KR102648823B1 - Method and apparatus for starting an engine of a hybrid Electric Vehicle - Google Patents

Abstract

The method of starting an engine of a hybrid vehicle of the present invention includes the steps of determining whether an engine operation is requested; When engine operation is requested, determining whether engine start-up is complete; If the engine start is not completed, determining whether the engine start system is normal; performing starting control of the vehicle based on whether the engine starting system is normal; And it may include performing engine/HSG/drive motor power distribution control according to starting control of the vehicle.

Description

{Method and apparatus for starting an engine of a hybrid Electric Vehicle}

The present invention relates to a method and device for starting an engine of a hybrid vehicle.

A hybrid vehicle (HEV: Hybrid Electric Vehicle) 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.

1 to 2 are diagrams showing a typical HEV system.

The parallel HEV system shown in FIG. 1 is known as the Rear-axle Mounted Electric Device (RMED) system. In the RMED system, the front wheels are driven by the power of the engine and the rear wheels are driven by the power of the motor. To this end, an HSG, engine, and transmission may be mounted on the front wheel drive shaft, and a motor and motor clutch may be mounted on the rear wheel drive shaft.

A hybrid vehicle including such a parallel HEV system can be driven in multiple driving modes. The drive mode may consist of engine-only drive, HEV drive, and EV (Electric Vehicle) drive. At this time, the HEV drive mode includes a through the road (TTR) mode, and the TTR mode may be a drive mode in which power generated by the engine is transmitted to the motor shaft through the wheels and the road surface.

In this drive mode, four-wheel drive (e4WD) may be possible because each drive shaft has a power source.

In a hybrid vehicle with a four-wheel drive system, independent driving means are applied to the front and rear wheels. The engine can be used as the driving means for the front wheels, and the drive motor can be applied as the driving means for the rear wheels, and each driving means can be applied according to the conditions of the driving environment. Depending on the condition, they can be driven independently or together.

Meanwhile, the parallel HEV system shown in FIG. 2 is known to be a Transmission Mounted Electric Device (TMED) system in which the drive motor is placed on the transmission side. In a TMED-type hybrid vehicle, an engine clutch is interposed between the engine and the drive motor, which is the driving source, and a transmission is placed on the output side of the drive motor. When the engine clutch is engaged, the combined power of the engine and drive motor is transmitted through the transmission. It is transmitted to the front wheels, which are the driving wheels. For this purpose, an HSG, engine, transmission, and motor can be mounted on the front wheel drive shaft.

When a transmission failure occurs in such a hybrid vehicle, the conventional RMED system enables partial power transmission using a motor, allowing the vehicle to run in limp-home mode as much as the battery SOC. However, the conventional TMED system does not provide power when the transmission system fails. There is a problem in that the vehicle stops because wheel transmission is not possible.

In addition, when an engine starting mechanism malfunction occurs in a hybrid vehicle, the conventional TMED system can start by transmitting the power of the motor directly to the engine through the engine clutch, but the conventional RMED system allows starting because the motor is located on a different axis from the engine. There is a problem in that starting is impossible by transmitting the power of the motor directly to the engine.

The present invention proposes a control method and device for starting the engine using a drive motor when a failure occurs in the RMED system of a hybrid vehicle.

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

A method of starting an engine of a hybrid vehicle to solve the above technical problems includes determining whether to request engine operation; When engine operation is requested, determining whether engine start-up is complete; If the engine start is not completed, determining whether the engine start system is normal; performing starting control of the vehicle based on whether the engine starting system is normal; And it may include performing engine/HSG/drive motor power distribution control according to starting control of the vehicle.

According to an embodiment, an engine starting device for a hybrid vehicle includes a control unit that indirectly starts the engine so that the engine starts using a motor of the vehicle, wherein the control unit determines whether an engine operation is requested, and when the engine operation is requested, the engine Determine whether starting is complete, and if the engine starting is not completed, determine whether the engine starting system is normal, perform starting control of the vehicle based on whether the engine starting system is normal, and perform starting control of the vehicle according to the starting control of the vehicle. Engine/HSG/drive motor power distribution control can be performed.

The method and device for starting an engine of a hybrid vehicle according to the present invention has the advantage of securing driving performance and performing engine start by using a drive motor when starting the engine.

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.

The drawings attached below are intended to aid understanding of the present invention and provide embodiments of the present invention along with a detailed description. However, the technical features of the present invention are not limited to specific drawings, and the features disclosed in each drawing may be combined to form a new embodiment.
Figures 1 and 2 are diagrams showing a typical parallel HEV system.
Figure 3 is a block diagram showing the RMED system of a hybrid vehicle according to an embodiment of the present invention.
Figure 4 is a diagram showing the flow of drive motor starting control according to an embodiment of the present invention.
Figure 5 is a flow chart showing a power source control method when the engine starting system fails in the REMD system according to the present invention.
Figure 6 is a flowchart showing a power source control method when the engine starting system and transmission system fail in the REMD system according to the present invention.

Hereinafter, devices and various methods to which embodiments of the present invention are applied will be described in more detail with reference to the drawings. The suffixes “module” and “part” for components used in the following description are given or used interchangeably only for the ease of preparing the specification, and do not have distinct meanings or roles in themselves.

In the description of the embodiment, in the case where each component is described as being formed at the "top (top) or bottom (bottom)", "front (front) or back (back)", "top (top) or bottom (bottom)" “(Bottom)” and “Before (front) or after (Back)” include both components formed by direct contact with each other or by placing one or more other components between the two components.

Additionally, when describing the components of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only used to distinguish the component from other components, and the nature, sequence, or order of the component is not limited by the term. When a component is described as being “connected,” “coupled,” or “connected” to another component, that component may be directly connected or connected to that other component, but there is another component between each component. It will be understood that elements may be “connected,” “combined,” or “connected.”

In addition, terms such as “include,” “comprise,” or “have” as used above mean that the corresponding component may be included, unless specifically stated to the contrary, and thus do not exclude other components. Rather, it should be interpreted as being able to include other components. All terms, including technical or scientific terms, unless otherwise defined, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Commonly used terms, such as terms defined in a dictionary, should be interpreted as consistent with the meaning in the context of the related technology, and should not be interpreted in an idealized or overly formal sense unless explicitly defined in the present invention.

Before explaining the engine starting method of a hybrid vehicle according to an embodiment of the present invention, the structure and control system of a hybrid vehicle applicable to the embodiments will be described.

Figure 3 is a block diagram showing the RMED system of a hybrid vehicle according to an embodiment of the present invention.

Referring to FIG. 3, the hybrid vehicle may include an engine 10, a starter motor 20, a transmission 30, a drive motor 40, a battery 50, a reducer 60, and a control unit 70. .

The engine 10 can generate power by burning fuel. The engine 10 may be connected to the transmission 30 through the engine clutch 80.

The starter motor 20 performs the role of a starter motor when the engine 10 is started, and operates as a generator when the rotational energy of the engine 10 is recovered after the engine is started or when the engine is off, so it is called a "hybrid starter generator." (HSG: Hybrid Starter Generator)", and in some cases, "Integrated Starter Generator (ISG: Integrated Starter and Generator)".

The transmission 30 is equipped with a plurality of friction elements that control the planetary gear devices, and by changing the combination of the friction elements, it is possible to naturally shift between a plurality of shift stages formed by the planetary gear devices. You can.

Depending on the embodiment, the transmission 30 may be a DCT (Dual Clutch Transmission), which does not have a torque converter and can directly transmit engine power to the drive shaft using two transmission clutches included in the transmission.

The drive motor 40 assists the power of the engine 10 and operates as a generator to generate electrical energy during braking. Electrical energy generated by the drive motor 40 may be stored in the battery 50. The drive motor 40 may have multiple motor characteristics depending on motor drive control. The acceleration performance and fuel efficiency of the vehicle can be calculated according to each characteristic of the drive motor 40.

The battery 50 is connected so that it can be charged and discharged, and the battery can be charged during power generation operation.

The reducer 60 reduces the power transmitted from the output shaft of the rear wheel drive motor 40 and transmits it to the differential mechanism. It reduces the power from the motor output shaft and increases torque before transmitting it to the wheel shaft, thereby increasing the final torque. It may be a device that achieves deceleration. The reducer 60 may be connected to the rear wheel through the drive motor clutch 90.

The control unit 70 includes a hybrid controller (HCU; hybrid control unit) that controls the overall operation of the vehicle, an engine controller that controls the operation of the engine 10, and a motor controller (MCU; motor) that controls the operation of the drive motor 40. control unit). It may include a battery control unit (BCU) that controls and manages the battery.

Here, the engine controller may be referred to as an Engine Management System (EMS). The battery controller may be called a battery management system (BMS).

Each controller is connected to a hybrid controller (HCU: Hybrid Controller Unit) that controls the overall mode switching process as its upper controller, and the hybrid controller provides battery SOC (State Of Charge) information and engine torque according to the battery SOC information. , it can provide information necessary for upward control of engine speed or perform operations according to control signals. 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.

In a hybrid vehicle in which the engine 10 and the drive motor 40 are mounted on different drive axles (front/rear wheels), the control unit 70 operates the drive motor when the starter motor 20 that starts the engine is malfunctioned. You can drive the vehicle using this and indirectly start the engine using it.

For this purpose, the control unit 70 can determine whether or not there is a request for engine operation.

When engine operation is requested, the control unit 70 can determine whether engine start-up is complete.

If the engine start is not completed, the control unit 70 can determine whether the engine start system is normal.

The control unit 70 can control the starting of the vehicle based on whether the engine starting system is normal.

The control unit 70 can perform engine normal start control when the engine start system is normal. Afterwards, when the engine start is completed and the transmission system is normal, the control unit 70 can perform power control of the engine/HSG/transmission system in normal mode. The normal mode is parallel mode (engine clutch 80 engaged, engine 10 driven, HSG 20 charged or discharged, drive motor 40 charged or discharged), series mode (engine clutch 80 released, engine ( 10) It may include driving, HSG (20) charging, driving motor (40) discharging), and engine stand-alone driving mode.

Meanwhile, the control unit 70 may perform drive motor starting control when the engine starting system is not normal. That is, the control unit 70 can perform engine start and drive motor torque compensation control using vehicle kinetic energy when the system fails.

To this end, the control unit 70 can perform indirect starting control using a motor when an engine start request is made and an engine start system failure occurs. Through this, the kinetic energy of the vehicle is transmitted to the engine through the engine clutch 80, and changes in the acceleration of the vehicle that occur at this time can be compensated for through the motor. This indirect starting control method transmits the power of the motor to the vehicle in a TTR manner and then uses the delivered power to start the engine, thereby ensuring minimum drivability and performing limp home mode engine start.

Accordingly, the control unit 70 can perform drive motor starting control.

The control unit 70 may control the engagement of the drive motor clutch 90. The control unit 70 may perform shift stage control in response to engagement of the drive motor clutch 90.

To control the shift stage, the controller 70 may calculate the additional usable torque of the drive motor 40. The motor additional available torque (T _{mot_avail} ) can be calculated by Equation 1 below.

[Equation 1]

The additional available torque of the motor (T _{mot_avail} ) may be the difference between the maximum torque of the motor (T _{mot_max} ) and the available torque of the motor (T _{mot_act} ).

The control unit 70 can calculate the wheel speed (W _wheel ) of the transmission axis. Wheel speed (W _wheel ) can be calculated using Equation 2 below.

[Equation 2]

The wheel speed (W _wheel ) may be the value of the vehicle's wheel (W _veh ) divided by the companion radius.

The control unit 70 may calculate the transmission target input speed (W _{tm _target} ) based on the motor additional available torque (T _{mot _avail} ) and the transmission-mounted axle wheel speed (W _wheel ). The transmission target input speed (W _{tm_target} ) can be calculated using Equation 3 below.

[Equation 3]

The target input speed for starting the engine can be adjusted based on the engine idle speed based on the additional motor torque used and the current transmission wheel speed.

The control unit 70 can calculate the possible transmission input speed for each gear stage. The possible transmission input speed for each gear stage can be calculated using Equation 4 below.

[Equation 4]

The control unit 70 may remove an impracticable transmission input speed from among the calculated transmission input speeds. Through this, the control unit 70 can exclude gears with input speeds that are too low or too high among the possible transmission input speeds.

The control unit 70 may select the input speed closest to the transmission target input speed among the removed transmission input speeds. The closest input speed can be calculated using Equation 5 below.

[Equation 5]

The control unit 70 can select a gear stage. Among the feasible transmission input speeds, the possible transmission input speed that is closest to the transmission target input speed can be selected.

The control unit 70 can engage the gear stage and drive stage based on the selected input speed.

The control unit 70 may perform slip control of the engine clutch 80 in response to shift stage control.

To control the shift stage, the controller 70 may calculate a transmission input torque capable of motor compensation. The motor compensable transmission input torque can be calculated using Equation 6 below.

[Equation 6]

The control unit 70 may calculate the target transmission torque of the engine clutch 80 based on the calculated motor compensable transmission input torque. The target transmission torque can be calculated using Equation 7 below.

[Equation 7]

For this purpose, the motor compensable transmission input torque, minimum starting torque and max, and maximum starting torque and min can be calculated.

The control unit 70 may calculate the target pressure or stroke of the engine clutch 80 based on the calculated target transmission torque of the engine clutch 80. The target pressure or stroke of the engine clutch 80 can be calculated using Equation 8 below.

[Equation 8]

The control unit 70 may perform drive motor torque compensation control in response to slip control of the engine clutch 80. Drive motor torque compensation control can be calculated using Equation 9 below.

[Equation 9]

The control unit 70 may calculate a torque command for the drive motor 40 by adding the torque for driving the vehicle and the compensation torque for starting.

The control unit 70 may determine whether the engine speed is higher than the crankable speed in response to the drive motor torque compensation control. The control unit 70 may perform engine speed synchronization control when the engine speed is higher than the crankable speed. The control unit 70 may perform engagement control of the engine clutch 80 in response to engine speed synchronization control. The control unit 70 may control the engine to be turned off in response to the engagement control of the engine clutch 80.

The control unit 70 can perform engine/HSG/drive motor power distribution control when the engine start-up is complete.

The control unit 70 can perform engine/HSG/drive motor power distribution control when the engine normal start is controlled.

The control unit 70 may perform engine/HSG/drive motor power distribution control after controlling the start of the drive motor.

Meanwhile, depending on the embodiment, when the engine starting system and shift system malfunction, the control unit 70 may determine whether the shift system is normal.

The control unit 70 can perform power distribution control of the engine/HSG/drive motor when the transmission system is normal.

Depending on the embodiment, the control unit 70 may perform series mode (engine driving/HSG charging) power control when engine start is completed and a transmission system failure occurs. Through this, the control unit 70 disengages the engine clutch 80 to cut off power transmission between the engine and the transmission, and the engine 10 can control the idle speed. Afterwards, HSG/drive motor power distribution control can be performed. Through this, HSG can charge the battery using the power of the engine.

Figure 4 is a diagram showing the flow of drive motor starting control according to an embodiment of the present invention.

Referring to FIG. 4, when the starting system of the hybrid vehicle fails due to at least one of HSG failure, belt failure, starter failure, etc., the hybrid vehicle performs engagement control of the drive motor clutch 90. (S410). When the motor of a hybrid vehicle is separated from the drive shaft, acceleration correction by the motor is prepared through engagement control of the drive motor clutch 90, and the drive motor clutch 90 is connected after synchronizing the drive motor to the wheel speed. It can be concluded.

After step S410, the control unit 70 may perform shift stage control (S420). Through this, the shift driver stage can be engaged, and the gear stage calculation and shifting can be performed to approximate the target speed at which the engine can be started.

After step S420, the control unit 70 may perform slip control of the engine clutch 80 (S430). The kinetic energy of the vehicle is transferred to the engine through the slip of the engine clutch 80, thereby increasing the engine speed.

After step S430, the control unit 70 may perform drive motor torque compensation control (S440). The driver's required torque is transmitted to the vehicle through drive motor torque compensation control, and additionally, in order to minimize the acceleration drop of the vehicle, compensation can be made by generating drive motor torque equal to the wheel generation of the transmission torque of the engine clutch 80.

After step S440, the control unit 70 may determine the cranking speed (S450). The control unit 70 may determine whether the engine speed has reached the cranking speed or higher by transmitting torque by slip of the engine clutch 80.

After step S450, if the engine speed is higher than the crankable speed (YES in S450), the control unit 70 can perform engine speed synchronization control (S460). Through this, when a starting system failure occurs, speed synchronization control can be performed using the torque generated by the engine itself.

After step S460, the control unit 70 may perform engagement control of the engine clutch 80 (S470). When the engine speed is synchronized with the transmission input speed, engagement control of the engine clutch 80 can be performed.

After step S470, the control unit 70 may prohibit the engine 10 from turning off (S480).

Figure 5 is a flow chart showing a power source control method when the engine starting system fails in the REMD system according to the present invention.

Referring to FIG. 5, the control unit 70 can determine whether to request engine operation (S510).

After step S510, when the control unit 70 determines whether to request engine operation (YES in S510), the control unit 70 can determine whether engine start-up is complete (S520).

After the step S520, if the control unit 70 does not determine whether the engine start is complete (YES in S520), power distribution control of the engine/starting motor/driving motor can be performed (S550).

Meanwhile, after step S520, if the control unit 70 cannot determine whether the engine start is complete (NO in S520), the control unit 70 may determine whether the engine start system is normal (S530).

After step S530, if the engine starting system is normal (YES in S530), the control unit 70 may perform engine normal starting control (S540). Afterwards, the control unit 70 may perform power distribution control of the engine/starting motor/driving motor (S550).

Meanwhile, after step S530, if the engine starting system is normal (NO in S530), the control unit 70 can perform drive motor starting control (S545). Afterwards, the control unit 70 may perform power distribution control of the engine/starting motor/driving motor (S550).

Meanwhile, after step S510, if the control unit 70 cannot determine whether to request engine operation (NO in S510), it may perform power distribution control of the starting motor/driving motor (S560).

Through the above-described method, when the engine starting system of the RMED system fails, the engine is started through control of the drive motor and power source, and the performance of the vehicle can be improved.

Figure 6 is a flowchart showing a power source control method when the engine starting system and transmission system fail in the REMD system according to the present invention.

Referring to FIG. 6, the control unit 70 can determine whether to request engine operation (S610).

After step S610, when the control unit 70 determines whether to request engine operation (YES in S610), the control unit 70 can determine whether engine start-up is complete (S620).

After the step S620, if the control unit 70 cannot determine whether the engine operation request is made (NO in S620), the control unit 70 may determine whether the engine starting system is normal (S630).

After step S630, if the engine starting system is normal (YES in S630), the control unit 70 can perform engine normal starting control (S640). Afterwards, the control unit 70 can determine whether the shifting system is normal (S650).

Meanwhile, after step S630, if the engine starting system is normal (NO in S630), the control unit 70 can perform drive motor starting control (S645). Afterwards, the control unit 70 can determine whether the shifting system is normal (S650).

Additionally, if it is not determined whether the engine start is complete after step S620 (YES in S620), it is possible to determine whether the shift system is normal (S650).

After step S650, if the transmission system is normal (NO in S650), power distribution control of the engine/starting motor/driving motor can be performed (S660).

Meanwhile, after step S650, if the shift system is not normal (NO in S650), the control unit 70 may perform release control of the engine clutch 80 (S670). After step S670, the control unit 70 may perform engine idle speed control (S680). After step S580, the control unit 70 may perform power distribution control of the starting motor/driving motor (S690).

Through the above-described method, when the engine starting system and transmission system in the RMED system fail, the engine is started through control of the drive motor 40 and the power source, and the performance of the vehicle can be improved.

The method according to the above-described embodiment can be produced as a program to be executed on a computer and stored in a computer-readable recording medium. Examples of computer-readable recording media include ROM, RAM, CD-ROM, and magnetic These include tapes, floppy disks, and optical data storage systems. The computer-readable recording medium is distributed in a computer system connected to a network, so that computer-readable code can be stored and executed in a distributed manner. And, functional programs, codes, and code segments for implementing the above-described method can be easily deduced by programmers in the technical field to which the embodiment belongs.

10: engine
20: Starting motor
30: gearbox
40: Drive motor
50: battery

Claims (19)

In the engine starting method of an RMED type hybrid vehicle including an engine and a drive motor that independently provide driving force to the front and rear wheels,
Determining whether to request engine operation;
When engine operation is requested, determining whether engine start-up is complete;
If the engine start is not completed, determining whether the engine start system is normal;
performing starting control of the vehicle based on whether the engine starting system is normal; and
A method of starting an engine of a hybrid vehicle, including the step of performing engine/HSG/drive motor power distribution control according to starting control of the vehicle. According to clause 1,
The step of performing starting control of the vehicle based on whether the engine starting system is normal is
If the engine starting system is normal, performing engine normal starting control; and
An engine starting method for a hybrid vehicle, comprising performing drive motor starting control when the engine starting system is not normal. According to clause 2,
The driving motor starting control method steps are
Performing control of engagement of the drive motor clutch;
performing shift stage control in response to engagement of the drive motor clutch;
performing slip control of the engine clutch in response to the shift stage control;
performing drive motor torque compensation control in response to slip control of the engine clutch;
determining whether the engine speed is greater than or equal to a crankable speed in response to the drive motor torque compensation control;
When the engine speed is higher than a crankable speed, performing engine speed synchronization control;
performing engagement control of the engine clutch in response to the engine speed synchronization control; and
Including controlling to prohibit engine off in response to the engagement control of the engine clutch.
How to start the engine of a hybrid vehicle. According to clause 3,
The shift stage control step is
calculating additional usable torque of the driving motor;
Calculating a transmission-mounted axle wheel speed;
calculating a transmission target input speed based on the additional motor torque and the transmission wheel speed;
Calculating possible transmission input speeds for each gear stage;
removing an unfeasible transmission input speed from the calculated transmission input speed;
selecting an input speed closest to the transmission target input speed among the removed transmission input speeds; and
Comprising the step of controlling to engage the gear stage and drive stage based on the selected input speed.
How to start the engine of a hybrid vehicle. According to clause 3,
The slip control step of the engine clutch is
calculating a motor compensable transmission input torque;
calculating an engine clutch target transmission torque based on the calculated motor compensable transmission input torque; and
Comprising the step of calculating an engine clutch target hydraulic pressure or stroke based on the calculated engine clutch target transmission torque.
How to start the engine of a hybrid vehicle. According to clause 3,
The drive motor torque compensation control is
Further comprising calculating a torque command of the drive motor by adding the torque for driving the vehicle and the compensation torque for starting.
How to start the engine of a hybrid vehicle. According to clause 1,
Further comprising the step of determining whether the shifting system is normal,
How to start the engine of a hybrid vehicle. According to clause 7,
A method of starting an engine of a hybrid vehicle further comprising performing power distribution control of the engine/HSG/drive motor when the transmission system is normal. According to clause 7,
If the shift system is not normal, performing engine clutch release control;
controlling engine idle speed; and
A method of starting an engine of a hybrid vehicle further comprising performing power distribution control of the HSG/drive motor. A computer-readable recording medium on which a program for implementing the engine starting method of a hybrid vehicle according to any one of claims 1 to 9 is recorded. In the engine starting device of an RMED type hybrid vehicle including an engine and a drive motor that independently provide driving force to the front and rear wheels,
It includes a control unit that indirectly controls starting the engine using the vehicle's motor,
The control unit
Determine whether to request engine operation,
When the engine operation is requested, determine whether the engine start is complete,
If the engine start is not completed, determine whether the engine start system is normal,
Perform starting control of the vehicle based on whether the engine starting system is normal,
Performing engine/HSG/drive motor power distribution control according to the vehicle's starting control
Engine starting device of a hybrid vehicle. According to clause 11,
The control unit
If the engine starting system is normal, engine normal starting control is performed,
An engine starting device for a hybrid vehicle that performs drive motor starting control when the engine starting system is not normal. According to clause 12,
The control unit
To control the drive motor starting,
Performs engagement control of the drive motor clutch,
Perform shift stage control in response to the drive motor clutch engagement,
Perform slip control of the engine clutch in response to the shift stage control,
Performing drive motor torque compensation control in response to slip control of the engine clutch,
In response to the drive motor torque compensation control, determine whether the engine speed is above the cranking speed,
If the engine speed is higher than the crankable speed, engine speed synchronization control is performed,
Perform engagement control of the engine clutch in response to the engine speed synchronization control,
Controlled to prohibit engine off in response to the engagement control of the engine clutch
Engine starting device of a hybrid vehicle. According to clause 13,
The shift stage control is
Calculate the additional usable torque of the drive motor,
Calculate the gearbox-mounted axle wheel speed,
Calculating a transmission target input speed based on the motor additional torque and the transmission wheel speed,
Calculate the possible transmission input speed for each gear stage,
Remove the unfeasible transmission input speed from the calculated transmission input speed,
Selecting the input speed closest to the transmission target input speed among the removed transmission input speeds,
Controls to engage the gear stage and drive stage based on the selected input speed.
Engine starting device of a hybrid vehicle. According to clause 13,
The slip control of the engine clutch is
Calculate the motor compensable transmission input torque,
Calculating an engine clutch target transmission torque based on the calculated motor compensable transmission input torque,
Calculating the engine clutch target hydraulic pressure or stroke based on the calculated engine clutch target transmission torque.
Engine starting device of a hybrid vehicle. According to clause 13,
The drive motor torque compensation control is
Calculate the torque command of the drive motor by adding the torque for driving the vehicle and the compensation torque for starting.
Engine starting device of a hybrid vehicle. According to clause 11,
The control unit
Determining whether the transmission system is normal
Engine starting device of a hybrid vehicle. According to clause 17,
The control unit
An engine starting device for a hybrid vehicle that performs power distribution control of the engine/HSG/drive motor when the shift system is normal. According to clause 17,
The control unit
If the shift system is not normal, engine clutch release control is performed,
Controls engine idle speed,
Performs power distribution control of HSG/drive motor
Engine starting device of a hybrid vehicle.