KR102602223B1 - Eco-friendly vehicle and method of controlling direction change for the same - Google Patents

Abstract

The present invention relates to an eco-friendly vehicle and a direction change control method for the same, and more specifically, to an eco-friendly vehicle equipped with a transmission omitting the reverse (R) stage, which can prevent a delay in switching between drive and reverse gear due to the battery condition. It is about eco-friendly cars and their control methods. The driving direction change control method of an eco-friendly vehicle having a transmission with a deleted reverse range according to an embodiment of the present invention includes, when the shift range is changed from drive range to reverse range, or from the reverse range to the drive range, Determining whether a delay in changing the driving direction occurs in the process of changing the rotation direction of the electric motor; And when the delay occurs, it may include lowering the state of charge (SOC) of the battery driving the electric motor.

Description

Eco-friendly vehicle and direction change control method for the same {ECO-FRIENDLY VEHICLE AND METHOD OF CONTROLLING DIRECTION CHANGE FOR THE SAME}

The present invention relates to an eco-friendly vehicle and a direction change control method for the same, and more specifically, to an eco-friendly vehicle equipped with a transmission omitting the reverse (R) stage, which can prevent a delay in switching between drive and reverse gear due to the battery condition. It is about eco-friendly cars and their control methods.

Recently, as interest in the environment has increased, the development of eco-friendly cars has been actively taking place. Representative examples of eco-friendly vehicles include electric vehicles (EV) and hybrid vehicles (HEV: Hybrid Electric Vehicle).

A hybrid 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. These hybrid vehicles are being developed recently because they not only have superior fuel efficiency and power performance compared to vehicles equipped with only internal combustion engines, but are also advantageous in reducing exhaust gases.

These hybrid vehicles can operate in two driving modes depending on which power train is driven. One of them is the electric vehicle (EV) mode, which runs only with an electric motor, and the other is the hybrid electric vehicle (HEV) mode, which obtains power by running the electric motor and engine together. Hybrid cars switch between two modes depending on driving conditions. Switching between these driving modes is generally performed for the purpose of maximizing fuel efficiency or driving efficiency, depending on the efficiency characteristics of the powertrain.

Figure 1 shows an example of the power train structure of a typical hybrid vehicle.

Figure 1 shows the power train structure of a hybrid vehicle using a parallel type (Parallel Type or TMED: Transmission Mounted Electric Drive) method.

Referring to Figure 1, an electric motor (or drive motor, 140) and an engine clutch (EC: Engine Clutch, 130) are disposed between an internal combustion engine (ICE) 110 and a transmission 150.

In such vehicles, generally, when the driver steps on the accelerator after starting, the motor 140 is first driven using power from the battery with the engine clutch 130 open, and the power of the motor is transmitted to the transmission 150 and the final reduction gear. The wheels move through (FD: Final Drive, 160) (i.e. EV mode). As the vehicle gradually accelerates and a larger driving force is required, the auxiliary motor (or starter power generation motor, 120) may operate to drive the engine 110.

Accordingly, when the rotation speeds of the engine 110 and the motor 140 become the same, the engine clutch 130 is engaged and the engine 110 and the motor 140 together or the engine 110 drives the vehicle (i.e. , transition from EV mode to HEV mode). When a preset engine-off condition such as vehicle deceleration is satisfied, the engine clutch 130 is opened and the engine 110 is stopped (i.e., transition from HEV mode to EV mode). Additionally, in hybrid vehicles, the driving force of the wheels can be converted into electrical energy during braking to charge the battery, and this is called braking energy regeneration, or regenerative braking.

The starter power generation motor 120 functions as a starter motor when the engine is started, and operates as a generator when the engine's rotational energy is recovered after the engine is started or when the engine is turned off, so it is called a "hybrid start generator (HSG: Hybrid Start)" Generator”, and in some cases, “auxiliary motor”.

However, unlike the engine 110, the motor 140 can change the direction of rotation, so when reverse is required, the drive shaft can be rotated in reverse even without a reverse (R) stage in the transmission 150. This will be explained with reference to FIG. 2 .

Figure 2 is a diagram to explain how a hybrid vehicle moves backwards when a transmission with a reverse gear removed is applied. In Figure 2, it is assumed that the hybrid vehicle is moving backwards with the engine clutch open.

First, referring to (a) of FIG. 2, when the R stage is implemented in the transmission 150, when the motor 140 rotates in the forward direction (i.e., in the same direction as the rotation direction of the engine), the transmission 150 moves to R. By changing the direction of rotation to the reverse direction, the output end of the transmission (R) rotates in the reverse direction.

On the other hand, when the R stage is omitted in the transmission 150' as shown in (b) of FIG. 2, when the motor 140 rotates in the reverse direction, both the input end and the output end of the transmission 150' rotate in the reverse direction. .

Therefore, reverse is possible in a parallel hybrid vehicle even if the R gear is removed from the transmission.

However, there is no problem when reversing from a stop, but if the direction of travel changes while the vehicle is moving, the direction change may be delayed depending on the state of charge (SOC) of the high-voltage battery driving the motor 140. You can. This is explained with reference to FIGS. 3A and 3B.

Figure 3a shows the problem when the shift range is changed from reverse to drive in a hybrid vehicle using a transmission without a reverse range, and Figure 3b shows the problem when the shift range is changed from drive to reverse in a hybrid vehicle using a transmission without a reverse range. This is a drawing to explain each problem when changed to . In Figures 3A and 3B, the upper graph indicates the vehicle's moving state, the stop graph indicates the rotation speed and direction of the motor, and the lower graph indicates the limit torque of the motor for each situation. In the following description, “R-range” may mean that although R-range is not implemented in the actual transmission, the rotation direction of the motor is driven opposite to the rotation direction of the engine as the driver operates the shift lever in the hope of going backwards. .

First, referring to FIG. 3A, a case where the vehicle changes to D gear while moving backwards in R gear is shown. In this case, the direction of rotation of the electric motor must be changed because the R stage has been removed from the transmission. Here, before the rotation direction of the electric motor changes after changing to D stage, the direction of rotation and torque are opposite, so the electric motor generates power. At this time, when the SOC of the high-voltage battery is high (e.g., 98% or more), the power generation torque is limited to prevent overcharging of the battery, so sufficient power generation torque cannot be applied, and direction change is delayed accordingly. For example, when changing from the R stage to the D stage as shown in Figure 3a, when there is no limitation on the power generation torque, a power generation torque of 150 Nm may be applied, but when there is a limitation on the power generation torque, the power generation torque may be limited to 10 Nm.

In the case of FIG. 3B, the same problem as in FIG. 3A occurs except that the direction of rotation and torque are opposite to that of FIG. 3A.

In summary, even if the R stage is deleted from the transmission of a hybrid vehicle, there is no problem with the implementation of reverse, but if the SOC of the battery is high, the direction of movement of the vehicle may change from forward to reverse or from reverse to forward regardless of steering. In this case, there is a problem that a time delay occurs when changing direction.

The present invention is intended to provide a method for reducing time delay when changing direction in an eco-friendly vehicle equipped with a transmission without a reverse gear, and an eco-friendly vehicle that performs the method.

In particular, the present invention is intended to provide a method of quickly changing the direction of travel when the power generation torque of an electric motor is limited due to the state of charge of the battery driving the electric motor, and an eco-friendly vehicle that performs the same.

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 technical problem described above, a method of controlling a change in driving direction of an eco-friendly vehicle having a transmission with a deleted reverse range according to an embodiment of the present invention is provided to change the driving direction from the drive range to the reverse range, or from the reverse range to the above range. When the shift range is changed to the drive range, determining whether a delay in changing the driving direction occurs in the process of changing the rotation direction of the electric motor; And when the delay occurs, it may include lowering the state of charge (SOC) of the battery driving the electric motor.

Additionally, in an eco-friendly vehicle equipped with a transmission without a reverse gear according to an embodiment of the present invention, there is provided an electric motor; a battery driving the electric motor; and when the shift range is changed from the drive range to the reverse range, or from the reverse range to the drive range, determine whether a delay in changing the travel direction occurs in the process of changing the rotation direction of the electric motor, and determine whether the delay occurs. In this case, it may include a controller that controls the state of charge (SOC) of the battery to decrease.

In the eco-friendly vehicle according to at least one embodiment of the present invention configured as described above, time delay can be reduced when changing direction even if a transmission with no reverse gear is used.

In particular, the present invention enables a rapid change of direction by inducing discharge of the battery through prediction and diagnosis of this situation when the power generation torque of the electric motor is limited due to the state of charge of the battery driving the electric motor.

The effects that can be obtained from 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.
Figure 2 is a diagram to explain how a hybrid vehicle moves backwards when a transmission with a reverse gear removed is applied.
Figure 3(a) shows the problem when the shift range is changed from reverse range to drive range in a hybrid vehicle using a transmission without a reverse range, and Figure 3(b) shows the problem when the shift range is changed from reverse range to a drive range in a hybrid vehicle using a transmission without a reverse range. This diagram is intended to explain each problem when changing from drive gear to reverse gear.
Figure 4 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.
Figure 5 shows an example of a process for predicting whether a direction change will occur in a hybrid controller according to an embodiment of the present invention.
Figure 6 shows an example of a process for diagnosing whether a direction change delay occurs in a hybrid controller according to an embodiment of the present invention.
Figure 7 shows an example of how direction change delay shortening control is performed in a hybrid controller according to an embodiment of the present invention.
Figure 8 shows an example of a form in which direction change short-cut control is performed when changing from reverse gear to drive gear in a hybrid vehicle according to an embodiment of the present invention.
Figure 9 shows an example of a form in which direction change short-cut control is performed when changing from drive range to reverse range in a hybrid vehicle according to an embodiment of the present invention.
Figure 10 shows an example of the electric system configuration of a hybrid vehicle.

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

Throughout the specification, when a part is said to “include” a certain element, this means that it may further include other elements rather than excluding other elements, unless specifically stated to the contrary. Additionally, parts indicated with the same reference numbers throughout the specification refer to the same components.

Before explaining the method of changing the direction of travel according to the embodiments of the present invention, the interrelationship between controllers of a hybrid vehicle that can be applied to the embodiments will be described with reference to FIG. 4.

Figure 4 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. 4, in a hybrid vehicle to which embodiments of the present invention can be applied, the internal combustion engine 110 is controlled by the engine controller 210, and the starting power generation motor 120 and the electric motor 140 are controlled by a motor controller (MCU). : Torque can be controlled by the Motor Control Unit 220, and the engine clutch 130 can be controlled by the clutch controller 230, respectively. Here, the engine controller 210 is also called an engine control system (EMS: Engine Management System). Additionally, the transmission 150' is controlled by the transmission controller 250. In some cases, a controller for the starting power generation motor 120 and a controller for each of the electric motors 140 may be provided separately.

Each controller is connected to a hybrid controller (HCU: Hybrid Controller Unit, 240) that controls the entire mode switching process as its upper controller, and controls the driving mode change and engine clutch control when shifting gears according to the control of the hybrid controller (240). Information and/or information necessary for engine stop control may be provided to the 240 or an operation may be performed according to a control signal.

More specifically, the hybrid controller 240 determines whether to perform mode switching according to the driving state of the vehicle. For example, the hybrid controller determines the time to open the engine clutch 130 and performs hydraulic pressure (in the case of wet EC) or torque capacity control (in the case of dry EC) when the engine clutch 130 is released. Additionally, the hybrid controller 240 can determine the status of EC (lock-up, slip, open, etc.) and control the timing of stopping fuel injection of the engine 110. In addition, the hybrid controller can control engine rotation energy recovery by transmitting a torque command for controlling the torque of the starting power generation motor 120 to the motor controller 220 for engine stop control. In addition, the hybrid controller 240 is capable of controlling lower-level controllers for determining and switching mode switching conditions when controlling driving mode switching.

The role of the hybrid controller 240 for changing driving direction according to embodiments of the present invention will be described in more detail later.

Of course, it is obvious to those skilled in the art that the above-described connection relationship between controllers and the functions/division of each controller are illustrative and are not limited to the names. For example, the hybrid controller 240 may be implemented so that the corresponding function is provided by replacing it with one of the other controllers, or the corresponding function may be distributed and provided by two or more of the other controllers.

According to an embodiment of the present invention, in order to prevent a situation in which the power generation torque of an electric motor is restricted due to the state of charge of the battery driving the electric motor in a hybrid vehicle equipped with a transmission in which the reverse gear is omitted, in a direction change delay situation, We propose to enable a rapid change in direction by inducing battery discharge through prediction and diagnosis.

To this end, the hybrid controller according to this embodiment can perform i) prediction, ii) diagnosis, and iii) direction change shortening control of direction change delay. Hereinafter, each control process will be described in detail with reference to FIGS. 5 to 7.

First, the prediction process will be described with reference to FIG. 5. Figure 5 shows an example of a process for predicting whether a direction change will occur in a hybrid controller according to an embodiment of the present invention.

Referring to FIG. 5, the direction change prediction process can be broadly divided into a case where the current shift gear is D gear and a case where the current gear shift gear is R gear.

In case of D stage, if the current vehicle speed is less than the maximum creep driving speed of D stage (Creep Driving Max Speed) and the maximum charging torque of the motor (Motor Charge Max Tq) is smaller than the maximum creep torque (Creep Max Tq) of D stage R However, a situation in which direction change is possible can be predicted (i.e. direction change prediction on). This prediction is a situation in which a change of direction is possible because the driver's willingness to accelerate is low, and when changing from D to R, the motor cannot produce output corresponding to the creep torque, so the rotation direction of the motor is changed (i.e., the driving direction is changed). This is based on the fact that delays may occur.

Conversely, if the current shift gear is R, the current vehicle speed is lower than the maximum creep driving speed (Creep Driving Max Speed) of the R gear, and the maximum charging torque of the motor (Motor Charge Max) is lower than the maximum creep torque (Creep Max Tq) of the R gear. If Tq) is small, it can be predicted that a direction change to stage D is possible (i.e., direction change prediction on). This prediction is a situation where a change of direction is possible because the driver's willingness to accelerate is low, and when changing from R to D, the motor cannot produce output corresponding to the creep torque, so the motor's rotation direction is changed (i.e., the driving direction is changed). This is based on the fact that delays may occur.

Next, the diagnosis process will be described with reference to FIG. 6. Figure 6 shows an example of a process for diagnosing whether a direction change delay occurs in a hybrid controller according to an embodiment of the present invention.

Referring to FIG. 6, the direction change delay diagnosis process is largely based on i) gear shift and vehicle speed conditions and ii) motor torque and acceleration.

First, if the current shift gear is R, the current vehicle speed is greater than 0, or if the current shift gear is D, the current vehicle speed is less than 0 (i.e., a transitional state of direction change when the shift gear and driving direction are mismatched), The direction change delay diagnosis conditions for shift gear and vehicle speed are satisfied.

Next, when the output torque (Motor Output Tq) is less than the motor demand torque (Motor Demand Tq) and the vehicle's acceleration is also less than the acceleration expected from the demand torque (Am/s^2) and the driver steps on the accelerator pedal. (APS On) means that the vehicle is not satisfying the driver's intention to accelerate, and the direction change delay diagnosis conditions for the motor's torque and acceleration are satisfied. Here, the expected acceleration (Am/s^2) from the required torque can be obtained as “motor required torque / (transmission gear ratio * wheel radius * vehicle mass)”.

Ultimately, if the “AND” of i) the shift stage and vehicle speed conditions and ii) the torque and acceleration conditions of the motor are satisfied, the hybrid controller can determine that a direction change delay is currently occurring.

Next, the process of shortening the direction change delay according to the above-described prediction and diagnosis will be described with reference to FIG. 7. Figure 7 shows an example of how direction change delay shortening control is performed in a hybrid controller according to an embodiment of the present invention.

Referring to FIG. 7 , for direction change delay shortening control, the results of the direction change prediction described above with reference to FIG. 5 and the direction change delay diagnosis described above with reference to FIG. 6 are referred to.

Specifically, when a change of direction is predicted to occur first (yes in S710), the hybrid controller 240 instructs the clutch controller 230 to control the engine clutch 130 in an open state so that the engine does not interfere with the change of direction. And, the engine controller 210 may be instructed to control the engine 110 to a fuel cut (fuel injection stopped) state (S720).

In addition, if it is diagnosed that a direction change delay occurs (yes in S730), the engine clutch 130 is open and fuel injection to the engine is stopped, the hybrid controller sets the HSG 120 to the motor controller 220. It can be instructed to operate at a preset RPM and torque (S740). Here, the preset RPM may be an RPM corresponding to the engine's IDLE RPM (e.g., 700 to 1000RPM), and the preset torque may be a torque corresponding to the internal friction force that occurs when the engine is idling (i.e., the engine's idle torque is HSG's). It may be a rotating load), but is not necessarily limited to this. This control is intended to induce SOC consumption of the high-voltage battery without affecting the drive shaft by operating the HSG (120) while the engine clutch (130) is open. Through this, when the SOC of the high-voltage battery is consumed, the power generation torque limit of the electric motor is not limited, making it possible to change direction quickly.

Additionally, when the current shift gear is D gear (i.e., when switching from R gear to D gear), the engine clutch can be controlled to a slip state (S750). This is to help change direction by transmitting the power of the HSG 120 to the drive shaft through the engine clutch since the rotation direction of the engine 110 and the rotation direction of the motor 140 are the same when the current gear shift is D.

In summary, the main cause of the driving direction change delay problem is that when the driving direction changes from R to D or from D to R, the charging torque of the motor is limited when the SOC of the battery is high in the regeneration section. am. Therefore, in this regenerative section, the direction change delay can be alleviated by consuming SOC through HSG startup to relieve the motor charging torque limit.

Hereinafter, a specific form in which the above-described control is performed will be described with reference to FIGS. 8 and 9.

Figure 8 shows an example of a form in which direction change short-cut control is performed when changing from reverse gear to drive gear in a hybrid vehicle according to an embodiment of the present invention.

In Figure 8, the diagrams on the left show the vehicle's behavior in chronological order from top to bottom. In addition, on the right, the upper graph sequentially shows the motor's rotation speed and direction, the stop graph shows the limit torque for each situation of the motor, and the lower graph shows the engine clutch status and HSG power consumption. In the three graphs on the right, the horizontal axis represents time, and the same point on the horizontal axis represents the same point in time.

Referring to FIG. 8, when the vehicle changes to D while reversing in R gear, the rotation direction of the electric motor must change because R gear has been deleted from the transmission. Here, before the rotation direction of the electric motor changes after changing to the D stage, the direction of rotation and torque are opposite, so power generation is performed in the electric motor (i.e., a regenerative section occurs). At this time, when the SOC of the high-voltage battery is high (e.g., 98% or more), in order to prevent overcharging of the battery and limiting the power generation torque, driving the HSG with the engine clutch open increases the SOC of the battery. Since is reduced, the constraints on power generation torque are alleviated. Therefore, the direction change time can be shortened.

For example, the discharge power of HSG can be calculated as follows.

Assuming that the engine friction torque (Engine Friction Tq) is 7Nm and the torque transmitted to the drive shaft through engine clutch slip is 7Nm, the total output torque of the HSG is 14Nm. In addition, the rotation speed of the HSG is calculated by multiplying the engine's idle RPM by the pulley ratio. Assuming that the engine's idle RPM is 1300 and the pulley ratio is 2.5, it becomes 3250 RPM. The discharge power of HSG is the product of torque and RPM, which is 45.5Kw. The values assumed here are illustrative and are not necessarily limited thereto, and it is obvious to those skilled in the art that they can be set differently depending on the capacities of SOC and HSG, motor charging torque limit value, etc.

In particular, when shifting from R to D, the engine clutch is controlled to a slip state as described above and even the power of the HSG is transmitted to the drive shaft, thereby further shortening the direction change time.

Figure 9 shows an example of a form in which direction change short-cut control is performed when changing from drive range to reverse range in a hybrid vehicle according to an embodiment of the present invention.

In the case of FIG. 9, the basic principle is the same as FIG. 8 except that the direction is reversed by changing from the D end to the R end. Therefore, for the sake of simplicity of the specification, redundant descriptions will be omitted and the differences will be mainly explained.

In FIG. 9, unlike FIG. 8, when changing the R stage, the rotation direction of the motor is opposite to that of the engine, so the engine clutch cannot be slip controlled. Therefore, when changing the driving direction, the torque of the HSG cannot be transmitted through the engine clutch.

Therefore, when the same assumption as in the case of FIG. 8 is applied, the output power of the HSG is half that in the case of FIG. 8 ((14-7)*3250 = 22.75Kw) because the torque transmitted through the engine clutch slip is missing.

Meanwhile, according to another embodiment of the present invention, a reduction in SOC of the high voltage battery can be induced even through loads other than HSG. This will be explained with reference to FIG. 10.

Figure 10 shows an example of the electric system configuration of a hybrid vehicle.

Referring to Figure 10, the electric system of a hybrid vehicle includes a high-voltage battery, a low DC-DC converter (LDC) that converts the high-voltage battery to 12V, a 12V auxiliary battery connected in parallel to the 12V line, and various controllers and auxiliary electronics. May include an auxiliary. Auxiliary electrical loads may include headlamps, rear lamps, turn signals, air conditioners, heaters, engine cooling fans, brake hydraulic motors, etc., but are not necessarily limited thereto.

Under this configuration, a method of inducing the operation of the LDC may be considered to consume the SOC of the high-voltage battery. In other words, if the power usage of various electrical loads connected in parallel to the 12V line is increased, the LDC can be driven, leading to SOC consumption of the high-voltage battery.

Specifically, at the time of operation of the HSG described above with reference to FIGS. 5 to 9, instead of operating the HSG, or arbitrarily with the operation of the HSG, the amount of air conditioner, heater, and engine cooling fan usage is increased, or the brake hydraulic motor is driven in advance. can do. This can prevent a situation where the motor charging torque required when changing the vehicle's driving direction is limited.

Since this method does not require the operation of HSG, it can also be applied to electric vehicles (EVs) that are not equipped with HSG.

The above-described present invention can be implemented as computer-readable code on a program-recorded medium. Computer-readable media includes all types of recording devices that store data that can be read by a computer system. Examples of computer-readable media include HDD (Hard Disk Drive), SSD (Solid State Disk), SDD (Silicon Disk Drive), 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 restrictive 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)

In the driving direction change control method of an eco-friendly vehicle equipped with a transmission with a reverse gear removed,
When the shift range is changed from the drive range to the reverse range, or from the reverse range to the drive range, determining whether a delay in changing the driving direction occurs in the process of changing the rotation direction of the electric motor; and
When the delay occurs, lowering the state of charge (SOC) of the battery driving the electric motor,
The step of lowering the state of charge of the battery driving the electric motor includes,
Including driving a starting power generation motor connected to the engine,
The step of driving the starting power generation motor is,
When the shift range is changed from the drive range to the reverse range, it is performed with the engine clutch disposed between the engine and the electric motor open,
When the shift range is changed from the reverse range to the drive range, the driving direction change control method for an eco-friendly vehicle is performed with the engine clutch in a slip state. According to claim 1,
The above judgment step is,
A driving direction change control method for an eco-friendly car that is performed based on whether the current vehicle speed matches the direction of the current gear shift and whether the electric motor torque and acceleration conditions are satisfied when the accelerator pedal is operated. According to clause 2,
The above judgment step is,
The current vehicle speed and the direction of the current shift gear are inconsistent,
In the accelerator pedal operation situation,
A method for controlling a change in driving direction of an eco-friendly vehicle, wherein the delay is determined to occur when the output torque of the electric motor is less than the required torque and the vehicle acceleration is less than the acceleration expected from the required torque. According to claim 1,
Before the gear shift is changed,
A method for controlling a change in driving direction of an eco-friendly vehicle, further comprising predicting whether the change in driving direction will occur based on vehicle speed conditions and electric motor torque conditions. According to clause 4,
The vehicle speed condition includes the maximum creep driving speed under the current gear shift and the relative magnitude of the current vehicle speed,
The electric motor torque condition includes the relative magnitude of maximum creep torque and maximum motor charge torque under the current gear shift. According to clause 4,
As a result of the prediction, if the occurrence of the driving direction change is predicted,
Controlling an engine clutch disposed between an engine and the electric motor to an open state; and
A method of controlling a change in driving direction of an eco-friendly vehicle, further comprising controlling the engine to cut off fuel injection. delete delete delete A computer-readable recording medium recording a program for executing the method for controlling driving direction change of an eco-friendly vehicle according to any one of claims 1 to 6. In an eco-friendly car equipped with a transmission without a reverse gear,
electric motor;
a battery driving the electric motor; and
When the shift range is changed from the drive range to the reverse range, or from the reverse range to the drive range, it is determined whether a delay in changing the driving direction occurs in the process of changing the rotation direction of the electric motor, and whether the delay occurs In this case, it includes a controller that controls the state of charge (SOC) of the battery to decrease,
The controller is,
Lowering the state of charge of the battery by driving a starting power generation motor connected to the engine,
When the shift range is changed from the drive range to the reverse range, when the starter power generation motor is driven, the engine clutch disposed between the engine and the electric motor is controlled to be in an open state,
When the shift range is changed from the reverse range to the drive range, the engine clutch is controlled to be in a slip state when the starter power generation motor is driven. According to claim 11,
The controller is,
An eco-friendly vehicle that determines the delay based on whether the current vehicle speed matches the direction of the current gear shift and whether the electric motor torque and acceleration conditions are satisfied in the accelerator pedal operation situation. According to claim 12,
The controller is,
The current vehicle speed and the direction of the current shift gear are inconsistent,
In the accelerator pedal operation situation,
An eco-friendly vehicle, wherein the delay is determined to occur when the output torque of the electric motor is less than the required torque and the vehicle acceleration is less than the acceleration expected from the required torque. According to claim 11,
The controller is,
Before the gear shift is changed,
An eco-friendly vehicle that predicts whether the driving direction change will occur based on vehicle speed conditions and electric motor torque conditions. According to claim 14,
The vehicle speed condition includes the maximum creep driving speed under the current gear shift and the relative magnitude of the current vehicle speed,
The electric motor torque condition includes the relative magnitude of maximum creep torque and maximum motor charge torque under the current gear shift. According to claim 14,
The controller is,
As a result of the prediction, if the occurrence of the driving direction change is predicted,
An eco-friendly vehicle in which the engine clutch disposed between the engine and the electric motor is controlled to be in an open state, and the engine is controlled to be in a fuel injection blocked state. delete delete delete

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