KR102394863B1 - Method for Running Hold with Fail-Safe Condition and Hybrid Electric Vehicle thereof - Google Patents

Abstract

The fail-safe driving maintenance method of the present invention turns off the main relay formed due to a failure of any one of the turbocharger 2-1, the driving motor 3, the HSG (Hybrid Starter & Generator) 5, and the high voltage battery 6 The counter electromotive force of the drive motor (3) and HSG (5) generated by the operation of the engine (2) is applied to the battery voltage maintenance of the LDC (Low Voltage Direct Current/Direct Current Converter) (8) and the turbocharger (2-1). The limp groove control used for operation is implemented. Therefore, the hybrid vehicle 1 does not generate intake resistance in the engine 2 by maintaining the operation of the turbocharger 2-1 using counter electromotive force even when the main relay is OFF due to a high-power component failure, and in particular, the LDC 8 By maintaining the 12V voltage of the auxiliary battery 7, the feature of preventing the discharge of the auxiliary battery 7 even when high voltage power is unavailable is implemented.

Description

Fail-safe driving maintenance method and hybrid vehicle {Method for Running Hold with Fail-Safe Condition and Hybrid Electric Vehicle thereof}

The present invention relates to driving control of a vehicle, and more particularly, to a hybrid vehicle in which a fail-safe strategy is performed by limp home driving of an engine when a high-power component (PowerTrain Electric Device) fails.

In general, an electric turbocharger solves the disadvantages of a mechanical turbocharger that rotates according to the engine's rotational speed by rotating with an electric motor regardless of the engine's rotational speed. As an example, the electric turbocharger simplifies the structurally complex layout of the mechanical turbocharger while solving the boosting delay caused by the engine speed and the fuel efficiency degradation caused by the back pressure, especially in the high-rev range.

As an example of a vehicle that utilizes the advantages of such an electric turbocharger, there is a hybrid electric vehicle divided into parallel, series, or mild type as a power transmission structure. In the case of a parallel hybrid vehicle, the power system is composed of a high-voltage main battery, auxiliary battery, and LDC (Low Voltage Direct Current/Direct Current Converter) to supply the high voltage required by the high-voltage electric turbocharger connected to the engine, and high-power components (e.g. , drive motor, battery, and relay logic for HSG (Hybrid Starter & Generator)) to implement stabilization according to fault conditions.

Therefore, the parallel hybrid vehicle can operate a vehicle utilizing the advantages of an electric turbocharger that does not cause boosting delay and fuel economy degradation, and in particular, the advantage of layout configuration in a power system and a power system is realized.

Japanese Laid-Open Patent Publication No. 2015-182576 (2015.10.22)

However, the relay logic caused by the failure of high-power components inevitably affects the engine and the battery by forming a short circuit due to OFF of the main relay of the high-voltage main battery after the engine is started.

For example, the engine effect is the intake resistance of the engine, which is caused by the short circuit of the main relay of the high voltage main battery, which causes the engine to stop operating under the operation of the engine due to the interruption of the power supply to the electric turbocharger using high voltage. .

As an example, the battery effect is a short-time discharge of the 12V auxiliary battery, which limits the high voltage power due to a short circuit of the main relay of the high voltage main battery, and the 12V auxiliary battery of the LDC using high voltage power cannot be charged. This is due to the rapid discharge due to the use of the auxiliary battery.

Therefore, in consideration of the above points, the present invention provides a fail-safe strategy to control the limp home of the engine by the counter electromotive force of the HSG and the drive motor when the main relay is OFF, which occurs after the vehicle can be started and driven. In particular, the high voltage power limit is not developed by discharge by maintaining the voltage of the auxiliary battery by LDC control along with the turbocharger idle rotation speed control that minimizes the intake resistance of the turbocharger under the limited power condition of the back electromotive force through the limp home control. An object of the present invention is to provide a fail-safe driving maintenance method and a hybrid vehicle.

In the fail-safe driving maintenance method of the present invention for achieving the above object, the limp home control is performed by the limp home controller when a main relay having a high-power component and an electric circuit for power supply is short-circuited, and the limp home control is performed. The turbocharger is operated together with the battery voltage maintenance by counter electromotive force, and the battery voltage maintenance has priority over the turbocharger operation.

In a preferred embodiment, the high-power component includes a turbocharger that sends compressed intake air to the engine, a drive motor that generates power together with the engine, an HSG connected to the engine, an electric oil pump connected to the ISG of the engine, and high voltage. One of the supplied batteries.

In a preferred embodiment, the drive motor and the HSG generate the counter electromotive force. The short circuit is the OFF state of the main relay. The OFF state is generated by a main relay OFF signal of the limp home controller, and the main relay OFF signal is generated when a high-power component fails.

As a preferred embodiment, the limp home control includes: (A) outputting a main relay OFF signal of the main relay according to a failure of the high-power component among vehicle driving information detected by the limp home controller; (B) HSG generating the counter electromotive force to the HSG and the driving motor due to the operation of the engine by A step of determining the voltage of the auxiliary battery for It is performed as a step in which the rotation speed control is performed at idle.

In a preferred embodiment, in the limp home control, the engine is operated at an increased rotational speed compared to the upshift or downshift of the shift map.

In a preferred embodiment, in the limp home control, the voltage determination is performed by applying the maximum and minimum values of the auxiliary battery to the detected voltage value of the voltage monitoring, and applying the minimum value after applying the maximum value. When the detected voltage value is less than the maximum value and less than the minimum value, the battery charging control is performed by the LDC while the turbocharger is maintained in the OFF control. On the other hand, when the detected voltage value is greater than the maximum value or less than the maximum value and greater than the minimum value, the turbocharger is switched from OFF control to ON control to operate the turbocharger.

In addition, the hybrid vehicle of the present invention for achieving the above object is electrically connected to the high voltage main battery connected to the auxiliary battery by LDC, and the turbo itself receiving power from the high voltage main battery through the main relay, the driving motor, and the HSG. high-power components as components; When the main relay is turned off, the engine is operated to generate back electromotive force from the driving motor and the HSG, and the back electromotive force is used for battery charging control of the auxiliary battery and ON/OFF control of the turbocharger to perform limp home control. lymph home controller; characterized in that it is included.

In a preferred embodiment, the OFF of the main relay occurs when the high-power component fails.

In a preferred embodiment, the limp home controller is linked to a fault condition shift map and a limp home map, and the fault condition shift map increases the engine rotation speed compared to an upshift or downshift of the shift map during the limp home control. The limp home map performs the battery charging control in connection with the LDC when the turbocharger is turned off.

In a preferred embodiment, the limp home controller preferentially uses the back electromotive force to maintain the voltage of the auxiliary battery.

The hybrid vehicle of the present invention implements the following actions and effects by driving the vehicle using back electromotive force according to engine driving in a main relay OFF situation.

First, it is possible to maintain driving even in a situation in which the vehicle cannot be driven due to a high-power component failure that occurs after starting and driving is possible, thereby promoting vehicle and consumer safety. Second, the use of back EMF of the HSG and the drive motor is made in the same manner as the failure of high-power components even when the main relay off request of each controller is made, so that the safety of the vehicle and the consumer is promoted even in a wider vehicle situation. Third, by transitioning the driving mode of the engine to the limp home, driving maintenance control is achieved by utilizing the high-power component HSG and the back electromotive force of the driving motor. Fourth, the engine effect due to the turbocharger acting as a resistance to the intake air of the engine is eliminated by the idle control of the electric turbocharger when the engine is traveling in the limp groove. Fifth, the back electromotive force of the HSG and the drive motor is utilized to control the auxiliary battery of the LDC together with the idle control of the electric turbocharger, so that the limp home and auxiliary battery discharge prevention control are possible at the same time. Sixth, since the counter electromotive force voltage is formed high in relation to the rotation speed of the electric motor, it is possible to apply it more effectively to a parallel hybrid vehicle that increases the engine rotation speed with a shift map in which the normal and fault conditions of a fixed gear ratio transmission are differentiated.

1 is a flowchart of a fail-safe driving maintenance method according to the present invention, FIG. 2 is an example of a vehicle in which limp home control is implemented with a fail-safe driving maintenance strategy according to the present invention, and FIG. 3 is a turbocharger according to the present invention It is a conceptual diagram of counter electromotive force generation used in an auxiliary battery, and FIG. 4 is an example of a fixed situation shift map modified when the main relay is OFF condition using the shift map of the vehicle according to the present invention, and FIG. 5 is the reverse electromotive force according to the present invention. This is an example of ON/OFF control of the turbocharger used.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying illustrative drawings, and since these embodiments are examples, those of ordinary skill in the art to which the present invention pertains may be implemented in various different forms. It is not limited to the embodiment.

Referring to Figure 1, the fail-safe driving maintenance method is a determination of the main relay OFF due to a failure of the PowerTrain Electric component (S20), and when the main relay is ON, the system normal control (S40) and the engine limp home control (S30) are separated. , in the engine limp home control (S30), the HSG (Hybrid Starter & Generator) and the counter electromotive force of the motor generated by the engine drive are used to prevent the auxiliary battery from being discharged and the high voltage electric turbocharger As the operation is made, the minimum operation of the engine is maintained (S31 to S37).

As a result, the high-power component linkage method of the fail-safe driving maintenance method uses the back electromotive force of the motor and the HSG to drive the limp home even when the main relay is switched ON/OFF due to a failure of the PowerTrain Electric component after the hybrid vehicle is started and drivable. The strategy minimizes the turbocharger stall, which acts as intake resistance to the engine, while also preventing auxiliary battery discharge.

Referring to FIG. 2 , the hybrid vehicle 1 has a dynamometer connected to a mechanical link and an electronic link, a high power component (PowerTrain Electric Device), and a high power component failure during normal system control for the dynamometer It includes a limp home controller 10 in which a fail safe strategy is implemented with limp home control for the city dynamometer. In this case, the distinction between the dynamometer and the high-power component will be described as an example.

Specifically, the dynamometer is composed of an engine 2 of an internal combustion engine, an electric drive motor 3 and a transmission 4 . An electric high voltage turbocharger 2-1 for compressing intake air and an HSG 5 as a starter generator are connected to the engine 2, and the engine 2 and the driving motor 3 are connected to an engine clutch 3 1), the drive motor 3 is connected to the transmission 4, and the transmission 4 has an electric oil pump (EOP) operating for an Idle Stop & Go (ISG) function. is linked

Specifically, the high-power component includes a turbocharger 2-1, batteries 6 and 7, a driving motor 3, HSG 5, and an electric oil pump. In this case, the batteries 6 and 7 are divided into a high voltage main battery 6 and a 12V auxiliary battery 7, and the high voltage main battery 6 and the auxiliary battery 7 are connected to the LDC (Low Voltage Direct Current / LDC). Direct Current Converter)(8) is connected.

Therefore, the Mechanical Link connects the engine 2 and the HSG 5 , the drive motor 3 and the transmission 4 , and the Electronic Link connects the turbocharger of the high voltage main battery 6 . (2-1) and a connection to the drive motor 3, HSG (5), EOP and LDC (8) and a connection to the LDC (8) of the auxiliary battery (7). In particular, the electrical link between the high voltage main battery 6 and the LDC 8 includes a main relay 9 (see FIG. 5 ).

Specifically, the limp home controller 10 processes vehicle information according to the driving of the hybrid vehicle 1 as input data, and outputs a main relay OFF signal when fault information of a high-power component is detected while performing system normal control to output the main relay The ON state of (9) is changed to the OFF state, and when the main relay (9) is OFF, the fail-safe strategy is linked to the fault situation shift map (10-1) and the limp home map (10-2) to control the limp home. carry out

For example, the vehicle information includes engine/motor rotation speed, shift stage, battery voltage, SOC, turbocharger/HSG ON/OFF, ISG ON/OFF, etc., and the configuration for these detection information is the same as that of a conventional hybrid vehicle Do. The system normal control refers to a normal vehicle control state in which the turbocharger 2-1 is operated by receiving the current from the high voltage main battery 6 . In the engine limp home control, the driving motor 3 and HSG ( It means the minimum vehicle control state operated by the counter electromotive force of 5).

As an example, the fault condition shift map 10-1 includes upshift and It allows downshifts to be performed at high vehicle speeds. The limp home map 10-2 shows that the LDC 8 prevents the auxiliary battery 7 from being discharged by the back electromotive force of the driving motor 3 and the HSG 5 by the limp home controller 10 during engine limp home control. The operating condition of the turbocharger 2-1 that is not supplied with the current of the high voltage main battery 6 is controlled.

In particular, the limp home controller 10 implements a logic in consideration of the following conditions when using the back electromotive force of the driving motor 3 and the HSG 5 . First, the voltage relationship between power components has the following relationship. As an example, the internal component burnout voltage A of the power system inverter (eg, IGBT (Insulated Gate Bipolar Transistor)) including the LDC (8) and the operating voltage B of the turbocharger (2-1) and the auxiliary battery (7) The charging voltage C is in the relationship of A > C > B, and the back electromotive force of the driving motor 3 and the HSG 5 does not deviate from A. Here, “>” is an inequality sign indicating the magnitude of two values, and “A > C > B” indicates that A is a value greater than C and C is a value greater than B. Second, the use of back electromotive force has the following relationship. For example, when the back electromotive force of the driving motor 3 and the HSG 5 is supplied as an operating voltage to the turbocharger 2-1 and the EOP and the LDC 8, it becomes passive according to the driving of the turbocharger 2-1. For the unsatisfied operating voltage of the operating LDC 8, a phenomenon that leads to a 12V low voltage of the auxiliary battery 7 occurs, and for this phenomenon, the limited power of the back electromotive force is applied to the turbocharger (2- 1) is solved by controlling the operation guarantee of the LDC (8) preferentially compared to the turbocharger (2-1) that turns on/off.

Hereinafter, the fail-safe driving maintenance method will be described in detail with reference to FIGS. 2 to 5 . In this case, the control subject is the limp home controller 10 linked to the fault condition shift map 10-1 and the limp home map 10-2, and the control target is the engine 2, the turbocharger 2-1, HSG (5) and LDC (8).

The limp home controller 10 performs the vehicle driving information detection step S10 and the main relay OFF switching step S20 .

Referring to FIG. 2 , the limp home controller 10 includes a high-voltage main battery 6 , an auxiliary battery 7 , a driving motor 3 , and an HSG which are PowerTrain Electric parts together with vehicle information detected in the hybrid vehicle 1 . (5) detects the state of the PE component (that is, the state of the high-power component) for each of (5), and after detecting the failure of the PowerTrain Electric component from the state of the PE component, the ON -> OFF switching signal of the main relay (9) is generated . As a result, as shown in FIG. 5, the main relay 9, which connected the high voltage main battery 6 and the LDC 8 with the ON signal of the main relay 9, is short-circuited with the OFF switching signal of the main relay 9 to turn on the main relay. The system steady state control of S40, which was maintained at the time, is switched to the engine limp home control of S30.

Referring to FIG. 3 , the operation of the turbocharger 2-1 and the generation of counter electromotive force for charging the auxiliary battery 7 are the off generation of the main relay 9, and thus the turbocharger 2-1 and the high voltage main battery 6 . leads to an omniscient short circuit of Then, the controller 10 switches to the operating state of the engine 2 temporarily by the HSG 5, so that the HSG 5 and the drive motor 3 connected to the engine 2 generate a counter electromotive force that is proportional to the rotation speed, , the counter electromotive force is controlled by the LDC 8 operating as an inverter. In this case, when the back EMF voltage of the inverter is lower than the minimum operating voltage of the high voltage electric turbocharger 2-1 to such an extent that the EOP operation and control of the high voltage are impossible, the LDC operation guarantee control is applied first.

Next, the limp home controller 10 performs the engine limp home control of S30, the engine start control execution step of S31, the stationary state shift map switching step of S32, the auxiliary battery voltage monitoring step of S33, and the maximum value determination step of the auxiliary battery voltage of S34. , the auxiliary battery voltage minimum value determination step of S35, the turbocharger OFF maintenance step S36, the turbocharger ON switching step S37, and the turbocharger idle maintenance step S37-1 are performed.

Specifically, in the engine start control execution step of S31 and the fixed situation shift map switching step of S32, the limp home controller 10 transmits the engine start signal to the HSG 5 so that the engine 2 is operated with the HSG 5 as shown in FIG. ) and converts the normal upshift (or downshift) to the upshift (or downshift) in the faulty situation through the fault condition shift map 10-1.

Referring to FIG. 4 , the shift map applied to the transmission 4 is changed to an upshift (or downshift) of a fault condition by the fault condition shift map 10-1. With this shift control, not only the engine rotation speed of the engine 2 but also the motor rotation speed of the driving motor 3 are maintained high, and the high rotation of the engine and the driving motor forms a high counter electromotive force with a counter electromotive force proportional to the rotation speed, thereby generating a high voltage. It contributes to the formation of a possible voltage capable of operating the electric turbocharger 2-1.

Specifically, in the auxiliary battery voltage monitoring step S33, the auxiliary battery voltage maximum value determination step S34, and the auxiliary battery voltage minimum auxiliary battery voltage minimum value determination step S35, the limp home controller 10 controls the auxiliary battery 7 in the vehicle information as shown in FIG. By applying a threshold to the detected voltage while monitoring the detected voltage, whether the auxiliary battery 7 is charged is determined by applying the following equation.

Auxiliary battery voltage maximum value judgment expression: Auxiliary battery voltage > A

Auxiliary battery voltage minimum value judgment expression: Auxiliary battery voltage < B

Here, the “auxiliary battery voltage” is the detected voltage of the auxiliary battery 7 at the time of determination, and each of “A” and “B” is a threshold, and A is the maximum discharge prevention voltage value set as 12V+a, B is the minimum discharge prevention voltage value set to 12V-a, and “a” is a predetermined voltage value allowed by the battery specification. Each of “>” and “>” is an inequality sign indicating the magnitude relationship between the two values. “Auxiliary battery voltage > A” indicates that the auxiliary battery voltage is greater than A, and “Auxiliary battery voltage < B” indicates that the auxiliary battery voltage is greater than B. means a small value.

Therefore, the limp home controller 10 determines whether the current voltage of the auxiliary battery 7 is located between the maximum value and the minimum value by setting 12V+a of the auxiliary battery 7 as the maximum value and 12V-a as the minimum value. From this, when the detected voltage of the auxiliary battery 7 is less than the maximum value (12V+a) and less than the minimum value (12V-a), the limp home controller 10 switches to the turbocharger OFF maintenance step of S36 to convert the turbo Keep the charger (2-1) in the OFF state. As a result, the auxiliary battery 7 prevents a short-time discharge phenomenon by preferential LDC operation guarantee control in the OFF condition of the main relay 9 . This is because when the turbocharger 2-1 is turned off, the counter electromotive force is completely used for charging the auxiliary battery 7 by the LDC 8 .

On the other hand, when the detected voltage of the auxiliary battery 7 is greater than the maximum value (12V+a) or greater than the minimum value (12V-a), the limp home controller 10 enters the turbocharger ON switching step of S37.

Referring to FIG. 5 , the limp home controller 10 is configured to generate a turbo when the voltage of the auxiliary battery 7 reaches a threshold of a certain range (ie, 12V+a and 12V-a) while monitoring the 12V voltage of the auxiliary battery 7 . It is exemplified that On/Off control of the charger 2-1 is performed. From this, the limp home controller 10 stops the operation of the turbocharger 2-1 when the voltage of the auxiliary battery 7 of 12V falls below a certain value, thereby generating the generation from the HSG 5 and the driving motor 3 . The back electromotive force to charge the auxiliary battery 7 under the control of the LDC (8). The preferential LDC operation guarantee control of the limp home controller 10 is to turn off the turbocharger 2-1, which can act as a resistance to the engine intake air, and discharge the 12V auxiliary battery 7, which should be prioritized from the viewpoint of the hybrid system. prevents

In particular, the limp home controller 10 controls the operation of the turbocharger 2-1 to the turbocharger idle maintenance step of S37-1. This is because the auxiliary battery 7 is prevented from being completely discharged in a short time when all of the counter electromotive force is used in the turbocharger 2-1 when the counter electromotive force formed by the HSG and the driving motor is not large. Therefore, in the idle control of the turbocharger 2-1, when the generated counter electromotive voltage is not so high that the operation of the turbocharger 2-1 is possible but the torque boosting of the engine 2 is not very high, the engine intake resistance is It prevents the stop situation of the turbocharger (2-1) being acted upon.

As a result, the limp home controller 10 simultaneously performs a control for maintaining the voltage of the auxiliary battery 7 in a predetermined range through engine limp home control of a fail-safe strategy according to a failure of a high-power component.

As described above, the fail-safe driving maintenance method implemented by the limp home controller 10 of the hybrid vehicle 1 according to the present embodiment includes the turbocharger 2-1, the driving motor 3, the HSG 5, When the main relay (9) is OFF due to a high-power component failure, the back electromotive force of the drive motor (3) and the HSG (5) generated by the operation of the engine (2) is applied to the battery voltage maintenance of the LDC (8) and the turbocharger (2-1). ) is implemented, and the limp home control does not generate intake resistance in the engine 2 by maintaining the operation of the turbocharger 2-1 by counter electromotive force. By maintaining the voltage of the auxiliary battery 7 of 12V, discharge of the auxiliary battery 7 is prevented even when high voltage power is unavailable.

1: hybrid vehicle 2: engine
2-1: Turbocharger 3: Drive motor
3-1: engine clutch 4: transmission
5: HSG (Hybrid Starter & Generator)
6: high voltage main battery 7: auxiliary battery
8: LDC (Low Voltage Direct Current/Direct Current Converter)
9: main relay 10: limp home controller
10-1: Failure situation shift map 10-2: Limp home map

Claims (17)

When the main relay that forms the electric circuit for power supply and the high-power component (PowerTrain Electric Device) is short-circuited, the limp home control is performed by the limp home controller,
The limp home control is a fail-safe driving maintenance method, characterized in that the electric turbocharger is operated while maintaining the battery voltage by counter electromotive force.
The method according to claim 1, wherein the battery voltage maintenance has priority over operation of the electric turbocharger.
The method according to claim 1, wherein the high-power component is any one of the electric turbocharger, a driving motor, a hybrid starter & generator (HSG), and a battery.
The method according to claim 3, wherein the driving motor and the HSG generate the counter electromotive force.
The method according to claim 1, wherein the short circuit is an OFF state of the main relay.
The method according to claim 5, wherein the OFF state is generated by a main relay OFF signal of a controller, and the main relay OFF signal is generated when a high-power component fails.
The method according to claim 1, wherein the limp home control comprises: (A) outputting a main relay OFF signal of the main relay according to a failure of the high-power component among vehicle driving information detected by the limp home controller; (B) HSG (Hybrid Starter & Generator) generating the counter electromotive force in the HSG and the driving motor due to the operation of the engine, (C) performing voltage monitoring for an auxiliary battery that requires maintaining the battery voltage, (D) the battery voltage A step of determining the voltage of the auxiliary battery for maintenance and operation of the electric turbocharger, (E) battery charge control and turbocharger of LDC (Low Voltage Direct Current/Direct Current Converter) for maintaining the battery voltage by the voltage determination Step where ON/OFF control of
Fail-safe driving maintenance method, characterized in that carried out as.

The method of claim 7 , wherein the engine is operated at an increased rotational speed compared to an upshift or a downshift of the shift map.
The method of claim 7 , wherein the voltage determination applies a maximum value and a minimum value of the auxiliary battery to the detected voltage value of the voltage monitoring.
The method of claim 9, wherein the voltage determination is performed by applying the minimum value after applying the maximum value.
The fail-safe driving maintenance according to claim 10, wherein when the detected voltage value is smaller than the maximum value and smaller than the minimum value, the battery charging control is performed by the LDC while the electric turbocharger is maintained in OFF control. Way.
The method according to claim 10, wherein when the detected voltage value is greater than the maximum value or less than the maximum value and greater than the minimum value, the electric turbocharger is switched from OFF control to ON control to operate the electric turbocharger A method for maintaining a fail-safe driving characterized by a characteristic.
The method according to claim 7, wherein the limp groove control comprises the steps of (F) controlling the rotation speed by idle when the electric turbocharger is turned on.
Fail-safe driving maintenance method comprising a.
An electric turbocharger and drive motor and HSG (Electronic Link) are formed with the high voltage main battery connected to the auxiliary battery through LDC (Low Voltage Direct Current/Direct Current Converter), and are supplied with power from the high voltage main battery through the main relay. Hybrid Starter & Generator) as a component of a high-power component (PowerTrain Electric Device);
When the main relay is turned off, the engine is operated to generate back electromotive force from the driving motor and the HSG, and the limp home control is performed in which the back electromotive force is used for battery charging control of the auxiliary battery and ON/OFF control of the electric turbocharger lymph home controller;
Hybrid vehicle, characterized in that it is included.
The hybrid vehicle of claim 14 , wherein the OFF of the main relay is generated when the high-power component fails.
The method according to claim 14, wherein the limp home controller is linked to a fault situation shift map and a limp home map,
The fault condition shift map increases the engine revolutions compared to the upshift or downshift of the shift map during the limp home control, and the limp home map charges the battery in connection with the LDC when the electric turbocharger is OFF. A hybrid vehicle characterized in that it performs control.
The hybrid vehicle according to claim 14, wherein the auxiliary battery voltage maintenance of the limp home controller takes precedence over the use of the counter electromotive force.

Images