KR20050061126A - Creep torque control method of 4wd hybrid electric vehicle - Google Patents

Abstract

The present invention relates to a creep torque control method of a four-wheel drive hybrid electric vehicle capable of generating engine creep torque by releasing the idle stop function of the hybrid electric vehicle when necessary to maximize fuel efficiency of the hybrid electric vehicle. According to the vehicle speed, brake input value, accelerator pedal input value, and motor rotation direction of the drive hybrid electric vehicle, the creep torque minute current command value of the front and rear motors is varied.By default, creep torque is generated only by the front wheel motor. If the front wheel creep is insufficient, torque is generated from the rear wheel motor, and if it is determined that both front and rear wheels are insufficient, the engine stops by generating an idle stop.

Description

CREEP TORQUE CONTROL METHOD OF 4WD HYBRID ELECTRIC VEHICLE}

The present invention relates to a creep torque control method for a four-wheel drive hybrid electric vehicle.

In general, a creep torque command is applied to a 4WD HEV in a four-wheel drive hybrid electric vehicle (4WD HEV), and the torque current command value and the creep torque rpm are set as constants. Control creep torque in the same way.

In a four-wheel drive hybrid electric vehicle according to the related art, creep torque control using a G sensor is performed.

That is, the inclination is determined using the G sensor, and the amount of creep is controlled by calculating the creep torque.

When using the above method, even if the ramp is calculated by the G-sensor, the creep torque required to maintain the vehicle on the ramp depends on the condition of the road (friction coefficient), the occupants and the amount of cargo (the weight of the vehicle). Will be different.

In addition, since the idle stop function of the hybrid electric vehicle is a function capable of maximizing fuel efficiency of the hybrid electric vehicle in addition to the regenerative braking function, it is necessary to minimize the functional limitation of the idle stop.

An object of the present invention is to provide a creep torque control method for a four-wheel drive hybrid electric vehicle that can generate engine creep torque by releasing the idle stop function of the hybrid electric vehicle when necessary to maximize fuel efficiency of the hybrid electric vehicle. .

In order to achieve the above object, the present invention provides a creep torque control method for a four-wheel drive hybrid electric vehicle, the front wheel according to the vehicle speed, brake input value, accelerator pedal input value, motor rotation direction of the four-wheel drive hybrid electric vehicle. The creep torque minute current command values of the motor and the rear wheel motor are varied. Basically, the creep torque is generated only by the front wheel motor, but when the front wheel creep is insufficient, the rear wheel motor generates the torque. If it is determined that the idle stop (Idle Stop) is characterized in that to generate the engine creep torque.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. While many specific details, such as the following description and the annexed drawings, are shown to provide a more general understanding of the invention, these specific details are illustrated for the purpose of explanation of the invention and are not meant to limit the invention thereto. And a detailed description of known functions and configurations that may unnecessarily obscure the subject matter of the present invention will be omitted.

An embodiment of the present invention relates to a variable creep torque control algorithm of a four-wheel drive hybrid electric vehicle, wherein the control unit (ECU) according to the vehicle speed, the brake input value, the accelerator pedal input value, and the motor rotation direction is configured to creep the front wheel motor and the rear wheel motor. The torque-minute current command value is varied. Basically, creep torque is generated only by the front wheel motor, but when the front wheel creep is insufficient, torque is generated by the rear wheel motor. It is characterized by performing a control operation to generate the engine creep torque by releasing the idle stop.

1 is a flowchart illustrating a creep torque control method of a four-wheel drive hybrid electric vehicle according to an exemplary embodiment of the present invention.

Control variables according to an embodiment of the present invention are as follows.

[Front Wheel Motor]

FR_Creep_Default: Front wheel motor setting creep torque command value

FR_Creep_Max: Front wheel motor maximum creep torque command value

[Rear motor]

RR_Creep_Start: Initial creep torque command value when entering rear motor creep mode

RR_Creep_Max: Maximum creep torque command value for rear wheel motor

RR_Creep_Eng: Creep torque value for rear wheel motor entering idle stop condition of engine

[Flag]

D_Creep: Flag indicating the current creep in operation (flag, default flag)

FR_V_Creep: Flag indicating that the vehicle is operating with front wheel variable creep.

RR_V_Creep: Flag indicating that the vehicle is operating with rear wheel variable creep.

[Etc]

Creep_RPM_Max: Maximum value of creep torque

Rotate_Status: Current gear position and motor rotation status discrimination value

Forward rotation when shifting stage 1 or 2, or reverse rotation when R stage: Normal

Reverse rotation when the gear stage is 1 or 2 or forward rotation when the gear is R: abnormal

Referring to FIG. 1, the control unit ECU analyzes a signal input from a key switch to detect whether a key is on (S110).

When the key is in the above-mentioned step S110, the controller ECU detects the engine speed by analyzing a signal input from the engine speed detection sensor.

The detected engine speed and the creep torque maximum speed (Creep_RPM_Max) stored in the memory are read and compared (S112).

If the detected engine speed is less than or equal to the creep torque maximum speed Creep_RPM_Max, the controller ECU analyzes a signal input from the brake switch to detect a brake on state (S114).

If it is not in the break-on state, the controller ECU proceeds to step S118 to check the creep flag CreepFlag.

In step S118, the control unit ECU proceeds to step S120 when the creep flag is the current set clip flag D_Creep, and the front wheel creep is set to the front wheel motor set creep torque command value FR_Creep_Default, and the rear wheel creep is set to 0. Perform.

If the brake is in the state of operation S114 described above, the control unit ECU proceeds to operation S116 and distributes the creep torque according to the brake effort.

In addition, if the front flag variable creep flag FR_V_Creep that indicates that the creep flag is currently operating as the front wheel variable creep or the rear wheel variable creep flag RR_V_Creep that indicates that the creep flag is currently operating in the front wheel variable creep, the controller ECU controls the tactic. In operation S112, the detected engine speed and the creep torque maximum speed Creep_RPM_Max are compared with each other, and a series of control operations are performed.

On the other hand, the control unit ECU proceeds to step S122 to analyze the signal input from the acceleration sensor to detect the accelerator pedal depression state.

If it is not the acceleration state, the control unit ECU proceeds to S124 to detect whether the current shift stage position is in the forward rotation in the D stages (1, 2 stages) and in the reverse rotation state in the R stage.

If the detected current shift stage position is in the forward rotation in the D stages (1 and 2 stages) and in the reverse rotation state in the R stages, the control unit ECU maintains a current creep value.

If the acceleration state in the above-described (S122), the control unit ECU proceeds to (S112) to compare the detected engine speed and the creep torque maximum speed (Creep_RPM_Max) and performs a series of control operations.

On the other hand, the control unit ECU determines that the current shift stage position is in the reverse rotation in the D stage (1, 2 stage), and forward rotation in the R stage, and determines the abnormal state, and checks the creep flag (S124). (S126, S128).

Then, if the front wheel variable creep flag FR_V_Creep indicating that the creep flag is currently operating in the front wheel variable creep, the front wheel creep value is increased (S130).

Subsequently, the control unit ECU proceeds to step S132 to compare the front wheel creep value with the front wheel motor maximum creep torque command value FR_Creep_Max.

If the front wheel creep value is equal to or greater than the front wheel maximum creep torque command value, the control unit ECU proceeds to step S134 to fix the front wheel creep value to the front wheel motor maximum creep torque command value FR_Creep_Max, and the rear wheel creep is the rear wheel creep. When the mode is entered, the initial creep torque command value RR_Creep_Start is set, and the creep flag is set as the rear wheel variable creep flag RR_V_Creep indicating that the vehicle is currently operating as the rear wheel variable creep.

Subsequently, the control unit ECU proceeds to step S112 described above, compares the detected engine speed with the creep torque maximum speed Creep_RPM_Max and performs a series of control operations.

On the other hand, in the above-described step (S124), if the current shift stage position is in the forward rotation in the D stage (1, 2 stage), and the reverse rotation in the R stage, the control unit ECU determines that the normal state, and the above (S112) In operation, the detected engine speed is compared with the creep torque maximum speed (Creep_RPM_Max), and a series of control operations are performed.

In addition, if the front wheel creep value is not equal to or greater than the front wheel motor maximum creep torque command value in the above-mentioned S132, the control unit ECU proceeds to the above-described S112 and the detected engine speed and the maximum creep torque number of creep_RPM_Max. Compare and perform a series of control actions.

The controller ECU performs a step of increasing the rear wheel creep value in step S136 if the rear wheel variable creep flag RR_V_Creep indicating that the creep flag is currently operating in the rear wheel variable creep in step S128 described above.

Next, the creep torque value RR_Creep_Eng of the rear wheel motor which enters the idle stop release condition of the engine is compared (S138).

If the rear wheel creep value is greater than or equal to the creep torque value RR_Creep_Eng of the rear wheel motor entering the idle stop release condition of the engine, the control unit ECU proceeds to step S140 to release the idle stop condition of the engine to control the engine creep. Do this.

Subsequently, the control unit ECU proceeds to step S142 to compare the rear wheel creep value with the rear wheel maximum creep torque command value RR_Creep_Max.

If the rear creep value is greater than or equal to the maximum creep torque command value RR_Creep_Max, the control unit ECU proceeds to step S144 to fix the rear creep value to the rear motor maximum creep torque command value RR_Creep_Max. do.

On the other hand, if the rear wheel creep value is not more than the rear wheel maximum creep torque command value (RR_Creep_Max) in the above-described (S142), the control unit ECU proceeds to (S112) and the detected engine speed and creep torque maximum speed (Creep_RPM_Max). ) And perform a series of control actions.

As described above, the embodiment of the present invention determines the gear position and the rotation direction of the motor from the moment when the vehicle becomes below the specific engine speed until the brake is released from the moment the brake is released.

At this time, if the rotation direction is not matched to the gear position (that is, when the motor reverse rotation detection in the first and second stages or the motor forward rotation detection in the R stage), the creep torque component current command value of the front wheel is increased.

When the maximum creep torque current command set for the front wheel is exceeded, the torque current for the rear wheel is increased.

When the creep torque component current command set for the rear motor is close to the maximum value, it means that the ramp cannot be maintained by the creep torque of the front and rear motors alone, so the engine's idle stop before the maximum value is reached. Clear the condition to generate engine creep torque so that you can cope with the ramp.

To this end, the control unit ECU varies the creep torque minute current command values of the front wheel motor and the rear wheel motor according to the vehicle speed, the brake input value, the accelerator pedal input value, and the motor rotation direction.

Basically, creep torque is generated only by the front wheel motor, but when the front wheel creep is insufficient, torque is generated by the rear wheel motor. When it is determined that the front and rear wheels are not enough, the idle stop is released to generate the engine creep torque. .

After determining the shift position, check whether the D stage (1, 2 stage) / R stage (no creep in N, P stage), and check whether the current rotation speed value is greater than the maximum creep rotation speed (Creep_RPM_Max) value.

If the maximum creep rotation speed (Creep_RPM_Max) is over, the creep setting value is always maintained.

Initial creep settings are:

Front wheel motor creep torque: Maintains set value

Rear wheel creep torque: 0

Receive signals from brakes and accelerator pedals.

When the brake pedal is stepped → For creep, set the creep in proportion to the brake input (full braking: zero creep).

If the brake pedal is not stepped on, check the acceleration pedal signal.

If the accelerator pedal is stepped: Judging from the driver's will, the creep is set to the creep setting.

If the accelerator pedal is not stepped on: Determine the current gear position and the direction of rotation of the motor.

① Forward rotation at D stage (1st and 2nd stage) and reverse rotation at R stage: It is normal and maintains the current creep value.

② Reverse rotation at D stage (1, 2 stage), forward rotation at R stage: Abnormal so raise creep value of front wheel motor little by little until it is normal.

Ⓐ Return to normal state: The current creep value is maintained until the brake is pressed (zero creep) or the accelerator pedal is pressed (Creep_Default).

Ⓑ When the front wheel motor creep torque increases to the maximum value (Max): The creep of the front wheel motor is fixed to the maximum value (Max) and the torque current command value of the rear wheel motor is increased.

Ⓒ Approaching the maximum value of the rear wheel motor (Max): Release the engine's idle stop condition to prepare for the vehicle being pushed in spite of the rear motor creep torque maximum (Max).

Generates engine creep torque for front and rear drive protection.

Ⓓ When the engine speed of the vehicle reaches the maximum value of creep speed (Creep_RPM_Max), all conditions are canceled and the initial value is returned.

As described above, the creep torque control method of the four-wheel drive hybrid electric vehicle according to the present invention can increase the overall system efficiency by minimizing the idle stop constraint.

In addition, there is no need for a G-sensor to check the inclination, and there is an effect of increasing the riding comfort by creep torque input for each inclination.

1 is a flow chart illustrating a creep torque control method of a four-wheel drive hybrid electric vehicle according to an embodiment of the present invention.

Claims (11)

In the creep torque control method of a four-wheel drive hybrid electric vehicle, According to the vehicle speed, the brake input value, the accelerator pedal input value, and the motor rotation direction of the four-wheel drive hybrid electric vehicle, the creep torque minute current command values of the front wheel motor and the rear wheel motor are varied, and basically the creep torque only by the front wheel motor. 4 wheels, characterized in that to generate a torque from the rear wheel motor, if the lack of only the front wheel creep, and, if it is determined to be insufficient for both front and rear wheels to release the idle stop (Idle Stop) Creep torque control method for a drive hybrid electric vehicle. The method of claim 1, further comprising: detecting whether a key on state of the four-wheel drive hybrid electric vehicle is present; Detecting the engine speed if the key is in the on state; Comparing the detected engine speed with the creep torque maximum speed (Creep_RPM_Max); Detecting a brake on state if the detected engine speed is less than or equal to the creep torque maximum speed (Creep_RPM_Max); Checking the creep flag if it is not in a break on state; If the creep flag is the current set clip flag D_Creep, the front wheel creep is set to the front wheel motor set creep torque command value FR_Creep_Default, and the rear wheel creep is creep. Torque control method. 3. The creep torque control method of claim 2, further comprising distributing creep torque according to the brake effort when the brake is on. 3. The engine speed and creep torque detected according to claim 2, wherein the detected creep flag is a front wheel variable creep flag (FR_V_Creep) indicating that the vehicle is operating in a front wheel variable creep, or a rear wheel variable creep flag (RR_V_Creep) indicating that the creep flag is currently operating in a rear wheel variable creep. Comparing the maximum number of revolutions (Creep_RPM_Max) and performing a series of control operations creep torque control method for a four-wheel drive hybrid electric vehicle characterized in that it further comprises. The method of claim 2, further comprising: detecting an accelerator pedal depression state; Detecting whether the current shift stage position is in the forward rotation in the D stages (1 and 2 stages) and in the reverse rotation state in the R stages, if not in the acceleration state; And maintaining the current creep value if the detected current shift stage position is in the forward rotation in the D stages (1 and 2 stages) and in the reverse rotation state in the R stages. Creep torque control method. 6. The four-wheel drive hybrid electric vehicle according to claim 5, further comprising comparing the detected engine speed and the creep torque maximum speed (Creep_RPM_Max) and performing a series of control operations if the engine is in an accelerated state. Creep torque control method. 6. The method of claim 5, further comprising: determining an abnormal state and checking a creep flag if the current shift stage position is in a reverse rotation state at the D stages (1, 2 stages) and a forward rotation state at the R stages; Increasing the front wheel creep value if the front flag variable creep flag FR_V_Creep indicates that the creep flag is currently operating in the front wheel variable creep; Comparing the front wheel creep value with the front wheel motor maximum creep torque command value FR_Creep_Max; If the front wheel creep value is greater than or equal to the maximum creep torque command value for the front wheel motor, the front wheel creep value is fixed to the front wheel motor maximum creep torque command value (FR_Creep_Max), and the rear wheel creep is set to the initial creep torque command value (RR_Creep_Start) when the rear wheel creep mode is entered. Setting the creep flag as a rear wheel variable creep flag (RR_V_Creep) indicating that the creep flag is currently operating in the rear wheel variable creep; And comparing the detected engine speed and the creep torque maximum speed (Creep_RPM_Max) and performing a series of control operations. The engine speed and creep torque maximum rotation speed (Creep_RPM_Max) are determined as the normal state if the current shift stage position is in the forward rotation in the D stages (1 and 2 stages) and the reverse rotation state in the R stages. ) And a step of performing a series of control operations, creep torque control method for a four-wheel drive hybrid electric vehicle characterized in that it further comprises. The method of claim 7, further comprising: comparing the detected engine speed with the maximum creep torque (Creep_RPM_Max) and performing a series of control operations if the front wheel creep value is not equal to or greater than the front wheel motor maximum creep torque command value. Creep torque control method for a four-wheel drive hybrid electric vehicle, characterized in that made. 8. The method of claim 7, further comprising: if the rear flag variable creep flag (RR_V_Creep) indicates that the creep flag is currently operating in the rear wheel variable creep; Comparing the rear wheel creep value with the creep torque value RR_Creep_Eng of the rear wheel motor entering the idle stop release condition of the engine; If the rear creep value is equal to or greater than the creep torque value (RR_Creep_Eng) of the rear wheel motor entering the idle stop release condition of the engine, performing an engine creep control operation by releasing the idle stop condition of the engine; Comparing the rear wheel creep value with the rear wheel maximum creep torque command value RR_Creep_Max; And if the rear creep value is equal to or greater than the rear motor maximum creep torque command value RR_Creep_Max, further comprising fixing the rear creep value to the rear motor maximum creep torque command value RR_Creep_Max. Creep torque control method. 11. The method of claim 10, wherein if the rear wheel creep value is not greater than or equal to the rear wheel maximum creep torque command value (RR_Creep_Max), comparing the detected engine speed with the creep torque maximum speed (Creep_RPM_Max) and performing a series of control operations. Creep torque control method for a four-wheel drive hybrid electric vehicle characterized in that it further comprises.