KR102598416B1 - Method for Improving Fuel Efficiency Based On Air Conditioning Load On Eco Friendly Vehicle - Google Patents

Abstract

The control method for improving fuel efficiency using the electric load classification method in an eco-friendly vehicle of the present invention is to correct the power consumption of the auxiliary electric load detected in Auto Mode and use the linearity of the power consumption of the auxiliary electric load to control the engine. Auto Mode is controlled with a low setting for the starting reference power, greatly increasing engine utilization compared to Auto Mode where the setting is maintained, improving fuel efficiency during mid- to long-distance driving that is longer than the all-electric driving range (All Electric Range). It has the characteristic of being made.

Description

Method for improving fuel efficiency based on vehicle load classification method for eco-friendly vehicles {Method for Improving Fuel Efficiency Based On Air Conditioning Load On Eco Friendly Vehicle}

The present invention relates to fuel efficiency improvement control of eco-friendly vehicles, and in particular, to a control method for improving fuel efficiency based on air conditioning load of eco-friendly vehicles that can improve fuel efficiency by improving the control efficiency of Auto Mode.

In general, among eco-friendly vehicles, plug-in hybrid electric vehicles (PHEV) can have various advantages by greatly improving battery capacity and performance.

Therefore, the PHEV can be driven only by charging the battery using an external power source during short-distance driving compared to long-distance driving using an internal combustion engine, so it is possible to implement a long-distance driving system in which a significant portion of the vehicle's driving can be driven only with the electric energy of the battery, and this advantage is achieved by existing existing vehicles. It overcomes the limitations of batteries being used only as a power source in low-speed/low-torque sections of hybrid electric vehicles or electric vehicles.

In addition, the PHEV has a large battery capacity and can implement control diversity in Auto Mode by utilizing a higher degree of freedom in terms of fuel efficiency control compared to existing hybrid vehicles.

For example, when control diversity is implemented using a required power or torque-based strategy, the required power or torque-based strategy maximizes instantaneous efficiency by using engine power at high required power, while electric power is used at low required power. Allows selection of power source.

As another example, when control diversity is implemented with a high-voltage battery SOC (State Of Charge) control strategy, the high-voltage battery SOC control strategy is load modeling that utilizes all information received about the path ahead of the vehicle to optimize the entire area or part of the path. Real-time optimization enables optimal power distribution (engine start-up, torque distribution between engines/motor).

Domestic published patent 10-2012-0023409 (March 13, 2012)

However, the PHEV requires the following improvements due to the control diversity implementation strategy based on power source control.

First, there is a need to increase the modest fuel efficiency effect by simply improving power source control based on instantaneous efficiency. Second, considering the operation of air conditioners in the summer, there is a need to ensure that fuel efficiency does not decrease even when the air conditioner is in operation. Third, there is a need to overcome technical limitations in receiving the necessary information for road modeling and real-time optimization of the path ahead. Fourth, since a high-performance microprocessor is required for real-time optimization of the received necessary information, there is a need to solve this problem.

Accordingly, taking the above into consideration, the present invention applies an electric load classification strategy to setting the engine starting reference power, and in particular, an optimization technique (Dynamic Programming) using the electric load consumption separated from the drive motor is used to determine the engine starting reference power setting value. The purpose of this change is to provide a fuel efficiency improvement method based on electric load classification for eco-friendly vehicles, which improves fuel efficiency through high control efficiency for mid-to-long distances longer than the all-electric driving range (All Electric Range).

The control method of the present invention to achieve the above purpose is to provide assistance according to the operation of the auxiliary electric load when the controller recognizes the auto mode that uses the drive motor as driving power in the operating state of the engine set to the setting of the engine starting reference power. The electric load power consumption is detected, the engine starting reference power is adjusted to lower the set value in accordance with the auxiliary electric load power consumption detection, and the auxiliary electric load power consumption is corrected, and the engine is compared to the application of the engine starting standard power in the auto mode. It is characterized in that utilization increases as the engine starting reference power is lowered.

In a preferred embodiment, the auto mode is operated using a button switch, voice command, (P)HEV dedicated mode, AVN, etc. as input devices.

In a preferred embodiment, the power consumption of the auxiliary electrical load is detected through monitoring of the air conditioner and LDC constituting the auxiliary electrical load, and the power consumption of the auxiliary electrical load according to the operation of the air conditioner and the LDC is corrected using the auxiliary electrical load factor. (factor) is applied, and the auxiliary electric load factor (factor) gives weight to the power consumption of the air conditioner compared to the power consumption of the LDC of the LDC.

In a preferred embodiment, the correction of the power consumption of the auxiliary electric load is made to follow the linear decrease characteristic of the battery SOC according to the operation of the air conditioner, obtained as an optimization result using a dynamic programming technique.

In a preferred embodiment, the auxiliary electric load power consumption correction applies a low pass filter technique or a moving average technique to reduce control sensitivity caused by momentary changes in power consumption. In the low pass filter technique, a filter gain is provided by low pass filtering the raw value of the power consumption of the auxiliary electric load. The moving average technique performs moving average processing on the detected value (raw value) of the power consumption of the auxiliary electric load.

In a preferred embodiment, linearity with respect to the power consumption of the auxiliary electrical load is used to lower the set value, and the linearity with respect to the power consumption of the auxiliary electrical load reflects the size of the power consumption of the auxiliary electrical load, and the linearity with respect to the power consumption of the auxiliary electrical load reflects the size of the power consumption of the auxiliary electrical load. It is applied to the section between CD mode, which runs using only the motor, and CS mode, which runs by mixing the engine with the drive motor. In particular, the linear engine starting reference power is lower than the engine starting reference power in the CD mode by applying the engine starting reference power when the air conditioning load is not used as a starting point, and is maintained higher than the engine starting reference power in the CS mode.

In a preferred embodiment, when the controller does not recognize the auto mode, it switches to CD mode control for driving using only the drive motor or CS mode control for driving in combination with the engine and the drive motor, and the CD mode In each of the control and CS mode controls, the set value of the engine starting reference power is maintained.

In a preferred embodiment, the controller is provided with an engine starting reference power map to which the engine starting reference power is mapped, and the engine starting reference power map is a set engine starting reference power reflecting the set value and a calculated engine starting reference power reflecting the setting value down. The engine starting reference power is classified as the reference power.

In a preferred embodiment, the controller is linked to an auto mode input device to recognize the auto mode, and the auto mode input device includes a button switch, voice command, (P)HEV dedicated mode, AVN, etc.

In order to achieve the above object, the eco-friendly vehicle of the present invention corrects the power consumption of the auxiliary electric load detected in Auto Mode and uses the linearity of the power consumption of the auxiliary electric load to set the engine start standard. A controller that lowers the power setting and increases engine utilization in the Auto Mode compared to the engine starting reference power; It is characterized by including.

In a preferred embodiment, the controller includes the set engine start reference power and the calculated engine start reference power to control the set engine start reference power and the calculated engine start reference power in a table or start-consumption power map diagram. A power map is provided.

In a preferred embodiment, the controller maintains the reference value for the set engine starting reference power in CD(EV)/CS(HEV) mode control.

The eco-friendly vehicle of the present invention implements the following actions and effects through fuel efficiency improvement control that differentiates electrical loads.

First, the control diversity of PHEV's Auto Mode is greatly improved through improved fuel efficiency at mid-to-long distances that are longer than the all-electric driving range (All Electric Range). Second, PHEV's Auto Mode is a control strategy of Dynamic Programming technique for optimization results, which lowers the engine start-up power at large air conditioning load consumption, thereby increasing the frequency of engine power use and improving fuel efficiency. Third, system efficiency improves when controlling Auto Mode for mid- to long-distance driving by using engine power, which is advantageous in terms of fuel efficiency. Fourth, since the power consumption due to the operation of the air conditioner and LDC (Low Voltage DC/DC Converter) compared to the drive motor is monitored by the electric load, a control strategy to lower the engine starting reference power is established more precisely.

Figure 1 is a flowchart of a fuel efficiency improvement method using the electric load classification method applied to an eco-friendly vehicle according to the present invention, Figure 2 is an example of an eco-friendly vehicle on which fuel efficiency improvement control using the electric load classification method according to the present invention is performed, and Figure 3 is an example of an eco-friendly vehicle according to the present invention. It is an example of a diagram setting the required power standard value for engine start, which is the standard for using engine power due to whether the air conditioner is operating (ON/OFF), and Figure 4 is the engine start reference power applying the electric load classification according to the present invention. It is a diagram, and Figure 5 is an example of a linear descending diagram of the air conditioner and battery SOC (State of Charge) through optimization technique (Dynamic Programming) according to the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the attached illustration drawings. These embodiments are examples and may be implemented in various different forms by those skilled in the art to which the present invention pertains, so they are described herein. It is not limited to the embodiment.

And in an embodiment of the present invention, the eco-friendly vehicle is described as a plug-in hybrid electric vehicle capable of forced charging mode in addition to Auto Mode, CD (EV) mode, and CS (HEV) mode. It also includes general hybrid vehicles.

In this case, the definitions of Auto Mode, CD (EV) mode, and CS (HEV) mode and the characteristics of each driving mode are as follows.

Auto Mode: EV Mode can be entered. It is a function that considers the driving situation and uses electric power and engine power for high fuel efficiency in high-voltage battery SOC state, and uses a high-voltage battery to properly distribute electric power and engine power. A strategy can be used to increase fuel efficiency by sufficiently using the SOC (e.g., by disabling the EV mode SOC).

CD mode (Charge Depleting Mode): This is a mode in which driving is carried out using only electric power. This is possible only when the SOC of the high-voltage battery is above a certain value. If the required power exceeds the maximum power of electric power, engine power can be used. Therefore, Auto Mode can provide fuel efficiency gains during mid- to long-distance driving that cannot be driven with an EV. Therefore, CD (EV) mode mainly uses electric power to drive, so it has superior noise, ride quality, and fuel efficiency benefits when driving within the range that can be driven by EV after external charging (short distances).

CS Mode (Charge Sustaining Mode): A mode that uses a mixture of engine and electric power. It uses the same power distribution strategy as a hybrid vehicle, and does not use the SOC Band for the entire range of the high-voltage battery, but rather applies it to a specific range (e.g., HEV level). It is used only and is unconditionally entered in SOC situations where EV mode cannot be entered. Therefore, CS(HEV) mode enables the most efficient driving in SOC situations where EV mode cannot be entered.

Referring to FIG. 1, the fuel efficiency improvement method using the electrical load classification method applies the set engine starting reference power by performing Auto Mode control (S10 to S80) with the calculated engine starting reference power tailored to the operating status of the auxiliary electrical load. It is characterized by differentiating it from the CD (EV)/CS (HEV) mode control (S10-1, S70-1, S80-1).

In particular, the auto mode through the method of improving fuel efficiency by dividing the electrical load is a technique of dynamic programming (optimization method when subproblems share a subproblem again due to overlap of subproblems) for the energy consumption of auxiliary electrical load. As a result of the optimization using Apply it to improve fuel efficiency.

Therefore, the Auto Mode sets the calculated engine starting reference power and lowers the reference value compared to the engine starting reference power to increase engine usage during driving, resulting in the following differences compared to the existing EV Auto, Adaptive CD/CS, and Auto CD. You can have it.

For example, the Auto Mode does not need to consider the driving conditions based on driver requirements of EV Auto for CD (EV) / CS (HEV) transition, and load conditions such as high load CS and low load CD of Adaptive CD / CS There is no need for separate CD/CS mode transition conditions, and there is no need for separate EV Line settings like “CS < Auto CD < CD” in Auto CD. Furthermore, the auto mode is not limited to a high-load engine starting strategy like EV Auto, and does not require a supplementary strategy for low fuel efficiency like Adaptive CD/CS and Auto CD.

Referring to Figure 2, the eco-friendly vehicle (1) includes an engine ECU (Electronic Control Unit) (3), an MCU (Motor Control Unit) (5), an auxiliary electrical load system (7), and an AVN (Audio & Video Navigation System) ( 8), an auto mode input device 9 and a controller 10 linked to the engine starting reference power map 10-1 to control the set engine starting reference power and the calculated engine starting reference power are included. In addition, although not shown, the eco-friendly vehicle 1 includes a vehicle-mounted sensor that detects information about the engine, motor, and other vehicle systems and transmits it to the engine ECU 3, MCU 5, and controller 10.

For example, the engine ECU (3) controls the engine, and the MCU (5) controls the motor.

For example, the auxiliary electrical load system 7 generates auxiliary electrical loads that consume energy other than the motor, and includes FATC (Full Auto Temperature Control System), LDC (Low Voltage DC/DC Converter), and PTC (Positive Temperature Control System). Coefficient) and generates auxiliary electric load during operation. In this case, the FATC is a system that maintains a comfortable indoor space regardless of external conditions by automatically adjusting the blowing direction, blowing amount, and inflow state of indoor air and outdoor air, or it can simply be a vehicle air conditioner. The LDC performs charge/discharge control and 12V voltage conversion control of the 12V battery that constitutes the battery system together with the 48V battery. The PTC is a heater.

For example, the AVN (8) and the auto mode input device (9) generate signals for auto mode operation. The AVN (8) performs basic functions such as setting a driving route based on the vehicle's origin and destination and providing voice information on the vehicle location based on GPS signals, and shares navigation information with the controller (10). The auto mode input device 9 determines whether to enter the auto mode control by selecting a mid-to-long-distance driving mode, whether to set a destination, and comparing the distance to the destination and the EV driving range. To this end, a selection button for driver selection ( It is equipped with devices such as button switch input) and a microphone for driver voice recognition (i.e. voice command input) to perform entry/release of Auto Mode or to recommend a PHEV-only mode appropriate for the route when setting a route (i.e. Auto Mode). Mode-only signal) enables selection of Auto Mode, etc.

For example, the controller 10 processes the detection signal from the vehicle-mounted sensor as input data, receives the GPS signal, calculates the engine starting reference power, and sets the standard to the engine starting reference power calculated in Auto Mode control. While lowering the value from the set engine starting standard power, the standard value is maintained as the existing set engine starting standard power in CD(EV)/CS(HEV) mode control. The engine starting reference power map 10-1 constructs the set engine starting reference power and the calculated engine starting reference power as a table or a starting-consumption power map diagram.

Hereinafter, the fuel efficiency improvement method using the electric load classification method applied to the eco-friendly vehicle of FIG. 1 will be described in detail with reference to FIGS. 2 to 5. In this case, the control subject is the controller 10 linked to the engine ECU (3) and MCU (5), and the control target is the engine controlled by the engine ECU (3) and the motor controlled by the MCU (5).

First, the controller 10 determines the auto mode selection of S10. Referring to FIG. 2, the controller 10 applies the AVN 8 and the auto mode input device 9 to determine auto mode selection. Therefore, the controller 10 can determine the auto mode selection as AVN 8, the driver's selection button switch operation of the auto mode input device 9, the driver's voice command, or PHEV-only mode. If the auto mode is not selected at this stage, the controller 10 maintains or switches CD (EV) / CS (HEV) mode control (S10-1, S70-1, S80-1), which will be described in detail later. On the other hand, if the auto mode is selected at this stage, the controller 10 selects the mid-to-long-distance driving mode to enter the auto mode control, determines whether to set the destination, and compares the distance to the destination and the EV driving range. These procedures are performed in accordance with the existing method. Same as

Next, the controller 10 monitors the operating status of the auxiliary electric load of S20. Referring to FIG. 2, the controller 10 applies the operating state of the auxiliary electric load system 7. In this case, the auxiliary electric load is explained as air consumption power according to the operation of the air conditioner and LDC, but is not limited to this.

Continuing, the controller 10 determines the air conditioner's exclusive auxiliary electric load of the S30 through auxiliary electric load monitoring. In this case, it is based on Figure 3 that the air conditioner is applied preferentially as an auxiliary electric load.

Referring to Figure 3, the SOC profile of the battery with the highest fuel efficiency does not change significantly depending on whether the air conditioner is running, but the standard value of the power requirement for engine start, which is the standard for using engine power, is different when the air conditioner is turned on. This is due to the fact that the setting is lower than when the air conditioner is turned off. Therefore, in situations where there is a large air conditioning load such as an air conditioner, it is proven to be advantageous in terms of fuel efficiency to lower the standard value of the required power for engine start to increase engine use compared to situations where it is not.

Next, the controller 10 detects the power consumption of the air conditioner when the air conditioner operates independently, such as in the S40. On the other hand, the controller 10 detects the air conditioner consumption power and LDC consumption power when S50, the air conditioner, and the LDC operate together, and provides an auxiliary electric load factor to reflect the energy consumption according to the operation of S51, the air conditioner, and the LDC. I give it to you. In this case, the auxiliary electric load factor is applied to further increase the ratio of air conditioner power consumption compared to LDC power consumption.

Furthermore, the controller 10 performs power consumption correction for the auxiliary electric load of S60 and applies the low pass filter technique of S60-1 or the moving average technique of S60-2. This is because the power consumption of air conditioners and other battlefields, including LDCs, has instantaneous fluctuation characteristics that make control sensitive, and power consumption processing using the low pass filter technique and moving average technique enables insensitive control even in momentary changes. Because.

For example, calculating the auxiliary battlefield load power consumption correction value through the low pass filter technique (S60-1) is “Auxiliary battlefield load power consumption correction value = low pass filter (auxiliary battlefield load power consumption raw value) x filter gain. ) Settings” are applied. And to calculate the auxiliary battlefield load power consumption correction value through the moving average technique (S60-2), “auxiliary battlefield load power consumption correction value = moving average (auxiliary battlefield load power consumption raw value)” is applied.

Here, the auxiliary electric load consumption power is an air conditioner, the raw value of the low pass filter (auxiliary electric load power consumption raw value) is the detection value of the air conditioner power consumption, and the filter gain setting is the linear SOC decline diagram in FIG. 4. It is a reflected value, and the raw value of the moving average (auxiliary battlefield load power consumption raw value) is the detected value of air conditioner/LDC power consumption.

Afterwards, the controller 10 applies the calculated engine starting power of the S70 and performs Auto Mode control of the S80 through this.

Referring to FIG. 4, the engine starting reference power is divided into a set engine starting reference power and a calculated engine starting reference power.

For example, the engine starting reference power set above is the CD (EV) mode engine starting reference power where the maximum drive motor output is achieved, the engine starting reference power when the air conditioning load is not used (i.e., the auxiliary electric load is not operated), and the CS (where the drive motor minimum output is achieved). It is divided into HEV) mode engine starting reference power, and the engine starting reference power without air conditioning load is set between the highest set CD (EV) mode engine starting reference power and the lowest set CS (HEV) mode engine starting reference power. These settings are the same as in the previous case.

On the other hand, the calculated engine starting power is calculated as the amount of power consumed by the auxiliary electric load between the engine starting standard power without air conditioning load and the CS (HEV) mode engine starting standard power, and is linear with respect to the size of the power consumed by the auxiliary electric load. The relationship is set to be lowered as an enemy. In other words, the change in the calculated engine starting reference power is set to have linearity with respect to the amount of power consumed by the auxiliary electric load, and the linearity is such that the calculated engine starting reference power is greater when the air conditioner and LDC are operated than when the air conditioner is operated. Lower it. In particular, the start of the linearity is lower than the engine starting reference power of the CD mode (Charge Depleting Mode) and remains higher than the engine starting reference power of the CS mode (Charge Sustaining Mode).

As a result, as the power consumption of the auxiliary electric load increases, the standard value for engine starting power requirements can be set lower, allowing the use of engines that are good for fuel efficiency during driving to increase.

Also, referring to FIG. 5, it is illustrated that the operation of the air conditioner is derived as a linear SOC decline diagram from the optimization results using the dynamic programming technique. In this case, the dynamic programming technique is the result of an analysis performed depending on whether the air conditioner (i.e., air conditioning load) operates in the same driving cycle, and this is because the lowering rate of the SOC profile appears linearly without depending on the air conditioning operation. The standard value of power required to start the engine during air conditioning operation is low, proving that frequent use of engine power is advantageous in terms of fuel efficiency. Therefore, the above results reflect the air conditioning load usage (i.e., auxiliary electric load) in the engine starting power of the existing Auto Mode, making it possible to establish a control strategy that lowers the engine starting power when the load is large, and such control The strategy proves that the system efficiency of an eco-friendly vehicle (1) can be improved when controlling Auto Mode for mid-to-long distance driving.

Referring again to FIG. 1, if the auto mode is not selected in S10, the controller 10 applies the engine starting reference power set in S70-1 and performs CD mode control or CS mode control of S80-1 through this. give. In this case, referring to FIG. 4, the CD mode control takes the highest engine starting power and thus uses the maximum driving motor output for driving, while the CS mode control takes the lowest engine starting power and thus uses the maximum driving motor output for driving. Maximizes engine usage while using minimum drive motor output.

Therefore, the CD mode control mainly uses electric power to drive, as in the existing definition and operation characteristics, so it has superior noise, riding comfort, and fuel efficiency gains when driving within a distance that can be driven by an EV after external charging (short distance). In addition, the CS mode control achieves the most efficient operation in SOC situations where EV mode entry is not possible, as per the existing definition and operation characteristics.

As described above, the method of improving fuel efficiency by dividing the electrical load of an eco-friendly vehicle according to this embodiment corrects the power consumption of the auxiliary electrical load detected in Auto Mode and determines the linearity of the power consumption of the auxiliary electrical load. By using , Auto Mode is controlled with a low set value of the engine starting reference power, which greatly increases engine utilization compared to Auto mode where the set value is maintained, improving fuel efficiency during mid-to-long-distance driving that is longer than the pure electric driving range.

1: Eco-friendly vehicle 3: Engine ECU (Electronic Control Unit)
5: MCU (Motor Control Unit)
7: Auxiliary battlefield load system 8: AVN (Audio & Video Navigation System)
9: Auto mode input device 10: Controller
10-1: Engine start reference power map

Claims (25)

When the controller 10 recognizes the Auto Mode that uses the drive motor as driving power while the engine is running according to the setting of the engine starting reference power, the power consumption of the auxiliary electric load is detected according to the operation of the auxiliary electric load. In addition, the auxiliary electric load power consumption is corrected by lowering the engine starting reference power to a set value in accordance with the detection of the auxiliary electric load power consumption, and the engine utilization is improved compared to the application of the engine starting standard power in the Auto Mode. It increases as the engine starting reference power is lowered;
The auxiliary electric load power consumption correction applies a low pass filter technique or a moving average technique to desensitize control sensitivity caused by momentary changes in power consumption.
The moving average technique is a control method characterized in that the detected value (raw value) of the power consumption of the auxiliary electric load is subjected to moving average processing.
The control method according to claim 1, wherein the Auto Mode is operated by a signal.
The control method according to claim 2, wherein the signal is one of a button switch, AVN (Audio & Video Navigation System), and a voice command.
The control method according to claim 1, wherein the power consumption of the auxiliary electric load is detected through monitoring of the auxiliary electric load.
The control method according to claim 4, wherein the auxiliary electric load includes an air conditioner and an LDC (Low Voltage DC/DC Converter).
The method of claim 5, wherein the auxiliary electric field load consumption power correction according to the operation of the air conditioner and the LDC applies an auxiliary electric field load factor, and the auxiliary electric field load factor is compared to the LDC power consumption of the LDC. A control method characterized by giving weight to the power consumption of the air conditioner.
The control method according to claim 1, wherein the correction of the power consumption of the auxiliary electric load is adjusted to the linear lowering characteristic of the battery SOC, and the linear lowering characteristic reflects the operation of the air conditioner.
The control method according to claim 7, wherein the linear descending characteristic is derived through optimization of dynamic programming techniques.
delete The control method according to claim 1, wherein in the low pass filter technique, a filter gain is provided by low pass filtering a raw value of the power consumption of the auxiliary electric load.
delete The control method according to claim 1, wherein linearity with respect to power consumption of the auxiliary electric load is used to lower the set value.
The control method according to claim 12, wherein the linearity reflects the size of the power consumption of the auxiliary electric load.
The method of claim 13, wherein the linearity is in the section between CD mode (Charge Depleting Mode), which runs using only the drive motor, and CS mode (Charge Sustaining Mode), which runs by mixing the engine with the drive motor. A control method characterized in that it is applied.
The method of claim 14, wherein the engine starting reference power of the linearity is maintained lower than the engine starting reference power of the CD mode (Charge Depleting Mode) and higher than the engine starting reference power of the CS mode (Charge Sustaining Mode). Characterized control method.
The control method according to claim 14, wherein the linearity applies the engine starting reference power as a starting point when the air conditioning load is not used.
The method according to claim 1, when the controller does not recognize the auto mode, the controller switches to CD mode control for driving using only the drive motor or CS mode control for driving in combination with the engine and the drive motor, and the CD mode A control method characterized in that the set value of the engine starting reference power is maintained in each of the control and CS mode control.
The control method according to claim 1, wherein the controller includes an engine starting reference power map onto which the engine starting reference power is mapped.
The control method according to claim 18, wherein the engine starting reference power map divides the engine starting reference power into a set engine starting reference power and a calculated engine starting reference power.
The control method according to claim 19, wherein the set engine start reference power reflects the set value, and the calculated engine start reference power reflects the set value lowered.
The control method according to claim 1, wherein the controller is linked to an input device to recognize the Auto Mode, and the input device includes a button switch, a voice command, and an AVN.
In an eco-friendly vehicle in which fuel efficiency is improved by vehicle load classification using the control method according to any one of claims 1 to 8, 10, and 12 to 21,
The power consumption of the auxiliary electric load detected in Auto Mode is corrected, and the linearity of the auxiliary electric load power consumption is used to lower the set value of the engine starting reference power, thereby reducing the Auto Mode. A controller that increases engine utilization compared to the engine starting reference power;
An eco-friendly vehicle characterized by including.
The eco-friendly vehicle according to claim 22, wherein the controller is provided with an engine starting reference power map that controls a set engine starting reference power and a calculated engine starting reference power.
The eco-friendly vehicle according to claim 23, wherein in the engine starting reference power map, a table or a starting-consumption power map diagram is constructed based on the set engine starting reference power and the calculated engine starting reference power.
The eco-friendly vehicle according to claim 23, wherein the controller maintains a reference value for the set engine starting reference power in CD(EV)/CS(HEV) mode control.

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