KR102555914B1 - Hybrid vehicle and method of driving control for the same - Google Patents

Abstract

The present invention relates to a hybrid vehicle in which an engine and a motor transmit power to different wheel axles and a driving control method therefor. A method for controlling a hybrid vehicle in which a first wheel shaft is driven by motor power and a second wheel shaft is driven by engine power according to an embodiment of the present invention includes determining whether a fuel economy driving mode is set; When the fuel economy driving mode is set, selectively performing engagement control or release control for a motor clutch that connects or disconnects the first wheel shaft and the motor according to the need for operation of the motor; and maintaining the motor clutch in an engaged state through the engaging control when the fuel economy driving mode is not set.

Description

Hybrid vehicle and driving control method therefor {HYBRID VEHICLE AND METHOD OF DRIVING CONTROL FOR THE SAME}

The present invention relates to a hybrid vehicle in which an engine and a motor transmit power to different wheel axles and a driving control method therefor.

A hybrid electric vehicle (HEV) generally refers to a car that uses two power sources together, and the two power sources are mainly an engine and an electric motor. Such a hybrid vehicle has been recently developed because it has excellent fuel efficiency and power performance compared to a vehicle equipped with only an internal combustion engine and is advantageous in reducing exhaust gas.

Such a hybrid vehicle may operate in two driving modes depending on which power train is driven. One of them is an electric vehicle (EV) mode that runs only with an electric motor, and the other is a hybrid electric vehicle (HEV) mode that runs both an electric motor and an engine. A hybrid vehicle performs switching between the two modes according to driving conditions.

Switching between these driving modes is generally performed for the purpose of maximizing fuel economy or driving efficiency according to efficiency characteristics of a powertrain.

First, the structure of a hybrid vehicle will be described with reference to FIG. 1 . 1 shows an example of a power train structure of a general parallel type hybrid vehicle.

Referring to FIG. 1 , front wheels may be driven by engine 110 power, and rear wheels may be driven by motor 140 power. Therefore, when the engine 110 and the motor 140 are driven simultaneously, four-wheel drive is achieved, and this type of hybrid system is also referred to as e4WD.

Specifically, the power train of the front wheels may include an engine 110, a starting generator motor 120 (HSG: Hybrid Starter Generator), and a transmission 130. In FIG. 1 , the transmission 130 is shown as a dual clutch transmission (DCT), but may be replaced with a general automatic transmission (AT). The starting power generation motor 120 operates as a start motor when the engine is started, and may generate power using the power of the engine 110 as needed.

The powertrain of the rear wheel performs connection or separation between the motor 140, the battery 150 that supplies power to the motor, the reducer 160 that lowers the number of revolutions of the motor at a constant gear ratio, and the output end of the reducer 160 and the rear wheel axle. It may include a motor clutch (170, or rear wheel clutch) to do.

The driving mode of such a hybrid vehicle may include an engine 110 alone driving mode, an EV mode driving only the motor 140, and an HEV mode driving the engine and motor (and/or HSG) together.

However, in general, in the single drive mode of the engine 110, the motor clutch 170 is released to reduce resistance loss due to no-load rotation of the motor 140, and the motor 140 is separated from the wheel and does not rotate.

Meanwhile, when the motor 140 is to be driven again from a stopped state, the speed of the output end of the reducer 160 is synchronized with the wheel speed through the speed control of the motor, and then the motor clutch 170 is engaged.

By the way, since the motor 140 is directly coupled to the wheel through a reducer, it can provide a faster torque response to the vehicle compared to the engine 110 coupled to the transmission 130, but the engagement of the motor clutch 170 Since synchronization time is required, there is a problem in that torque response cannot be provided immediately when the motor 140 is in a stopped state.

An object of the present invention is to provide a hybrid vehicle and a control method thereof capable of providing more improved drivability and acceleration responsiveness.

In particular, the present invention is to provide a control method capable of improving both fuel efficiency and drivability in a hybrid vehicle in which a motor and an engine provide power to different wheel axles.

The technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below. You will be able to.

In order to solve the above technical problem, a control method of a hybrid vehicle in which a first wheel shaft is driven by motor power and a second wheel shaft is driven by engine power according to an embodiment of the present invention is a fuel economy driving mode determining whether to set; When the fuel economy driving mode is set, selectively performing engagement control or release control for a motor clutch that connects or disconnects the first wheel shaft and the motor according to the need for operation of the motor; and maintaining the motor clutch in an engaged state through the engaging control when the fuel economy driving mode is not set.

In addition, a hybrid vehicle according to an embodiment of the present invention includes a motor driving a first wheel shaft; a motor clutch connecting or separating the first wheel shaft and the motor; an engine that drives the second wheel axle; and a hybrid controller, wherein the hybrid controller selectively performs engagement control or release control with respect to the motor clutch according to the need for operation of the motor when the fuel economy driving mode is set, and when the fuel economy driving mode is not set. The motor clutch may be maintained in an engaged state through the engaging control.

The hybrid vehicle according to at least one embodiment of the present invention configured as described above can provide more improved drivability and acceleration response.

In particular, according to the embodiments of the present invention, since the motor clutch engagement and release control is performed according to the situation, high fuel efficiency can be obtained in normal times, and since the motor clutch is engaged according to the front wheel torque situation, quick torque response can be obtained. can be

The effects obtainable in the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description below. will be.

1 shows an example of a power train structure of a hybrid vehicle to which embodiments of the present invention can be applied.
2 is a block diagram showing an example of a control system of a hybrid vehicle to which embodiments of the present invention can be applied.
3 is a flowchart illustrating an example of a process of controlling a driving mode of a hybrid vehicle according to an embodiment of the present invention.
4 shows an example of a mode switching criterion according to a required torque of a hybrid vehicle according to an embodiment of the present invention.
5 shows an example of a mode conversion criterion according to a battery state of a hybrid vehicle according to an embodiment of the present invention.
6 shows an example of a form in which torque compensation is performed through motor assist in a hybrid vehicle according to an embodiment of the present invention.
7 shows another example of a form in which torque compensation is performed through motor assist in a hybrid vehicle according to an embodiment of the present invention.
8 is a graph for explaining a process of engaging a motor clutch in a hybrid vehicle according to an embodiment of the present invention.
9 is a flowchart illustrating an example of a process of controlling engagement of a motor clutch in a hybrid vehicle according to an embodiment of the present invention.
10 is a flowchart illustrating an example of a process of controlling release of a motor clutch in a hybrid vehicle according to an embodiment of the present invention.
11 shows an example of a motor target speed profile according to an embodiment of the present invention.
12 shows an example of a feedback model for motor speed control according to an embodiment of the present invention.

Hereinafter, with reference to the accompanying drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily carry out the present invention. However, the present invention may be implemented in many different forms and is not limited to the embodiments described herein. And in order to clearly explain the present invention in the drawings, parts irrelevant to the description are omitted, and similar reference numerals are attached to similar parts throughout the specification.

Throughout the specification, when a certain component is said to "include", it means that it may further include other components without excluding other components unless otherwise stated. In addition, parts denoted with the same reference numerals throughout the specification mean the same components.

Prior to describing a hybrid vehicle capable of controlling a driving mode through engagement and release of a motor clutch according to an embodiment of the present invention and a control method thereof, a control system of the hybrid vehicle applicable to the embodiments will first be described. A basic structure of a powertrain of a hybrid vehicle that can be applied to embodiments of the present invention may be the structure shown in FIG. 1 . A mutual relationship between controllers in a vehicle to which such a power train is applied is shown in FIG. 2 .

2 is a block diagram showing an example of a control system of a hybrid vehicle to which embodiments of the present invention can be applied.

Referring to FIG. 2 , in a hybrid vehicle to which embodiments of the present invention may be applied, an internal combustion engine 110 is controlled by an engine controller 210, and a motor 140 is controlled by a motor control unit (MCU) 220. Torque can be controlled by, and the motor clutch 170 can be controlled by the clutch controller 230, respectively. Here, the engine controller 210 may also be referred to as an engine management system (EMS). In addition, the transmission controller 240 controls the transmission 130 .

In some cases, the motor controller 220 may control the start-up motor 120 together, or a controller for the start-up motor 120 may be provided separately.

Each controller is connected to a hybrid controller (HCU: Hybrid Controller Unit, 250) that controls the entire mode conversion process as its upper controller, and transmits information necessary for changing the driving mode under the control of the hybrid controller 250 to the hybrid controller 250. or may perform an operation according to a control signal.

For example, the hybrid controller 250 determines whether to perform mode switching according to the driving state of the vehicle, determines when to release or engage the motor clutch 170 accordingly, and operates the motor clutch 170 at the determined time. An engagement request or release request may be transmitted to the controlling clutch controller 230 . In addition, the hybrid controller 250 may control torque compensation (ie, torque assist) corresponding to the reduction through the motor 140 to be output at the time when the torque reduction of the engine 110 is predicted.

Of course, it is obvious to those skilled in the art that the above-described connection relationship between controllers and functions/divisions of each controller are illustrative and are not limited to their names. For example, the hybrid controller 250 may be implemented such that a corresponding function is replaced and provided in any one of the other controllers other than the hybrid controller 250, or a corresponding function may be distributed and provided in two or more of the other controllers. In other words, the configuration of FIG. 2 described above is only one configuration example of a hybrid vehicle, and it will be apparent to those skilled in the art that a hybrid vehicle applicable to the embodiment is not limited to this structure.

In one embodiment of the present invention, it is proposed to perform driving mode control through engagement and release of the motor clutch for each situation.

3 is a flowchart illustrating an example of a process of controlling a driving mode of a hybrid vehicle according to an embodiment of the present invention.

Referring to FIG. 3 , in controlling the driving mode, first, it may be determined whether or not the state of charge (SOC) of the battery is equal to or less than a predetermined value (S310). Here, the predetermined value may indicate a minimum SOC to be secured in the battery when selecting an optimal driving mode according to a driving purpose such as fuel economy driving or fast following of a required torque, and may be set differently depending on the vehicle.

If the SOC is less than a certain value (yes in S310), charging of the battery takes precedence, so the hybrid controller 250 determines a transition to TTR (Through The Road) mode and distributes power between the engine and the motor accordingly. It can (S320A). Here, the TTR mode means a mode in which charging is performed through both the HSG 120 and the motor 140 using the power of the engine 110 . At this time, power transmitted to the HSG 120 is generally transmitted directly through a pulley connected to the engine 110, but since the motor 140 is not directly connected to the engine 110, it is transmitted to the front wheels through the front wheel axle Since the output of the engine 110 is transmitted to the motor 140 through the rear wheels via the road, this mode uses the name TTR. In this mode, since charging is performed together through the two motors 120 and 140, the mode is the highest charging amount.

Meanwhile, when the SOC is greater than a predetermined value (no in S310), power distribution between the engine and the motor may be performed according to a normal mode (S320B). Here, the normal mode means modes other than the TTR mode among a plurality of modes provided by the hybrid vehicle according to the embodiment, and may include an EV mode, an HEV 1/2/3 mode, and an engine-only mode. The HEV 1 mode is a mode in which both the HSG 120 and the motor 140 output driving force (ie, torque assist) in addition to the power of the engine 110, and the HEV 2 mode is a mode in which the motor 140 outputs driving force, but the HSG 120 is a mode for selectively performing charging. Also, the HEV 3 mode may mean a mode in which the HSG 120 performs charging using a part of the driving force of the engine 110 .

The various driving modes described above are organized according to entry conditions as shown in FIGS. 4 and 5 . 4 shows an example of a mode switching criterion according to the required torque of the hybrid vehicle according to an embodiment of the present invention, and FIG. 5 shows an example of the mode switching criterion according to the battery state of the hybrid vehicle according to an embodiment of the present invention. .

First, referring to FIG. 4 , the hybrid vehicle according to the embodiment may sequentially switch to an EV mode, an engine-only mode, and an HEV mode as the required torque increases. In this case, the size of the required torque serving as a conversion criterion for each mode may be different for each vehicle. Next, referring to FIG. 5 , the hybrid vehicle according to the embodiment may enter the TTR mode when the SOC is equal to or less than a predetermined value, and may enter the normal mode otherwise. In this case, when the SOC is relatively low even in the SOC range corresponding to the normal mode, the hybrid vehicle may maintain the SOC or partially charge the vehicle through the engine-only mode or the HEV 3 mode. In contrast, when the SOC is relatively high, the hybrid vehicle operates in EV mode, HEV 1 mode, or HEV 2 mode and consumes SOC according to the required torque.

Returning to FIG. 3 again, the hybrid controller 250 may determine whether the fuel efficiency driving mode is currently activated (S330). Here, the fuel economy driving mode has a different meaning from the driving mode according to whether the engine 110 and the motor 140 are driven or not, and transitions among the plurality of driving modes described above as necessary to achieve high fuel efficiency. means the mode In order to prevent unnecessary energy loss in the fuel economy driving mode, when the motor 140 is not in use, the motor clutch 170 is left in a released state to prevent loss due to rotational resistance generated when the motor 140 rotates without load, , the motor clutch 170 may be selectively engaged only when the driving force of the motor 140 is required or when regenerative braking needs to be performed.

Accordingly, in the fuel economy driving mode, the hybrid controller 250 may determine whether driving of the motor 140 or regenerative braking is required (S340).

As a result of the determination, when driving or regenerative braking of the motor 140 is required, the hybrid controller 250 may perform engagement control for engaging the motor clutch 170 (S350A). To this end, in the motor 140, the speed of the output end of the motor clutch 170 may be synchronized with the speed of the rear wheel shaft, and after the synchronization is completed, the motor clutch 170 may be engaged. In contrast, when driving or regenerative braking of the motor 140 is not required, the hybrid controller 250 may perform release control to maintain the motor clutch 170 in a release state (S350B). To this end, the motor clutch 170 is first released and the motor 140 can be controlled to stop speed.

Engagement control and release control of the motor clutch 170 will be described later in more detail with reference to FIGS. 8 to 12 .

On the other hand, the hybrid controller 250, when the current fuel economy driving mode is not activated (No in S330), the motor clutch 170 is engaged through motor clutch engagement control to enable immediate torque assist output through the motor 140. state can be maintained (S360).

Thereafter, the hybrid controller may determine whether the difference between the required front wheel torque to be handled through the front wheels and the predicted front wheel torque to be output through the front wheels among the requested torque according to the APS value is greater than a preset torque value (S370). ). Here, the predetermined torque value may be a value that causes deterioration in drivability (ie, the driver's demanded acceleration cannot be followed), but is not necessarily limited thereto and may be different for each vehicle. In addition, when the predicted front wheel torque is lower than the required front wheel torque, the engine torque may be disconnected and dropped due to gear shifting or the like.

If the difference between the requested front wheel torque and the predicted front wheel torque to be output through the front wheel is greater than a preset torque value, the hybrid controller 250 may perform a period in which the requested front wheel torque is smaller than the actual front wheel torque. During the transition period, the torque corresponding to the shortfall of the actual front wheel torque can be controlled to be output through the motor 140 (S380).

The form of motor assist in the transition period will be described with reference to FIGS. 6 and 7 .

6 shows an example of torque compensation through motor assist in a hybrid vehicle according to an embodiment of the present invention, and FIG. 7 shows an example of torque compensation through motor assist in a hybrid vehicle according to an embodiment of the present invention. Another example of the form to be shown respectively.

Referring to FIG. 6 , a change in torque over time in a shift situation is shown. In more detail, in FIG. 6 , it is assumed that the vehicle speed increases with the lapse of time and the gear shift is sequentially performed to a higher stage. Referring to FIG. 6 , as the vehicle speed increases and the upper gear shift is repeated, the wheel torque gradually decreases, but the engine shaft wheel torque is temporarily reduced during the shift due to the shift intervention control. When the motor clutch 170 is engaged in advance, at this point in time, when the decrease in torque generated by the engine shaft wheel is immediately compensated through the motor shaft wheel torque by the motor assist, the engine shaft required wheel torque is followed despite the gear shift. this is possible

At this time, the motor shaft wheel torque may be a value obtained by multiplying the motor assist torque by the gear ratio of the reducer 160 . More specifically, the motor assist torque Tmotor can be obtained as "Teng_wheel _reqT wheel_act) / Greduction". Here, Teng_wheel _req means the required wheel torque of the engine shaft, T wheel_act means the predicted wheel torque of the engine shaft, and Greduction means the gear ratio of the reducer.

Next, referring to FIG. 7, a sudden APS increase situation is shown. As the APS value rapidly rises, the engine shaft required wheel torque also rises correspondingly, but the engine shaft wheel torque is increased due to system limitations such as response delay due to the output limit of the engine 110 and lower gear shift. may not be satisfied. In this case, if the motor clutch 170 is engaged in advance, the lack of torque generated by the engine shaft wheel is immediately compensated through the motor shaft wheel torque by the motor assist, thereby improving acceleration response.

Hereinafter, a process of controlling engagement and release of the motor clutch 170 will be described with reference to FIGS. 8 to 12 .

First, the fastening process of the motor clutch 170 will be described with reference to FIGS. 8 and 9 together. 8 is a graph for explaining a process of engaging a motor clutch in a hybrid vehicle according to an embodiment of the present invention, and FIG. 9 shows an example of a process of controlling the engagement of a motor clutch in a hybrid vehicle according to an embodiment of the present invention. It is a flowchart showing However, in FIG. 8, it is assumed that the motor clutch is engaged for regeneration through the motor or for switching to the EV mode while the required torque is reduced due to APS release.

First, when there is a motor clutch engagement request from the hybrid controller 250 (S910), the motor clutch state may be determined (S920). The state of the motor clutch 170 may include an open state, a processing state in which coupling between clutch plates is generated by operating the actuator, and a locked state in which fastening is completed.

When the motor clutch 170 is not locked (Yes in S920), the target speed of the motor may be determined according to the motor speed control request (S930) (S940). The target speed may be determined in consideration of the rear wheel shaft speed and the gear ratio of the reducer, and when the target speed is determined, motor speed control by reaching the target speed may be performed (S950). At this time, the motor speed control may be a form of determining the speed control torque by combining feedback and feed forward, and the execution may be a form in which the hybrid controller 250 transmits a torque command to the motor controller 220. In addition, since the motor 140 is in a substantially no-load state during motor speed control, restrictions on the preset speed change rate may be released. A detailed setting of the target speed will be described later in detail with reference to FIG. 11 and a control model for determining speed control torque through feedback and feed forward with reference to FIG. 12 .

Then, when the motor speed reaches the target speed and is stabilized (S960), the hybrid controller 250 may transmit an engagement command (ie, motor clutch state command = Lock) to the clutch controller 230 (S970). At this time, whether or not to stabilize is determined that stabilization is completed when the difference between the motor speed (or motor clutch input shaft speed) and the target speed is within the first value and the state of the motor acceleration (or motor torque) within the second value is maintained for the third time. can be determined, and the first value, the second value, and the third time can be set in various ways for each vehicle, so the present invention is not limited to the range of each value.

According to the fastening command, the motor clutch goes through the processing state from the open state to the locked state. When the hybrid controller 250 confirms that the motor clutch state is locked (Yes in S980), the motor speed control request is released and the engine torque and Motor torque control to follow the torque distributed to the motor 140 according to the driving mode through torque blending can be initiated.

In the process described so far, steps S910 and S920 may correspond to the fastening determination section of FIG. 8, steps S930 to S960 may correspond to the speed control section of FIG. 8, and step S970 may correspond to the fastening control section of FIG. may apply. In addition, the total length of the engagement determination section, the speed control section, and the engagement control section may correspond to a response delay time until the output of the motor is output through the rear wheel shaft. Since such a response delay time occurs, in the present embodiment, the motor clutch is maintained in an engaged state for quick response in a non-fuel economy driving mode.

Next, a release control process of the motor clutch will be described with reference to FIG. 10 . 10 is a flowchart illustrating an example of a process of controlling release of a motor clutch in a hybrid vehicle according to an embodiment of the present invention.

First, when there is a motor clutch release request from the hybrid controller 250 (S1010), the hybrid controller 250 may transmit a release command (ie, motor clutch state command = Open) to the clutch controller 230 (S1020) .

Afterwards, the hybrid controller 250 may determine the motor clutch state (S1030).

When the motor clutch 170 is not locked (Yes in S1030), the hybrid controller determines the target speed of the motor as 0 (S1040). Accordingly, motor speed control by reaching the target speed may be performed (S1050). At this time, the motor speed control may be a form of determining the speed control torque by combining feedback and feed forward, and the execution may be a form in which the hybrid controller 250 transmits a torque command to the motor controller 220. A control model for determining speed control torque through feedback and feedforward will be described later in detail with reference to FIG. 12 .

Thereafter, the hybrid controller 250 may determine whether the motor speed reaches the target speed and is stabilized (S1060), and if the motor speed is stabilized, control the motor torque to 0 (S1070). At this time, whether or not to stabilize is determined that stabilization is completed when the difference between the motor speed (or motor clutch input shaft speed) and the target speed is within the first value and the state of the motor acceleration (or motor torque) within the second value is maintained for the third time. can be determined, and the first value, the second value, and the third time can be set in various ways for each vehicle, so the present invention is not limited to the range of each value.

Next, with reference to FIGS. 11 and 12, the target speed form and the control model form will be described respectively.

As described above, during motor clutch engagement control, the motor target speed Wdes may be calculated through the motor-side wheel speed Wwhl and the reduction gear ratio Greduciton. More specifically, the motor target speed Wdes may be obtained by multiplying the motor-side wheel speed Wwhl by the gear ratio Greduciton of the reducer 160 and then adding an offset thereto. Here, the offset value may be determined through calibration in consideration of responsiveness and characteristics of the clutch actuator. The motor target speed Wdes determined in this way may have a form as shown in FIG. 11 according to a change in time.

11 shows an example of a motor target speed profile shape according to an embodiment of the present invention. Referring to FIG. 11, the motor target speed profile may be converged while increasing gradually as shown in (a) of FIG. may be in the form of The motor target speed profile of FIG. 11 is illustrative, and a different form is possible in consideration of responsiveness and controllability.

12 shows an example of a control model for motor speed control according to an embodiment of the present invention.

Referring to FIG. 12 , motor speed control may include a feed forward unit FF and a feedback unit FB.

The feed forward unit FF uses the target motor speed Wdes as an input value and the feed forward torque TFF as an output value. More specifically, the feed forward unit FF may be configured to add the drag torque of the motor and a theoretical torque value for the motor inertia to follow the motor target speed profile.

In addition, the feedback unit FB uses the target speed Wdes of the motor and the actual speed Wact of the motor as input values and uses the feedback torque TFB as an output value. In more detail, the feedback unit FB may be configured as shown in Equation 1 below using the differential and integral values of the speed error (ie, the difference between the target speed and the actual speed, e=Wdes-Wact).

As a result, the final speed control torque Tmotor of the motor may be the sum of TFF and TFB.

The above-described present invention can be implemented as computer readable code on a medium on which a program is recorded. The computer-readable medium includes all types of recording devices in which data that can be read by a computer system is stored. Examples of computer-readable media include Hard Disk Drive (HDD), Solid State Disk (SSD), Silicon Disk Drive (SDD), ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage device, etc. there is

Accordingly, the above detailed description should not be construed as limiting in all respects and should be considered illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention.

Claims (19)

A method for controlling a hybrid vehicle in which a first wheel shaft is driven by motor power and a second wheel shaft is driven by engine power, the method comprising:
determining whether a fuel efficiency driving mode is set;
When the fuel economy driving mode is set, selectively performing engagement control or release control for a motor clutch that connects or disconnects the first wheel shaft and the motor according to the need for operation of the motor; and
and maintaining the motor clutch in an engaged state through the engaging control when the fuel efficiency driving mode is not set. According to claim 1,
The step of performing the fastening control or release control,
performing the fastening control when driving force output or regeneration through the motor is required; and
and performing the release control when the driving force output or the regeneration is not required. According to claim 1,
After the step of maintaining the fastened state,
and outputting a motor torque corresponding to the difference when the difference between the requested wheel torque and the predicted wheel torque of the second wheel shaft is greater than a predetermined value. According to claim 3,
When the difference occurs,
A control method for a hybrid vehicle, comprising at least one of a case where a shift occurs in a transmission connected to the engine and a response delay of the engine. According to claim 1,
The fastening control,
Checking a state of the motor clutch according to a request for engaging the motor clutch;
determining a motor target speed when the motor clutch is not locked;
performing motor speed control to follow the motor target speed; and
and converting the motor clutch to the locked state when the motor speed is stabilized at the target motor speed. According to claim 5,
The motor target speed is,
The hybrid vehicle control method according to claim 1 , wherein the control method of the hybrid vehicle is determined based on at least a speed of the first wheel shaft and a gear ratio of a reduction gear disposed between the motor and the first wheel shaft. According to claim 5,
The step of performing the motor speed control,
A control method for a hybrid vehicle, which is performed by combining feedforward control based on the motor target speed and motor drag torque and feedback control based on a difference between the motor target speed and actual motor speed. According to claim 1,
The release control,
disengaging the motor clutch according to a motor clutch release request;
determining a target motor speed as 0 when the motor clutch is not locked;
performing motor speed control to follow the motor target speed; and
and controlling torque of the motor to zero when the motor speed is stabilized at the target motor speed. According to claim 1,
When the state of charge (SOC) of the battery supplying power to the motor is below a predetermined standard, the power of the engine output to the second wheel shaft is transferred to the motor via the first wheel shaft to enter a mode for performing charging. A control method of a hybrid vehicle, further comprising the step of doing. A computer readable recording medium recording a program for executing the control method of a hybrid vehicle according to any one of claims 1 to 9. a motor that drives a first wheel shaft;
a motor clutch connecting or separating the first wheel shaft and the motor;
an engine that drives the second wheel axle; and
Including a hybrid controller,
The hybrid controller,
When the fuel economy driving mode is set, selectively engaging control or releasing control is selectively performed on the motor clutch according to the need for operation of the motor, and when the fuel economy driving mode is not set, the motor clutch is engaged through the engaging control. maintenance, hybrid cars. According to claim 11,
The hybrid controller,
The hybrid vehicle, wherein the fastening control is performed when the driving force output or regeneration through the motor is required, and the release control is performed when the driving force output or the regeneration is not required. According to claim 11,
The hybrid controller, when the motor clutch is maintained in the engaged state,
and controlling the motor torque corresponding to the difference to be output through the motor when a difference between the requested wheel torque and the predicted wheel torque of the second wheel shaft is greater than a preset value. According to claim 13,
When the difference occurs,
and at least one of a case where a shift occurs in a transmission connected to the engine and a response delay of the engine. According to claim 11,
The hybrid controller for the fastening control,
Check the state of the motor clutch according to the motor clutch fastening request,
When the motor clutch is not in a locked state, determining a motor target speed;
Performing motor speed control to follow the motor target speed;
and controlling the motor clutch to be switched to the lock state when the motor speed is stabilized at the target motor speed. According to claim 15,
The motor target speed is,
Wherein the hybrid vehicle is determined based on at least a speed of the first wheel axle and a gear ratio of a reducer disposed between the motor and the first wheel axle. According to claim 15,
The motor speed control,
The hybrid vehicle is performed by combining feed forward control based on the motor target speed and motor drag torque and feedback control based on a difference between the motor target speed and actual motor speed. According to claim 11,
The hybrid controller for the release control,
Release the motor clutch according to the motor clutch release request,
When the motor clutch is not in a locked state, the target motor speed is determined as 0;
Performing motor speed control to follow the motor target speed;
When the motor speed is stabilized at the motor target speed, the hybrid vehicle controls the torque of the motor to zero. According to claim 11,
When the state of charge (SOC) of the battery that supplies power to the motor is below a certain standard, the hybrid controller,
The hybrid vehicle enters a mode in which power of the engine output through the second wheel shaft is transmitted to the motor through the first wheel shaft to perform charging.

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