KR102518594B1 - Control system and method for mild hybrid electric vehicle with fuel vapor dual purge system - Google Patents

Abstract

According to an embodiment of the present invention, a fuel vapor dual having a first purge line connected from the fuel tank to the intake manifold side of the engine and a second purge line connected from the fuel tank to the intake manifold side via the compressor of the turbo charger. The control system of the mild hybrid vehicle to which the fuzzy system is applied is based on the driving information detected through the MHSG that starts the engine or generates power by the output of the engine, the driving information sensing unit that senses the driving information of the vehicle, and the driving information sensing unit. and a controller generating various control signals to control the operation of the fuel vapor dual purge system, wherein the controller calculates an engine torque loss due to a pressure loss of a turbocharger caused by the fuel vapor dual purge system and calculates an engine torque loss amount caused by the fuel vapor dual purge system. It is characterized in that driving a to assist the torque of the engine.

Description

Control system and method for mild hybrid vehicle with fuel vapor dual purge system

The present invention relates to a control system and method for a mild hybrid vehicle to which a fuel vapor dual purge system is applied, and more particularly, to a vehicle to which a fuel vapor dual purge system is applied, by compensating for engine torque loss to improve vehicle performance. It relates to a control system and method for a mild hybrid vehicle to which a fuel vapor dual purge system is applied.

A hybrid electric vehicle uses both an internal combustion engine and battery power. That is, the hybrid vehicle efficiently combines and uses the power of the internal combustion engine and the power of the motor.

A hybrid vehicle may be classified into a mild type and a hard type according to a power sharing ratio between an engine and a motor. A mild hybrid vehicle (or mild hybrid vehicle) includes a mild hybrid starter & generator (MHSG) that starts an engine or generates power based on an output of the engine instead of an alternator. A hard type hybrid vehicle separately includes a starter generator that starts an engine or generates power by output of the engine and a drive motor that drives the vehicle.

Mild hybrid vehicles do not have a driving mode in which the vehicle is driven only by the torque of the MHSG, but engine torque can be assisted according to the driving condition using the MHSG, and the battery (eg 48V battery) can be charged through regenerative braking. can Accordingly, fuel efficiency of the mild hybrid vehicle may be improved.

On the other hand, the automobile industry has been doing a lot of research to improve exhaust gas, and in particular overseas, the total amount of fuel evaporative gas is regulated below 0.5g/day to minimize the emission of hydrocarbon (HC) among the evaporative gas components of gasoline fuel. In the current situation, the regulations and regulations are being applied, and the total amount of fuel evaporative gas is planned to be sequentially expanded to 0.054g/day or less.

In general, in order to respond to the regulations, the material of the fuel tank has recently been improved and the connection structure has been optimized to minimize the generation of fuel evaporation gas penetrating the fuel tank. An evaporation gas recirculation device is applied.

Here, the canister contains an adsorbent material capable of absorbing fuel evaporation gas from a fuel tank storing volatile fuel, and to prevent fuel evaporation gas evaporated in the knitting chamber and the fuel tank of the carburetor from being released into the atmosphere. It is connected to the tank to collect fuel evaporation gas.

In this way, the fuel evaporation gas collected in the canister is introduced back into the engine through the Purge Control Solenoid Valve (PCSV) controlled by the Engine Control Unit (hereinafter referred to as 'ECU') to cause combustion. By being made, it is to recycle the fuel evaporation gas.

Such a dual purge system using a conventional fuel vapor purge system together with a turbocharger includes a first purge line connected from the fuel tank to the intake manifold side, and a second purge line connected from the fuel tank to the turbocharger side. As the fuel evaporation gas from the fuel tank is supplied to the intake manifold side through the first and second purge lines, the fuel evaporation gas is introduced into the engine together with outside air and is combusted.

However, in the case of a vehicle to which the dual purge system is applied, there is a problem in that engine torque is insufficient in a high speed and high load region due to a pressure loss of the turbo charger when boosting by the turbo charger is performed.

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

The present invention is to solve the above problems, in a turbocharger-applied dual purge system, when engine torque is insufficient in a high-speed and high-load region due to a pressure loss of the turbocharger when boosting is performed by the turbocharger, To provide a fuel evaporative gas dual purge control system and method for a mild hybrid vehicle capable of assisting insufficient torque by driving an MHSG.

According to an embodiment of the present invention, a fuel vapor dual having a first purge line connected from the fuel tank to the intake manifold side of the engine and a second purge line connected from the fuel tank to the intake manifold side via the compressor of the turbo charger. A control system of a mild hybrid vehicle to which a fuzzy system is applied includes an MHSG starting an engine or generating power by an output of the engine; a driving information detection unit that senses vehicle driving information; and a controller generating various control signals based on the driving information sensed through the driving information detector to control the operation of the fuel vapor dual purge system. It may be characterized in that the amount of engine torque loss due to the pressure loss of the turbocharger is calculated and the MHSG is driven to assist the torque of the engine.

The driving information sensor includes a canister pressure sensor for detecting a pressure of the fuel evaporative gas collected in the canister, and the controller, when the pressure detected by the canister pressure sensor is greater than a first set pressure, the fuel vapor dual A purge system may be controlled so that fuel evaporation gas collected in the canister is discharged from the canister and introduced into the intake manifold and the engine via the compressor of the turbocharger through the second purge line. .

A fuel vapor dual purge system may be applied, wherein the controller determines whether the driving condition of the vehicle is a high-speed, high-load condition based on the driving information sensed through the driving information sensor.

The controller may determine that the driving conditions of the vehicle are high-speed and high-load conditions when the operating RPM is greater than the set RPM and the engine load is greater than the set load.

The controller calculates an engine torque loss amount due to a pressure loss of the turbo charger to assist the engine torque by driving the MHSG when the driving condition of the vehicle is a high speed and high load condition, and the driving condition of the vehicle When the high-speed and high-load conditions are not the case, the MHSG may be driven to not assist torque of the engine.

The controller drives the MHSG with the same torque as the engine torque loss when the calculated engine torque loss is less than the maximum torque of the MHSG, and when the calculated engine torque loss is greater than or equal to the maximum torque of the MHSG. The MHSG may be driven with the maximum torque of the MHSG.

The controller, when the pressure sensed by the canister pressure sensor is less than or equal to the first set pressure, controls the fuel vapor dual purge system to discharge the fuel evaporation gas collected in the canister from the canister to the first purge It may be characterized in that it is introduced into the intake manifold and the engine through a line.

A fuel vapor dual purge system having a first purge line connected from the fuel tank to the intake manifold side of the engine and a second purge line connected from the fuel tank to the intake manifold side via the compressor of the turbocharger is applied, and the engine MHSG starting or generating power by the engine's output; a driving information detection unit that senses vehicle driving information; and a controller generating various control signals based on the driving information sensed through the driving information detector to control the operation of the fuel vapor dual purge system. turning ON; detecting vehicle driving information; Calculating an amount of engine torque loss due to a pressure loss of a turbocharger caused by the fuel vapor dual purge system; and assisting torque of the engine by driving the MHSG.

The sensing of driving information of the vehicle may include sensing a pressure of the fuel evaporation gas collected in the canister; and comparing the pressure detected by the canister pressure sensor with a first set pressure.

Comparing the pressure sensed by the canister pressure sensor with the first set pressure may include, when the pressure sensed by the canister pressure sensor is greater than the first set pressure, fuel evaporation gas collected in the canister is discharged from the canister. and controlling the fuel vapor dual purge system by the controller so that the exhaust is introduced into the intake manifold and the engine via the compressor of the turbocharger through the second purge line. .

The step of detecting driving information of the vehicle may further include determining whether the driving condition of the vehicle is a high-speed, high-load condition.

The step of determining whether the driving condition of the vehicle is the high-speed, high-load condition may include determining that the driving condition of the vehicle is the high-speed, high-load condition when the operating RPM is greater than the set RPM and the engine load is greater than the set load. there is.

The step of determining whether the driving conditions of the vehicle are the high-speed and high-load conditions may include engine torque due to pressure loss of the turbocharger generated by the fuel vapor dual purge system when the driving conditions of the vehicle are high-speed and high-load conditions. and calculating an engine torque loss due to a pressure loss of the turbocharger generated by the fuel vapor dual purge system when the driving conditions of the vehicle are not high speed and high load conditions, and the MHSG It may be characterized in that the step of assisting the torque of the engine by driving is not performed.

The step of assisting the engine torque by driving the MHSG may include driving the MHSG with a torque equal to the engine torque loss amount when the calculated engine torque loss amount is smaller than the maximum torque of the MHSG, and the calculated engine torque loss amount When is greater than or equal to the maximum torque of the MHSG, the MHSG may be driven with the maximum torque of the MHSG.

Comparing the pressure sensed by the canister pressure sensor with the first set pressure may include, when the pressure sensed by the canister pressure sensor is less than or equal to the first set pressure, the fuel evaporation gas collected in the canister is and controlling the fuel vapor dual purge system by the controller so that the fuel vapor discharged from the canister is introduced into the intake manifold and the engine through the first purge line.

According to the fuel evaporative gas dual purge control system and method for a mild hybrid vehicle according to an embodiment of the present invention as described above, in a dual purge system to which a turbocharger is applied, when boosting is performed by the turbocharger, the pressure loss of the turbocharger When the engine torque is insufficient in the high-speed and high-load region due to this, the MHSG may be driven to assist the insufficient torque.

Since these drawings are for reference in explaining exemplary embodiments of the present invention, the technical spirit of the present invention should not be construed as being limited to the accompanying drawings.
1 is a conceptual diagram showing the configuration of a fuel vapor dual purge system according to an embodiment of the present invention.
2 is a block diagram showing the configuration of a control system of a mild hybrid vehicle to which a fuel vapor dual purge system to which an embodiment of the present invention is applied is applied.
3 is a flowchart illustrating a control method of a mild hybrid vehicle to which a fuel vapor dual purge system according to the prior art is applied.
4 is a flowchart illustrating a control method of a mild hybrid vehicle to which a fuel vapor dual purge system to which an embodiment of the present invention is applied is applied.
5 is a graph comparing torque in the MHSG torque assistance situation with the prior art according to an embodiment of the present invention.

With reference to the accompanying drawings, an embodiment of the present invention will be described in detail so that those skilled in the art can easily practice it. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein.

In order to clearly describe the present invention, parts irrelevant to the description are omitted, and the same reference numerals are assigned to the same or similar components throughout the specification.

In addition, since the size and thickness of each component shown in the drawings are arbitrarily shown for convenience of description, the present invention is not necessarily limited to those shown in the drawings, and the thickness is enlarged to clearly express various parts and regions. was

Hereinafter, a control system and method for a mild hybrid vehicle to which a fuel vapor dual purge system is applied according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a conceptual diagram showing the configuration of a fuel vapor dual purge system to which an embodiment of the present invention is applied.

Referring to FIG. 1 , in the fuel vapor dual purge system according to an embodiment of the present invention, a MAP sensor (Manifold Absolute Pressure (MAP); 2) is attached to detect the intake pressure.

In order to adjust the amount of intake air flowing into the surge tank 1 according to the driver's operation of the accelerator pedal, an electronic throttle valve control (ETC): 4 is connected to the surge tank 1 for the first intake It is installed on line (3).

An intercooler 5 for reducing the temperature of intake air through heat exchange is installed in the first intake line 3, and a compressor 6 of a turbo charger is connected to the front end of the intercooler 5, so that the compressor 6 The intercooler (5) compresses the intake air and supplies it to the first intake line (3) while receiving the power of the turbine operated by the exhaust gas of the engine and supplying the intake air whose temperature has risen by the compression of the compressor (6). It is cooled and supplied to the engine.

A boost sensor 7 may be installed in the first intake line 3 between the electronic throttle control valve device 4 and the intercooler 5 to detect the intake pressure increased by the compressor 6 .

An air cleaner 8 is connected to the inlet of the compressor 6 through a second intake line 9 such as an air hose, so that the air cleaner 8 filters foreign substances in the intake air flowing into the compressor 6 .

A differential pressure generating valve 10 is installed in the second intake line 9 between the air cleaner 8 and the compressor 6, and the second intake line 9 is operated according to the degree of opening and closing of the differential pressure generating valve 10. The flow rate of outside air is regulated.

The second intake line 9 connecting the differential pressure control valve 10 and the compressor 6 is connected to a recirculation gas passage 11 for recirculating a part of the exhaust gas back to the engine, and the recirculation gas passage 11 An exhaust gas recirculation (EGR) valve 12 for adjusting the flow rate of the recirculation gas and an EGR cooler 13 for reducing the temperature of the recirculation gas through heat exchange with the recirculation gas are respectively installed.

Meanwhile, a canister 15 is connected to the fuel tank 14 to collect fuel evaporation gas evaporated in the fuel tank 14, and a fuel pressure sensor 16 for detecting the fuel pressure in the fuel tank 14 is provided. It is installed in the fuel tank 14, and a canister control valve (CCV) 17 is installed in the canister 15 to control the collection amount of the fuel evaporative gas collected in the canister 15.

In addition, one end of the main purge line 18 is connected to the canister 15 to supply the fuel evaporation gas collected in the canister 15 to the intake side of the engine for combustion, and the main purge line 18 To control the supply of fuel evaporation gas through the main purge line 18, a purge control solenoid valve (PSCV); 19 is installed.

One ends of the first auxiliary purge line 21 and the second auxiliary purge line 22 are diverged from the other end of the main purge line 18 through a coupler 20, and the other end of the first auxiliary purge line 21 is It is connected to the first intake line (3) between the electronic throttle control valve device (4) and the surge tank (1), so that the fuel evaporation gas of the canister (15) flows through the main purge line (18) and the first auxiliary purge line (21). ) through the first intake line 3 and is supplied to the engine for combustion.

At this time, a first check valve (Check Valve1 (CV1); 23) is installed in the first auxiliary purge line 21 to prevent the intake air from the first intake line 3 from flowing back to the first auxiliary purge line 21. can be installed.

A pressure sensor 25 capable of detecting pressure is connected to the second intake line 9 between the compressor 6 and the differential pressure generating valve 10 of the turbocharger through a pressure sensing line 26. A pressure sensor 25 is installed at one end of the line 26, and the other end may be connected to the second intake line 9 between the compressor 6 and the differential pressure generating valve 10 of the turbocharger.

The other end of the second auxiliary purge line 22 is connected to the pressure sensing line 26 and connected to the second intake line 9 through the pressure sensing line 26 .

Therefore, fuel evaporation gas from the canister 15 is supplied to the engine through the main purge line 18, the second auxiliary purge line 22, and the pressure sensing line 26 through the second intake line 3 and is burned. .

In addition, a second check valve (CV2; 24) is also installed in the second auxiliary purge line 22 to prevent the intake air flowing along the second intake line 9 from flowing backward to the second auxiliary purge line 22. do.

2 is a block diagram showing the configuration of a control system of a mild hybrid vehicle to which a fuel vapor dual purge system to which an embodiment of the present invention is applied is applied.

Referring to FIG. 2 , the driving information sensor 30 detects driving information including a driver's requested torque, requested speed, engine speed, and engine load, and transmits the driving information to the controller 40 .

At this time, the driver's requested torque and requested speed may be sensed through an acceleration pedal sensor (APS) provided in the vehicle, engine torque may be sensed through the torque sensor, and engine speed may be sensed by the speed sensor. can

In addition, the driving information sensor 30 further includes a canister pressure sensor (not shown) for measuring the pressure of the fuel evaporative gas collected in the canister 15, The pressure is sensed and transmitted to the controller 40 .

The controller 40 may be an engine control unit (ECU) included in the vehicle. The controller 40 detects driving information of the vehicle through various detection signals input through the driving information detection unit 30, and generates various control signals based on the detection signals to operate the MHSG 60 and the engine 50. ), the turbo charger, the EGR valve 12, the canister 15, the purge control solenoid valve 19, the canister control valve 17, and the differential pressure generating valve 10.

To this end, the controller 40 may be provided with one or more processors that operate according to a set program, and the set program is each of the control method of the mild hybrid vehicle to which the fuel vapor dual purge system according to the embodiment of the present invention is applied. steps are to be performed.

The MHSG 60 converts electrical energy into mechanical energy or converts mechanical energy into electrical energy. That is, the MHSG 60 may start the engine 50 or generate power by the output of the engine 50 . Also, the MHSG 60 may assist torque of the engine 50 . The mild hybrid vehicle may use the torque of the MHSG 60 as auxiliary power while using the combustion torque of the engine 50 as main power. The MHSG 60 may be connected to the crankshaft and camshaft of the engine 50 through a belt.

Hereinafter, a control method of a control system for a mild hybrid vehicle to which a fuel vapor dual purge system according to the related art is applied will be described with reference to FIGS. 1 to 3 .

3 is a flowchart illustrating a control method of a mild hybrid vehicle to which a fuel vapor dual purge system according to the prior art is applied.

Referring to FIG. 3 , the control method of the mild hybrid vehicle to which the fuel vapor dual purge system according to the related art is applied starts by turning on the engine (S101). Subsequently, the controller 40 turns on the canister pressure sensor (S103) and measures the pressure of the fuel evaporative gas collected in the canister 15 (S105).

When the pressure of the fuel boil-off gas collected in the canister 15 is less than or equal to the first set pressure, the controller 40 measures the pressure of the fuel boil-off gas collected in the canister 15 again (S105).

When the pressure of the fuel evaporation gas collected in the canister 15 is less than or equal to the first set pressure, a negative pressure is formed in the surge tank 1, and the first check valve 23 is opened by the negative pressure. The fuel vapor discharged through the purge control solenoid valve 19 is introduced into the engine via the intake manifold through the first auxiliary purge line 21 and the first check valve 23 and is combusted.

The first set pressure is set to a value determined by a person skilled in the art to form a negative pressure in the surge tank 1. For example, the first set pressure may be 5 bar.

When the pressure of the fuel evaporation gas collected in the canister 15 is greater than the first set pressure, the controller 40 operates the differential pressure generating valve 10 and the purge control solenoid valve 19, etc. The fuel vapor discharged through the control solenoid valve 19 passes through the second auxiliary purge line 22, the second check valve 24, the second intake line 9, and the compressor 6 of the turbocharger, It is supplied to the engine 50 through the intake line 3 (S107)

In this case, even if negative pressure is not formed in the surge tank 1, fuel evaporation gas can be collected from the canister 15 using the pressure of the turbo charger, and thus regulations related to hydrocarbon discharge can be satisfied.

However, in this process, the pressure of the turbocharger is lost, and when this step is performed in a high-speed, high-load, region, the pressure of the turbocharger is insufficient, resulting in a problem in that the driver's required torque cannot be achieved.

Hereinafter, a control method of a control system for a mild hybrid vehicle to which a fuel vapor dual purge system according to an embodiment of the present invention is applied will be described with reference to FIG. 4 .

4 is a flowchart illustrating a control method of a mild hybrid vehicle to which a fuel vapor dual purge system according to an embodiment of the present invention is applied. Contents overlapping with those described in FIGS. 1 to 3 are omitted.

Referring to FIG. 4 , the control method of the mild hybrid vehicle to which the fuel vapor dual purge system is applied according to an embodiment of the present invention starts by turning on the engine (S201). Subsequently, the controller 40 turns on the canister pressure sensor (S203) and measures the pressure of the fuel evaporative gas collected in the canister 15 (S205).

When the pressure of the fuel boil-off gas collected in the canister 15 is less than or equal to the first set pressure, the controller 40 measures the pressure of the fuel boil-off gas collected in the canister 15 again (S205).

When the pressure of the fuel evaporation gas collected in the canister 15 is greater than the first set pressure, the controller 40 enters the turbo charger operating section mode (S207).

In the turbo charger operating section mode, the controller 40 senses driving information through the driving information sensing unit 30 . The driving information includes a required torque requested by the driver, an engine speed, an operating RPM, and an engine load.

Subsequently, the controller 40 determines whether the driving conditions of the vehicle are high-speed and high-load conditions (S209). The controller 40 determines that the driving condition of the vehicle is a high-speed, high-load condition when the operating RPM is greater than the set RPM and the engine load is greater than the set load. The set RPM and the set load are determined by a person skilled in the art to be values determined necessary for determining a high-speed, high-load condition required for normal operation of the turbocharger. For example, the set RPM may be 1500 RPM, and the set load may be 500 Nm.

When the driving conditions of the vehicle are not high speed and high load conditions, the controller 40 operates the differential pressure generating valve 10 and the purge control solenoid valve 19, etc. through the purge control solenoid valve 19. The discharged fuel vapor passes through the second auxiliary purge line 22, the second check valve 24, the second intake line 9, and the compressor 6 of the turbocharger, and passes through the first intake line 3 to the engine. (50) to be supplied (S217). This is the same as described in FIG. 3, but since it is not a high-speed and high-load condition, the driver's requested torque can be achieved even if the pressure of the turbocharger is lost to some extent.

When the driving conditions of the vehicle are high speed and high load conditions, the controller 40 operates the differential pressure generating valve 10 and the purge control solenoid valve 19 to discharge through the purge control solenoid valve 19. The fuel vapor that becomes the engine passes through the second auxiliary purge line 22, the second check valve 24, the second intake line 9, and the compressor 6 of the turbocharger, and through the first intake line 3 to the engine ( 50), the amount of engine torque loss due to the pressure loss of the turbocharger occurring in this process is calculated (S211).

One embodiment of the present invention assists the loss of engine torque by driving the MHSG. Through this, in one embodiment of the present invention, even when it is difficult to satisfy the driver's requested torque at high speed and high load conditions due to the dual purge system consuming the pressure of the turbo charger, the output torque of the vehicle is equal to or equivalent to the driver's requested torque. Therefore, it is possible to achieve stable driving in high-speed and high-horsepower areas and satisfaction with hydrocarbon emission-related laws.

Subsequently, the controller 40 calculates the required torque of the MHSG (S213). The required torque of the MHSG may be set to a value equal to or equivalent to the engine torque loss amount. If the amount of engine torque loss is greater than the maximum torque of the MHSG, the required torque of the MHSG is set to the maximum torque of the MHSG.

Next, the controller 40 assists engine torque by driving the MHSG 60 based on the calculated required torque of the MHSG.

5 is a graph comparing torque in the MHSG torque assistance situation with the prior art according to an embodiment of the present invention.

In the graph of FIG. 5, a horizontal axis may indicate RPM and a vertical axis may indicate torque.

As shown, in the mild hybrid vehicle to which the fuel evaporative gas dual purge system is applied, there is a problem in that engine torque is insufficient in a high-speed and high-load region due to a pressure loss of the turbocharger when boosting by the turbocharger is performed. In this case, it is possible to prevent a phenomenon in which engine torque is insufficient in a high-speed and high-load region by driving the MHSG to assist torque corresponding to a torque loss.

Although the preferred embodiments of the present invention have been described above, the present invention is not limited thereto, and it is possible to carry out various modifications within the scope of the claims and detailed description of the invention and the accompanying drawings, and this is also the present invention. It goes without saying that it falls within the scope of the invention.

1: surge tank
2: map sensor
3: intake line
4: electronic throttle valve control
5: Intercooler
6: Compressor
7: Boost sensor
8: Air cleaner
9: second intake line
10: differential pressure generating valve
11: recirculation gas passage
12: EGR valve
13: EGR cooler
14: fuel tank
15: canister
16: pressure sensor
17: canister control valve
18: main purge line
19: purge control solenoid valve
20: coupler
21: first auxiliary purge line
22: second auxiliary purge line
23: first check valve
24: second check valve
25: pressure sensor
26: pressure sensing line
30: driving information detection unit
40: controller
50: engine
60: MHSG

Claims (15)

A mild hybrid vehicle with a fuel vapor dual purge system having a first purge line connected from the fuel tank to the intake manifold side of the engine and a second purge line connected from the fuel tank to the intake manifold side via the turbo charger compressor In the control system,
MHSG starting the engine or generating power by the output of the engine;
a driving information detection unit that senses vehicle driving information; and
a controller for generating various control signals based on the driving information sensed through the driving information detector to control the operation of the fuel vapor dual purge system;
including,
The controller calculates the amount of engine torque loss due to the pressure loss of the turbocharger generated by the fuel vapor dual purge system and drives the MHSG to assist the torque of the engine. vehicle's control system. According to claim 1,
The driving information sensor includes a canister pressure sensor for detecting the pressure of the fuel evaporative gas collected in the canister,
The controller, when the pressure sensed by the canister pressure sensor is greater than the first set pressure, controls the fuel vapor dual purge system so that the fuel evaporation gas collected in the canister is discharged from the canister to supply the second purge line. A control system for a mild hybrid vehicle to which a fuel vapor dual purge system is applied, characterized in that it is introduced into the intake manifold and the engine via the compressor of the turbocharger. According to claim 2,
The controller,
A control system for a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that it determines whether the driving condition of the vehicle is a high-speed, high-load condition based on the driving information detected through the driving information sensor. According to claim 3,
The controller,
A control system of a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that it determines that the driving condition of the vehicle is a high-speed, high-load condition when the operating RPM is greater than the set RPM and the engine load is greater than the set load. According to claim 4,
The controller,
When the driving condition of the vehicle is a high-speed, high-load condition, calculating an engine torque loss due to a pressure loss of the turbocharger to drive the MHSG to assist the torque of the engine;
A control system for a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that, when the driving conditions of the vehicle are not high speed and high load conditions, the MHSG is driven to not assist torque of the engine. According to claim 5,
The controller,
When the calculated engine torque loss amount is smaller than the maximum torque of the MHSG, the MHSG is driven with a torque equal to the engine torque loss amount;
A control system for a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that driving the MHSG with the maximum torque of the MHSG when the calculated engine torque loss is greater than or equal to the maximum torque of the MHSG. According to claim 2,
The controller, when the pressure sensed by the canister pressure sensor is less than or equal to the first set pressure, controls the fuel vapor dual purge system to discharge the fuel evaporation gas collected in the canister from the canister to the first purge A control system for a mild hybrid vehicle to which a fuel vapor dual purge system is applied, characterized in that it is introduced into the intake manifold and the engine through a line. A fuel vapor dual purge system having a first purge line connected from the fuel tank to the intake manifold side of the engine and a second purge line connected from the fuel tank to the intake manifold side via the compressor of the turbocharger is applied, and the engine MHSG starting or generating power by the engine's output; a driving information detection unit that senses vehicle driving information; and a controller generating various control signals based on the driving information sensed through the driving information detector to control the operation of the fuel vapor dual purge system.
Turning ON the start of the engine;
detecting vehicle driving information;
Calculating an amount of engine torque loss due to a pressure loss of a turbocharger caused by the fuel vapor dual purge system; and
A method for controlling a mild hybrid vehicle with a fuel vapor dual purge system, comprising: driving the MHSG to assist torque of the engine. According to claim 8,
The step of detecting the driving information of the vehicle,
Sensing the pressure of the fuel evaporative gas collected in the canister; and
comparing the pressure sensed by the canister pressure sensor with a first set pressure;
Control method of a mild hybrid vehicle to which a fuel vapor dual purge system is applied. According to claim 9,
Comparing the pressure sensed by the canister pressure sensor with the first set pressure,
When the pressure sensed by the canister pressure sensor is greater than the first set pressure, fuel evaporation gas collected in the canister is discharged from the canister and passes through the compressor of the turbocharger through the second purge line to the intake manifold. Controlling the fuel vapor dual purge system by the controller so as to flow into the fold and the engine. According to claim 10,
The step of detecting the driving information of the vehicle,
A method for controlling a mild hybrid vehicle with a fuel vapor dual purge system, further comprising determining whether the driving condition of the vehicle is a high-speed, high-load condition. According to claim 11,
The step of determining whether the driving condition of the vehicle is the high-speed, high-load condition,
A control method for a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that determining that the driving condition of the vehicle is a high-speed, high-load condition when the operating RPM is greater than the set RPM and the engine load is greater than the set load. According to claim 12,
The step of determining whether the driving condition of the vehicle is the high-speed, high-load condition,
Calculating an engine torque loss due to a pressure loss of a turbocharger generated by the fuel vapor dual purge system when the driving conditions of the vehicle are high speed and high load conditions;
Calculating an engine torque loss due to pressure loss of a turbocharger caused by the fuel vapor dual purge system when the driving conditions of the vehicle are not high speed and high load conditions, and driving the MHSG to assist the torque of the engine A method of controlling a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that the step is not performed. According to claim 13,
The step of assisting the torque of the engine by driving the MHSG,
When the calculated engine torque loss amount is smaller than the maximum torque of the MHSG, the MHSG is driven with a torque equal to the engine torque loss amount;
The method of controlling a mild hybrid vehicle with a fuel vapor dual purge system, characterized in that driving the MHSG with the maximum torque of the MHSG when the calculated engine torque loss is greater than or equal to the maximum torque of the MHSG. According to claim 9,
Comparing the pressure sensed by the canister pressure sensor with the first set pressure,
When the pressure detected by the canister pressure sensor is less than or equal to the first set pressure, fuel evaporation gas collected in the canister is discharged from the canister and introduced into the intake manifold and the engine through the first purge line. Controlling the fuel vapor dual purge system by the controller; a control method for a mild hybrid vehicle to which a fuel vapor dual purge system is applied.

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