Eco-friendly vehicles include EV (Electric Vehicle) mode in which driving is provided by the torque of the driving motor only, HEV (Hybrid Electric Vehicle) mode in which driving is provided by the sum of engine torque and motor torque, depending on whether the engine clutch is connected, and vehicle braking. Alternatively, it is possible to drive in a driving mode such as a regenerative braking (RB) mode in which energy is recovered by generating the motor with braking and inertial energy when driving due to inertia.

In such an eco-friendly vehicle, the torque is set based on the speed value when the accelerator pedal is turned off, but if the standard speed sensor fails, the torque cannot be set and the vehicle cannot be controlled normally.

Matters described in this background section are prepared to enhance understanding of the background of the invention, and may include matters that are not already known to those of ordinary skill in the art to which this technology belongs.

An embodiment of the present invention provides a driving force control apparatus and method for an eco-friendly vehicle for controlling a driving force by checking a vehicle speed through another speed sensor when a failure occurs in a speed sensor when an accelerator pedal is turned off.

Another embodiment of the present invention provides an apparatus and method for controlling driving force of an eco-friendly vehicle for limiting driving force when the vehicle speed cannot be checked when the accelerator pedal is turned off.

In an embodiment of the present invention, an engine and a driving motor as a power source; APS for detecting the position value of the accelerator pedal; a detection unit including a plurality of speed sensors; a plurality of controllers connected to at least one of the plurality of speed sensors and receiving output signals from the speed sensors; and determining whether a control start condition is satisfied based on the position value of the accelerator pedal, and when the control start condition is satisfied, selects one speed sensor from among a plurality of speed sensors, and selects a speed sensor from among a plurality of controllers (hereinafter, ' Check the controller connected to the selected speed sensor), check whether the selected speed sensor and the controller connected to the selected speed sensor (hereinafter, collectively referred to as 'connected controller') can receive it, and if the reception is possible A vehicle controller that receives an output signal from the selected speed sensor or a connected controller, checks a vehicle speed based on the output signal, and generates a required torque based on the vehicle speed to control at least one of the engine and the driving motor It is possible to provide an apparatus for controlling the driving force of an eco-friendly vehicle comprising:

Also, the vehicle controller may select a speed sensor from among the plurality of speed sensors based on preset order information.

In addition, the vehicle controller may check a preset number of times, reset the number of tests if the reception is not possible, and generate a requested torque based on a preset torque if the number of tests and the set number are the same.

Also, when the number of inspections and the number of settings are not the same, the vehicle controller may select a speed sensor based on order information from a plurality of speed sensors.

In addition, the vehicle controller may determine whether reception is possible based on whether each of the selected speed sensor and the connection controller has a failure or communication is possible.

Also, when the position value of the accelerator pedal is within a set range, the vehicle controller may determine that the control start condition is satisfied.

In addition, the detection unit may include at least one of a wheel speed sensor, a transmission output speed sensor, a transmission input speed sensor, and a driving motor speed sensor.

In another embodiment of the present invention, there is provided a method for controlling a driving force by a driving force control device in an eco-friendly vehicle, the method comprising: (a) determining whether a position value of an accelerator pedal exists within a set range; (b) checking a set number of times and a number of inspections when the position value of the accelerator pedal is within a set range; (c) selecting one of the plurality of speed sensors; (d) checking whether the selected speed sensor (hereinafter, collectively referred to as 'selective speed sensor') can be received; (e) receiving an output signal from the selected speed sensor when the selected speed sensor is in a receivable state; (f) determining the vehicle speed based on the output signal; (g) generating a required torque based on the vehicle speed; and (h) controlling at least one of an engine and a driving motor based on the requested torque.

According to an embodiment of the present invention, when a failure occurs in the speed sensor when the accelerator pedal is turned off, the driving force is controlled by checking the vehicle speed through another speed sensor, thereby ensuring safety while driving.

In addition, when the vehicle speed cannot be checked when the accelerator pedal is turned off, it is possible to prevent the eco-friendly vehicle from starting by limiting the driving force.

In addition, the effects obtainable or predicted by the embodiments of the present invention are to be disclosed directly or implicitly in the detailed description of the embodiments of the present invention. That is, various effects predicted according to an embodiment of the present invention will be disclosed in the detailed description to be described later.

1 is a view showing an eco-friendly vehicle to which a driving force control device according to an embodiment of the present invention is applied.
2 is a view showing a driving force control apparatus according to an embodiment of the present invention.
3 is a flowchart illustrating a driving force control method according to an embodiment of the present invention.
4 is a flowchart illustrating a driving force control method according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings and description, the operating principle of the embodiment of the driving force control apparatus and method for an eco-friendly vehicle according to the present invention will be described in detail. However, the drawings shown below and the detailed description given below relate to one preferred embodiment among various embodiments for effectively explaining the features of the present invention. Accordingly, the present invention should not be limited only to the following drawings and description.

In addition, in the following description of the present invention, if it is determined that a detailed description of a related well-known function or configuration may unnecessarily obscure the gist of the present invention, the detailed description thereof will be omitted. And the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, the definition should be made based on the content throughout the present invention.

In addition, the following embodiments will use appropriate modifications, integration, or separation of terms so that those of ordinary skill in the art can clearly understand them in order to effectively describe the key technical features of the present invention. , the present invention is by no means limited.

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

1 is a view showing a vehicle to which a driving force control device according to an embodiment of the present invention is applied.

That is, FIG. 1 illustrates a hybrid vehicle among eco-friendly vehicles as an embodiment for convenience of description. Accordingly, the apparatus for controlling driving force of an eco-friendly vehicle according to an embodiment of the present invention may be applied not only to the hybrid vehicle of FIG. 1 but also to all other eco-friendly vehicles.

Referring to FIG. 1 , an eco-friendly vehicle to which the driving force control device according to the present invention is applied includes an engine 110, a hybrid starter & generator (hereinafter referred to as 'HSG', 115), an engine clutch 120, and a driving system. Motor 130, battery 140, transmission 150, engine controller (Engine Control Unit: hereinafter collectively called 'ECU', 160), motor controller (Motor Control Unit: hereinafter collectively called 'MCU', 170) , Transmission Control Unit (hereinafter collectively referred to as 'TCU', 180), Brake Controller (Electric Brake System: hereinafter collectively referred to as 'EBS', 190) and Vehicle Controller (Hybrid Control Unit: hereinafter collectively referred to as 'HCU') ham, 200).

The engine 110 generates power by burning fuel. That is, as the engine 110, various known engines 110 such as a gasoline engine or a diesel engine using conventional fossil fuels may be used. The rotational power generated by the engine 110 is transmitted to the transmission 150 side.

The engine clutch 120 is disposed between the engine 110 and the driving motor 130 , and is operated under the control of the HCU 200 to intermittently transmit power between the engine 110 and the driving motor 130 . That is, the engine clutch 120 connects or blocks the power between the engine 110 and the driving motor 130 according to the switching between the EV (Electric Vehicle) mode and the HEV (Hybrid Electric Vehicle) mode.

The driving motor 130 is operated by a three-phase AC voltage applied from the battery 140 through an inverter to generate torque. The driving torque is operated as a generator when traveling or regenerative braking to supply regenerative energy to the battery 140 .

The battery 140 includes a plurality of unit cells, and a high voltage for providing a driving voltage to the driving motor 130 is stored. For example, the battery 140 stores a DC voltage of 400V to 450V. The battery 140 supplies a driving voltage to the driving motor 130 in the EV mode or the HEV mode, and is charged with the voltage generated by the driving motor 130 and the HSG 115 during regenerative braking.

In the transmission 150 , the sum of the output torque of the engine 110 and the output torque of the driving motor 130 , which is determined according to the engagement and disengagement of the engine clutch 120 , is supplied as an input torque, and is arbitrary depending on vehicle speed and driving conditions. is selected to maintain driving by outputting driving force to the driving wheel. The transmission 150 may perform shifting through a torque converter.

In this case, the transmission 150 may be a dual clutch transmission (DCT). A dual-clutch transmission uses two clutches to provide the efficiency of a manual transmission and the convenience of an automatic transmission.

The ECU 160 is connected to the HCU 200 through a network, and is interlocked with the HCU 200 to signal the driver's required torque, coolant temperature, engine rotation speed, throttle valve opening, intake air amount, oxygen amount, and engine operation state such as engine torque. Accordingly, the overall operation of the engine 110 is controlled. The ECU 160 provides the operating state of the engine 110 to the HCU 200 .

The MCU 170 controls the driving and torque of the driving motor 130 under the control of the HCU 200 , and stores the voltage generated by the driving motor 130 in the battery 140 during regenerative braking. The MCU 170 controls the overall operation of the motor according to the driver's requested torque signal, the driving mode of the vehicle, and the state of charge (SOC) state of the battery 140 .

The TCU 180 controls the overall operation of the transmission 150 , such as controlling the transmission ratio according to each output torque of the ECU 160 and the MCU 170 , and determining the amount of regenerative braking. The TCU 180 provides the operating state of the transmission 150 to the HCU 190 .

When the driver's braking request is detected, the EBS 190 calculates a braking torque required from the pedal stroke and hydraulic pressure of the master cylinder. The EBS 190 performs braking control by controlling the hydraulic pressure supplied to the brake cylinders of each wheel according to the braking torque.

The HCU 200 is a top-level controller that sets the hybrid driving mode and controls overall operation of the vehicle. The HCU 200 integrally controls the lower controllers connected through the network. For example, the HCU 200 may be connected to lower controllers through a controller area network (CAN) communication network. The HCU 200 collects and analyzes information of each sub-controller and executes cooperative control to control the output torque of the engine 110 and the driving motor 130 .

A typical operation in the hybrid vehicle according to the present invention including the above-described functions is performed in the same or similar manner to that of the conventional hybrid vehicle, and thus a detailed description thereof will be omitted.

2 is a view showing a driving force control apparatus according to an embodiment of the present invention.

Referring to FIG. 2 , the driving force control device includes an HCU 200 , an accelerator pedal position sensor (APS) 210 , and a detection unit 220 .

The HCU 200 receives the position value of the accelerator pedal from the APS 210 and determines whether a control start condition is satisfied based on the position value of the accelerator pedal. The HCU 200 selects one of the plurality of speed sensors included in the detection unit 220 when the control start condition is satisfied. The HCU 200 may receive an output signal directly from the selected speed sensor (hereinafter, collectively referred to as a 'selective speed sensor') or may receive an output signal from a controller connected to the selected speed sensor. Here, the controller connected to the selected speed sensor may be at least one of the ECU 160 , the MCU 170 , the TCU 180 , and the EBS 190 .

The HCU 200 checks the vehicle speed based on the output signal. That is, the HCU 200 may generate the vehicle speed based on the output signal detected by the transmission output speed sensor 233 and the companion diameter of the driving wheel. The HCU 200 may generate the vehicle speed based on the output signal detected by the transmission input speed sensor 235 and the gear ratio of the transmission 150 . The HCU 200 may generate the vehicle speed based on the output signal detected by the driving motor speed sensor 237 and the gear ratio of the transmission 150 .

The HCU 200 generates a required torque based on the vehicle speed, and controls at least one of the engine 110 and the driving motor based on the generated required torque to drive the eco-friendly vehicle.

For this purpose, the HCU 200 may be implemented with one or more processors operating according to a set program, and the set program may be programmed to perform each step of the driving force control method for an eco-friendly vehicle according to an embodiment of the present invention. have. Such a driving force control method for an eco-friendly vehicle will be described in more detail with reference to FIGS. 3 and 4 .

The APS 210 measures the degree to which the driver depresses the accelerator pedal. That is, the APS 210 measures the position value of the accelerator pedal (the degree to which the accelerator pedal is pressed) and provides a signal corresponding thereto to the HCU 200 . When the accelerator pedal is fully depressed, the position value of the accelerator pedal may be 100%, and when the accelerator pedal is not depressed, the position value of the accelerator pedal may be 0%.

Instead of using the APS 210, a throttle valve opening detection unit mounted on the intake passage may be used.

The detection unit 220 includes a plurality of speed sensors, and provides the detected output signal to the HCU 200 .

The detection unit 220 includes at least one of a wheel speed sensor 231 , a transmission output speed sensor 233 , a transmission input speed sensor 235 , and a driving motor speed sensor 237 .

The wheel speed sensor 231 is mounted on the driving wheel. The wheel speed sensor 231 detects the speed at which the driving wheel rotates, and provides the detected output signal to the HCU 200 .

This wheel speed sensor 231 is connected to the EBS (190). Accordingly, the wheel speed sensor 231 may not be provided directly to the HCU 200 , but may be provided to the HCU 200 through the EBS 190 . That is, the EBS 190 receives an output signal from the wheel speed sensor 231 and provides the output signal detected by the wheel speed sensor 231 to the HCU 200 .

The transmission output speed sensor 233 is mounted between the transmission 150 and the driving wheel. The transmission output speed sensor 233 detects the speed at which the output shaft of the transmission 150 rotates, and provides the detected output signal to the HCU 200 .

The transmission output speed sensor 233 is connected to the TCU 180 . Accordingly, the transmission output speed sensor 233 may not be provided directly to the HCU 200 , but may be provided to the HCU 200 through the TCU 180 . That is, the transmission output speed sensor 233 provides an output signal to the TCU 180 , and the TCU 180 provides the output signal detected by the transmission output speed sensor 233 to the HCU 200 .

The transmission input speed sensor 235 is mounted between the transmission 150 and the driving motor 130 . The transmission input speed sensor 235 detects a speed at which an input shaft connected to the transmission 150 rotates, and provides the detected output signal to the HCU 200 .

The transmission input speed sensor 235 is connected to the TCU 180 . Accordingly, the transmission input speed sensor 235 may not be provided directly to the HCU 200 , but may be provided to the HCU 200 through the TCU 180 . That is, the transmission input speed sensor 235 provides an output signal to the TCU 180 . The TCU 180 receives an output signal from the transmission input speed sensor 235 and provides the output signal detected by the transmission input speed sensor 235 to the HCU 200 .

The driving motor speed sensor 237 is mounted on the driving motor 130 to detect the speed at which the driving motor 130 rotates. The driving motor speed sensor 237 provides the detected output signal to the HCU 200 .

The driving motor speed sensor 237 is connected to the MCU 170 . That is, the MCU 170 receives an output signal from the driving motor speed sensor 237 and provides the received output signal to the HCU 200 . Accordingly, the driving motor speed sensor 237 may not provide an output signal directly to the HCU 200 , but may provide it to the HCU 200 through the MCU 170 .

Hereinafter, a method of controlling a driving force in an eco-friendly vehicle will be described with reference to FIGS. 3 and 4 .

3 is a flowchart illustrating a driving force control method according to an embodiment of the present invention. In FIG. 3 , an example in which an output signal directly from the speed sensor is provided to the HCU 200 will be described.

Referring to FIG. 3 , the HCU 200 drives the vehicle when the ignition is turned on by the driver ( S310 ). That is, the HCU 200 may receive a start-on signal from the ignition detection unit 220 (not shown) to determine whether the start-up is on. When the engine is turned on, the HCU 200 may drive the engine 110 and the driving motor 130 according to the driver's request to drive the vehicle.

The HCU 200 determines whether a control start condition is satisfied based on the position value of the accelerator pedal (S315). That is, the HCU 200 receives the position value of the accelerator pedal from the APS 210 , determines whether the position value of the accelerator pedal exists within a set range, and determines whether the control start condition is satisfied. In this case, the setting range may be preset to a range set to determine that the accelerator pedal is off. Such a setting range may be set through a predetermined algorithm (eg, a program and a probabilistic model).

Meanwhile, if the position value of the accelerator pedal does not exist within the set range, the HCU 200 returns to step S310 to drive the vehicle.

The HCU 200 checks the set number of times when the position value of the accelerator pedal satisfies the control start condition (S320). In this case, the set number of times may be preset to a set number of times to check the speed sensor. The set number may be set through a predetermined algorithm (eg, a program and a probabilistic model).

The HCU 200 checks the number of inspections (S325). In this case, the number of inspections indicates the number of times it is determined whether the speed sensor can be received, and may initially be 0.

The HCU 200 selects one speed sensor from among the plurality of speed sensors (S330). That is, the HCU 200 may select one speed sensor from among the plurality of speed sensors based on preset order information. Here, the order information indicates the order of selecting the speed sensor, and may be set through a predetermined algorithm (eg, a program and a probability model). For example, the order information may be set as a first wheel speed sensor 231 , a second transmission output speed sensor 233 , a third transmission input speed sensor 235 , and a fourth drive motor speed sensor 237 .

The HCU 200 determines whether the selected speed sensor can be received (S335). That is, the HCU 200 determines whether a failure occurs in the selected speed sensor, checks whether communication between the selected speed sensor and the HCU 200 is possible, and determines whether reception is possible.

The HCU 200 receives an output signal from the selected speed sensor when the selected speed sensor is in a receivable state (S340). For example, if the selected speed sensor is the wheel speed sensor 231 , the HCU 200 receives an output signal from the wheel speed sensor 231 .

The HCU 200 checks the vehicle speed based on the output signal (S345). For example, if the selected speed sensor is the transmission output speed sensor 233 , the HCU 200 may generate the vehicle speed based on the output signal provided from the transmission output speed sensor 233 and the companion diameter of the driving wheel. .

The HCU 200 generates a requested torque based on the vehicle speed (S350). That is, since the accelerator pedal is off, the HCU 200 may generate the requested torque using the vehicle speed. In this case, the required torque may be a creep torque or a coasting torque. Here, the creep torque may indicate a torque required for the vehicle to creep (meaning that the vehicle is driven without pressing the accelerator pedal and the brake pedal), and the coasting torque may indicate a torque required for coasting.

The HCU 200 controls the vehicle based on the requested torque (S355). That is, the HCU 200 drives the vehicle by controlling the engine 110 and the driving motor 130 based on the requested torque.

On the other hand, the HCU 200 resets the number of inspections when the selected speed sensor is in an unreceivable state (S360). That is, the HCU 200 resets the number of inspections by adding 1 to the number of inspections checked in step S325 when the selection speed sensor is in a state that cannot be received.

The HCU 200 determines whether the number of inspections and the number of settings are the same (S365). That is, the HCU 200 determines whether the number of tests reset in step 360 is the same as the number of tests reset in step S320 .

On the other hand, if the number of inspections and the number of settings are not the same, the HCU 200 returns to step S325 to check the number of inspections and performs the steps after step S330.

The HCU 200 checks the set torque (S370). In this case, the set torque is a preset value in order to limit the driving force, and may be set through a preset algorithm (eg, a program and a probability model). For example, the set torque may be zero.

The HCU 200 generates a requested torque based on the set torque (S375). That is, the HCU 200 sets the requested torque as the set torque. For example, if the set torque is 0, the required torque may be 0.

The HCU 200 controls the vehicle by controlling the engine 110 and the driving motor 130 based on the requested torque (S380).

4 is a flowchart illustrating a driving force control method according to an embodiment of the present invention. In FIG. 4 , an output signal detected by the speed sensor is provided to the HCU 200 through a controller connected to the speed sensor, for example.

Referring to FIG. 4 , the HCU 200 drives the vehicle by controlling the engine 110 and the driving motor 130 according to the driver's request (S410).

The HCU 200 determines whether a control start condition is satisfied based on the position value of the accelerator pedal (S415). In other words, the APS 210 detects the position value of the accelerator pedal and provides it to the HCU 200 . The HCU 200 receives the position value of the accelerator pedal from the APS 210 , determines whether the position value of the accelerator pedal exists within a set range, and determines whether the control start condition is satisfied.

Meanwhile, if the position value of the accelerator pedal does not exist within the set range, the HCU 200 returns to step S410 to drive the vehicle according to the driver's request.

When the position value of the accelerator pedal satisfies the control start condition, the HCU 200 checks the set number of times (S420). That is, the HCU 200 checks the preset number of times when the position value of the accelerator pedal is within the set range.

The HCU 200 checks the number of inspections indicating the number of times it is determined whether the speed sensor can be received (S425).

The HCU 200 selects one speed sensor from among the plurality of speed sensors (S430). That is, the HCU 200 selects one speed sensor from the plurality of speed sensors based on preset order information. Meanwhile, the HCU 200 may select a speed sensor from among a plurality of speed sensors based on the state of the vehicle.

The HCU 200 checks the controller connected to the selected speed sensor (S435). For example, if the selected speed sensor is a transmission input sensor, the HCU 200 may identify the TCU 180 connected to the transmission input sensor.

The HCU 200 checks whether the selection speed sensor can be received (S440). That is, the HCU 200 may check whether the selected speed sensor is malfunctioning, check whether communication between the selected speed sensor and the HCU 200 is possible, and check whether reception is possible.

The HCU 200 checks whether the reception of the connection controller is possible when the selected speed sensor is in a reception capable state (S445). That is, the HCU 200 may check whether the connection controller has a failure, check whether communication between the connection controller and the HCU 200 is possible, and check whether reception is possible.

The HCU 200 receives an output signal from the connection controller when the connection controller is in a receivable state (S450). In other words, the connection controller receives an output signal from the selection speed sensor and provides the output signal detected by the selection speed sensor to the HCU 200 . The HCU 200 receives an output signal from the connection controller.

The HCU 200 checks the vehicle speed based on the output signal (S455). For example, if the selected speed sensor is the transmission input speed sensor 235, the HCU 200 receives an output signal from the TCU 180, and generates a vehicle speed based on the output signal and the gear ratio of the transmission 150. can

The HCU 200 generates a requested torque based on the vehicle speed (S460). That is, the HCU 200 may generate a requested torque according to the vehicle speed through a preset torque map. Here, the torque map may be set by matching required torques for a plurality of vehicle speeds.

The HCU 200 controls the driving of the vehicle by controlling the engine 110 and the driving motor 130 based on the requested torque (S465).

On the other hand, the HCU 200 resets the number of inspections when the selection speed sensor is in the unreceiveable state or the connection controller is in the unreceiveable state (S470). That is, the HCU 200 adds 1 to the number of inspections checked in step S425 if a failure occurs in the selected speed sensor, communication with the selected speed sensor is not possible, a failure occurs in the connected controller, or communication with the connected controller is not possible. to reset and save the number of inspections.

The HCU 200 determines whether the number of inspections and the number of settings are the same (S475). That is, the HCU 200 determines whether the number of tests reset in step 470 is the same as the number of tests reset in step S420 .

On the other hand, if the number of inspections and the number of settings are not the same, the HCU 200 returns to step S425 to check the number of inspections, selects a second corresponding speed sensor based on the sequence information, and performs the steps after step S435 have.

If the number of inspections and the number of settings are the same, the HCU 200 checks the set torque set to limit the driving force (S480).

The HCU 200 generates a requested torque based on the set torque (S485).

The HCU 200 controls the driving of the vehicle by controlling the engine 110 and the driving motor 130 based on the requested torque (S490).

Although the above has been described with reference to a preferred embodiment of the present invention, those of ordinary skill in the art may change the present invention in various ways within the scope not departing from the spirit and scope of the present invention described in the claims below. It will be appreciated that modifications and variations are possible.

110: engine
130: drive motor
140: battery
150: gearbox
160: ECU
170: MCU
180: TCU
190: EBS
200: HCU
210: APS
220: detection unit

Claims (13)

engine and drive motor as power source;
APS for detecting the position value of the accelerator pedal;
a detection unit including a plurality of speed sensors;
a plurality of controllers connected to at least one of the plurality of speed sensors and receiving output signals from the speed sensors; and
It is determined whether the control start condition is satisfied based on the position value of the accelerator pedal, and when the control start condition is satisfied, one speed sensor is selected from among a plurality of speed sensors, and the selected speed sensor from among the plurality of controllers (hereinafter, 'selection') Check the controller connected to the speed sensor), check whether the selected speed sensor and the controller connected to the selected speed sensor (hereinafter, collectively referred to as 'connected controller') can receive it, and if the reception is possible, the a vehicle controller that receives an output signal from a selected speed sensor or a connected controller, checks a vehicle speed based on the output signal, and generates a required torque based on the vehicle speed to control at least one of the engine and the driving motor;
Driving force control device of an eco-friendly vehicle comprising a. According to claim 1,
the vehicle controller
The driving force control apparatus of an eco-friendly vehicle, characterized in that the speed sensor is selected based on preset order information among the plurality of speed sensors. According to claim 1,
the vehicle controller
A driving force control device for an eco-friendly vehicle, characterized in that it checks a preset number of times, resets the number of inspections if the reception is not possible, and generates a requested torque based on a preset torque when the number of inspections and the number of settings are the same. 4. The method of claim 3,
the vehicle controller
The driving force control apparatus for an eco-friendly vehicle, characterized in that when the number of inspections and the number of settings are not the same, the speed sensor is selected based on sequence information from a plurality of speed sensors. According to claim 1,
the vehicle controller
The driving force control apparatus of an eco-friendly vehicle, characterized in that it is checked whether reception is possible based on whether each of the selected speed sensor and the connection controller has a failure or communication is possible. According to claim 1,
the vehicle controller
and determining that a control start condition is satisfied when the position value of the accelerator pedal is within a set range. According to claim 1,
the detection unit
A driving force control device for an eco-friendly vehicle, comprising at least one of a wheel speed sensor, a transmission output speed sensor, a transmission input speed sensor, and a driving motor speed sensor. A method for controlling a driving force by a driving force control device in an eco-friendly vehicle, the method comprising:
(a) determining whether a position value of the accelerator pedal exists within a set range;
(b) checking a set number of times and a number of inspections when the position value of the accelerator pedal is within a set range;
(c) selecting one of the plurality of speed sensors;
(d) checking whether the selected speed sensor (hereinafter, collectively referred to as 'selective speed sensor') can be received;
(e) receiving an output signal from the selected speed sensor when the selected speed sensor is in a receivable state;
(f) determining the vehicle speed based on the output signal;
(g) generating a required torque based on the vehicle speed; and
(h) controlling at least one of an engine and a driving motor based on the requested torque;
A driving force control method of an eco-friendly vehicle comprising a. 9. The method of claim 8,
(c) is
and selecting one speed sensor from among the plurality of speed sensors through preset order information. 9. The method of claim 8,
after (d) above
resetting the number of inspections when the selected speed sensor is in a state in which reception is not possible;
determining whether the number of inspections and the number of settings are the same;
generating a requested torque based on a preset torque when the number of inspections is the same as the set number of times; and
controlling at least one of an engine and a driving motor based on the requested torque;
Driving force control method of an eco-friendly vehicle, characterized in that it further comprises. 11. The method of claim 10,
After the step of determining whether the number of inspections and the number of settings are the same
repeating (c) to (h) if the number of inspections and the number of settings are not the same;
Driving force control method of an eco-friendly vehicle, characterized in that it further comprises. 9. The method of claim 8,
after (c) above
checking a controller (hereinafter, collectively referred to as a 'connected controller') connected to the selected speed sensor among a plurality of controllers;
checking whether the selected speed sensor can be received;
If the selected speed sensor is in a receivable state, checking whether the connection controller is receivable;
receiving the output signal detected by the selected speed sensor from the connection controller when the connection controller is in a receiving state;
checking the vehicle speed based on the output signal;
generating a required torque based on the vehicle speed; and
controlling at least one of an engine and a driving motor based on the requested torque;
Driving force control method of an eco-friendly vehicle, characterized in that it further comprises. 9. The method of claim 8,
The plurality of speed sensors
A driving force control method of an eco-friendly vehicle, comprising at least one of a wheel speed sensor, a transmission output speed sensor, a transmission input speed sensor, and a driving motor speed sensor.

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