KR20120059262A - Driving point control system of hybrid vehicle and method thereof - Google Patents

Driving point control system of hybrid vehicle and method thereof Download PDF

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KR20120059262A
KR20120059262A KR1020100120933A KR20100120933A KR20120059262A KR 20120059262 A KR20120059262 A KR 20120059262A KR 1020100120933 A KR1020100120933 A KR 1020100120933A KR 20100120933 A KR20100120933 A KR 20100120933A KR 20120059262 A KR20120059262 A KR 20120059262A
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South Korea
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motor
torque
engine
driving
hybrid vehicle
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KR1020100120933A
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Korean (ko)
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박준영
김상준
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현대자동차주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B60W2510/0661—Torque change rate

Abstract

PURPOSE: A driving point control system of hybrid vehicle and a method thereof are provided to provide torque responsibility and ride quality by processing optimal driving control. CONSTITUTION: A driving point control system of hybrid vehicle includes a controller(40). If an engine turns on or off by a first motor(21), the controller detects speed of the first motor in order to extract an accelerating torque. The controller detects the speed of the first motor and extracts the accelerating torque. The controller decides gain of the accelerating torque by applying speed of a driving mode and the engine. The controller applies accelerating torque and gain to the actual torque of the first motor. The controller calculates amount of the engine torque variation according to drive of the first motor.

Description

하이브리드 자동차의 운전점 제어장치 및 방법{DRIVING POINT CONTROL SYSTEM OF HYBRID VEHICLE AND METHOD THEREOF}Driving point control device and method of hybrid vehicle {DRIVING POINT CONTROL SYSTEM OF HYBRID VEHICLE AND METHOD THEREOF}

본 발명은 하이브리드 자동차에 관한 것으로, 보다 상세하게는 운행상태에서 제1모터에 의해 엔진의 시동 온 혹은 오프가 제어될 때 제1모터에 의한 엔진토크 변동량을 적용하여 최적의 운전점을 갖는 토크 제어가 제공되도록 하는 하이브리드 자동차의 운전점 제어장치 및 방법에 관한 것이다.The present invention relates to a hybrid vehicle, and more particularly, torque control having an optimal driving point by applying an engine torque variation amount by the first motor when the engine is started on or off by the first motor in a driving state. An apparatus and method for controlling a driving point of a hybrid vehicle to be provided.

차량에 대한 끊임없는 연비 향상의 요구와 각 나라의 배출가스 규제의 강화에 따라 친환경 자동차에 대한 요구가 증가하고 있으며, 이에 대한 현실적인 대안으로 하이브리드 자동차가 제공되고 있다.The demand for eco-friendly cars is increasing due to the continuous improvement of fuel efficiency for vehicles and the tightening of emission regulations in each country, and hybrid cars are provided as a realistic alternative.

하이브리드 자동차는 좁은 의미로, 연료전지 자동차, 전기자동차와 구별될 수 있으나, 본 명세서에서 하이브리드 자동차의 의미는 순수 전기자동차와 연료전지 자동차를 포괄하는 것으로 하나 이상의 배터리가 구비되고, 배터리에 저장된 에너지가 자동차의 구동력으로 사용되는 자동차를 지칭한다.The hybrid vehicle may have a narrow meaning and may be distinguished from a fuel cell vehicle and an electric vehicle. In the present specification, the hybrid vehicle encompasses a pure electric vehicle and a fuel cell vehicle, and includes one or more batteries, and energy stored in the battery Refers to a vehicle used as a driving force of the vehicle.

하이브리드 자동차는 동력원으로 엔진과 모터가 적용되며, 주행상황에 따라 엔진과 모터의 특성을 발휘되어 연비 향상과 배기가스 절감을 제공한다.Hybrid cars have engines and motors as their power sources, and the engines and motors can be used depending on driving conditions to provide fuel efficiency and reduced emissions.

하이브리드 자동차는 엔진과 모터로 구성되는 두 개의 동력원으로 주행하는 과정에서 엔진과 모터를 어떻게 조화롭게 동작시키느냐에 따라 연비 향상과 쾌적한 승차감이 제공된다.Hybrid cars offer improved fuel economy and a comfortable ride, depending on how the engine and motor operate in harmony while driving with two power sources consisting of an engine and a motor.

하이브리드 자동차는 일반 자동차와는 다르게 변속기에 토크 컨버터(torque converter) 및 동력을 단속하는 클러치(clutch)가 장착되지 않고 있다.Unlike a general vehicle, a hybrid vehicle is not equipped with a torque converter and a clutch that regulates power on the transmission.

따라서, 엔진 시동 및 정지시 엔진 축을 차축과 분리할 수 없어 제1모터로 엔진의 시동을 온시키거나 시동 오프를 실행할 때 발생되는 엔진 마찰 및 제1모터의 토크 떨림이 차축으로 전달되어 승차감을 저하시키는 문제점이 발생된다.Therefore, the engine shaft cannot be separated from the axle when the engine is started and stopped, so that engine friction and torque vibration of the first motor generated when the engine is started on or off by the first motor are transmitted to the axle, thereby reducing the riding comfort. Problem occurs.

또한, 이러한 현상으로 인하여 제2모터의 구동 제어에서 운전자의 요구 토크를 정확히 맞출수 없는 문제점이 발생된다.In addition, this phenomenon causes a problem in that the required torque of the driver cannot be accurately matched in the drive control of the second motor.

이를 방지하기 위해 종래의 하이브리드 자동차에서는 파워분할방식을 적용하여 엔진의 출력토크를 높에 쇼크가 저감되도록 하는 방법이 적용되고 있으나, 운전자의 요구토크를 최적으로 추종하는 제2모터의 구동이 제공되지 못하여 응답성이 저하되는 문제점이 발생된다.In order to prevent this, in the conventional hybrid vehicle, a method of applying a power split method to reduce the shock by increasing the output torque of the engine is applied, but the driving of the second motor that optimally follows the required torque of the driver is not provided. There is a problem that the responsiveness is deteriorated.

본 발명은 상기한 문제점을 해결하기 위하여 제안된 것으로서, 본 발명의 목적은 운행상태에서 제1모터에 의한 엔진 시동 온 혹은 오프가 제어될 때 추정되는 엔진토크 변동량을 적용하여 제2모터의 토크를 결정 제어함으로써, 최적의 운전점을 갖는 토크 제어가 제공되도록 하는 것이다.The present invention has been proposed to solve the above problems, and an object of the present invention is to apply the estimated torque of the engine to the torque of the second motor when the engine starting on or off by the first motor is controlled in the running state. By determining control, torque control having an optimum operating point is provided.

본 발명의 특징에 따르면, 엔진과 ISG로 작동되는 제1모터 및 구동토크를 발생시키는 제2모터가 적용되는 하이브리드 자동차에 있어서, 제1모터에 의해 엔진의 시동이 온 혹은 오프 제어되면 제1모터에 의한 엔진토크 변동량을 계산하고, 엔진토크 변동량에 따라 제2모터의 토크를 결정하여 엔진 및 제2모터의 출력토크를 제어하는 제어기를 포함하는 하이브리드 자동차의 운전점 제어장치가 제공된다.According to a feature of the present invention, in a hybrid vehicle to which a first motor driven by an engine and an ISG and a second motor generating drive torque are applied, the first motor is controlled when the engine is controlled on or off by the first motor. There is provided a driving point control apparatus for a hybrid vehicle including a controller for calculating an engine torque variation by the controller, determining a torque of the second motor according to the engine torque variation, and controlling an output torque of the engine and the second motor.

상기 제어기는 제1모터에 의해 엔진의 시동 온 혹은 오프가 제어되면 제1모터의 속도를 검출하여 가속토크를 추출하고, 주행모드와 차속 및 엔진의 속도를 적용하여 제1모터의 가속토크 이득을 결정하며, 제1모터의 실제 토크에 가속토크와 이득을 적용하여 제1모터의 구동에 따른 엔진토크 변동량을 계산할 수 있다.The controller detects the speed of the first motor and extracts the acceleration torque when the engine is controlled on or off by the first motor, and applies the driving mode, vehicle speed, and engine speed to obtain the acceleration torque gain of the first motor. The engine torque variation according to the driving of the first motor may be calculated by applying the acceleration torque and the gain to the actual torque of the first motor.

상기 제어기는 주행 요구토크에서 제1모터에 의한 엔진토크 변동량을 뺀 값으로 제2모터의 토크를 결정할 수 있다.The controller may determine the torque of the second motor by a value obtained by subtracting the engine torque fluctuation amount by the first motor from the driving demand torque.

또한, 본 발명의 다른 특징에 따르면, 운행상태에서 ISG(Idle Stop and Go)의 작동으로 엔진의 시동 온 혹은 오프 제어가 실행되었는지 판단하는 과정; 엔진의 시동 온 혹은 오프의 실행이 검출되면 ISG의 작동에 의한 엔진토크 변동량을 계산하는 과정; 엔진토크 변동량에 따라 제2모터의 토크를 결정하여 엔진 및 제2모터의 출력토크를 제어하는 과정을 포함하는 하이브리드 자동차의 운전점 제어방법이 제공된다.In addition, according to another feature of the invention, the process of determining whether the start on or off control of the engine is executed by the operation of the ISG (Idle Stop and Go) in the running state; Calculating engine torque fluctuation due to the operation of the ISG when the engine is started on or off; There is provided a driving point control method for a hybrid vehicle including determining a torque of a second motor according to an engine torque variation and controlling output torque of the engine and the second motor.

상기 ISG의 작동에 의한 엔진토크 변동량의 계산은 ISG로 작동되는 제1모터의 속도를 검출하여 가속토크를 추출하고, 주행모드와 차속 및 엔진의 속도를 적용하여 제1모터의 가속토크 이득을 결정하며, 제1모터의 실제 토크에 가속토크와 이득을 적용으로 계산할 수 있다.The calculation of the engine torque variation by the operation of the ISG is to detect the speed of the first motor operated by the ISG to extract the acceleration torque, and determine the acceleration torque gain of the first motor by applying the driving mode, the vehicle speed and the engine speed. In addition, acceleration torque and gain may be calculated by applying the actual torque of the first motor.

상기 제2모터의 출력토크는 주행 요구토크에서 제1모터에 의한 엔진토크 변동량을 뺀 결과 값으로 결정할 수 있다.The output torque of the second motor may be determined as a result obtained by subtracting an engine torque variation by the first motor from the driving request torque.

이와 같이 본 발명의 실시예에 따르면, 하이브리드 자동차에서 제1모터를 이용하여 엔진의 시동을 온 혹은 오프 제어할 때 발생되는 엔진토크 변동량에 따라 제2모터의 구동토크를 결정함으로써, 최적의 운전점 제어가 실행되어 승차감 및 안정된 토크 응답성이 제공되는 효과가 있다.As described above, according to the exemplary embodiment of the present invention, the optimum operating point is determined by determining the driving torque of the second motor according to the amount of engine torque variation generated when the start of the engine is controlled on or off using the first motor in the hybrid vehicle. The control is executed to provide the riding comfort and stable torque response.

도 1은 본 발명의 실시예에 따른 하이브리드 자동차의 운전점 제어장치를 개략적으로 도시한 도면이다.
도 2는 본 발명의 실시예에 따른 하이브리드 자동차의 운전점 제어절차를 도시한 흐름도이다.1 is a view schematically showing a driving point control apparatus for a hybrid vehicle according to an embodiment of the present invention.
2 is a flowchart illustrating a driving point control procedure of a hybrid vehicle according to an exemplary embodiment of the present invention.

이하, 첨부된 도면을 참조하여 본 발명의 바람직한 실시예를 본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자가 용이하게 실시할 수 있도록 상세하게 설명하면 다음과 같다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present invention pertains can easily carry out the embodiments.

본 발명은 여러 가지 상이한 형태로 구현될 수 있으므로, 여기에서 설명하는 실시예에 한정되지 않으며, 도면에서 본 발명을 명확하게 설명하기 위하여 설명과 관계없는 부분은 생략하였다.The present invention can be embodied in various different forms, and thus the present invention is not limited to the embodiments described herein.

도 1은 본 발명의 실시예에 따른 하이브리드 자동차의 운전점 제어장치를 개략적으로 도시한 도면이다.1 is a view schematically showing a driving point control apparatus for a hybrid vehicle according to an embodiment of the present invention.

도 1을 참조하면, 본 발명은 엔진(10)과 제1모터(21), 제2모터(23), 유성기어(30), 제어기(40)를 포함한다.Referring to FIG. 1, the present invention includes an engine 10, a first motor 21, a second motor 23, a planetary gear 30, and a controller 40.

엔진(10)의 출력은 변속기를 구성하는 유성기어(30)의 제1캐리어(32)에 직접 연결되고, 제2클러치(CL2)를 통해 제2모터(23)와 제2선기어(43)에 연결된다.The output of the engine 10 is directly connected to the first carrier 32 of the planetary gear 30 constituting the transmission, and is connected to the second motor 23 and the second sun gear 43 through the second clutch CL2. Connected.

상기 제2선기어(34)의 입력은 제2클러치(CL2)의 작동 여부에 따라 엔진(10)과 제2모터(23)의 토크 합이나 제2모터(23)만의 토크로 결정된다.The input of the second sun gear 34 is determined by the sum of the torque of the engine 10 and the second motor 23 or the torque of only the second motor 23 according to whether the second clutch CL2 is operated.

제1모터(21)는 제2모터(23)의 구동만으로 주행되는 모터모드(EV)에서 하이브리드 모드(HEV)로 전환되거나 배터리의 충전이 요구될 때 작동되어 엔진(10)을 시동 온시키고, 하이브리드 모드(HEV)에서 모터모드(EV)로 전환되거나 엔진(10)을 출력토크로 배터리의 만충전이 검출되는 경우 엔진(10)의 시동을 오프시키는 ISG(Idle Stop and Go)로 동작된다.The first motor 21 is operated when the motor mode (EV) driven only by driving the second motor 23 is switched to the hybrid mode (HEV) or when the charge of the battery is required to start the engine 10, When the hybrid mode HEV is switched to the motor mode EV or when the full charge of the battery is detected as the output torque of the engine 10, the engine 10 is operated as an ISG (Idle Stop and Go) for turning off the start of the engine 10.

상기 제1모터(21)는 제1브레이크(BK1)와 제1선기어(31)에 연결된다.The first motor 21 is connected to the first brake BK1 and the first sun gear 31.

제2모터(23)는 구동모터로 제어기(40)의 제어에 따라 운전자의 요구토크를 추종시키는 구동속도 및 토크를 출력하여 제2선기어(34)와 제2캐리어(35)를 통해 출력축(Output)에 연결되는 도시되지 않은 구동휠로 출력한다.The second motor 23 outputs a drive speed and a torque to follow the required torque of the driver under the control of the controller 40 as a drive motor, and outputs the output shaft through the second sun gear 34 and the second carrier 35. Outputs to a driving wheel (not shown) connected to the

상기 제2모터(23)의 출력토크는 제2클러치(CL2)의 작동에 따라 엔진(10)의 출력토크와 합산되어 제2선기어(34)와 제2캐리어(35)를 통해 출력될 수 있다.The output torque of the second motor 23 may be summed with the output torque of the engine 10 according to the operation of the second clutch CL2 to be output through the second sun gear 34 and the second carrier 35. .

제2모터(23)는 제2클러치(CL2)를 통해 입력되는 엔진(10)의 출력에 여유가 있는 경우 발전기로 동작되어 도시되지 않은 배터리를 충전시킬 수 있다.The second motor 23 may be operated as a generator when the output of the engine 10 input through the second clutch CL2 is sufficient to charge a battery (not shown).

유성기어(30)의 제1링기어(33)는 출력축(Output)이 연결되는 제2캐리어(35)와 연결되고, 제1캐리어(32)는 제1클러치(CL1)를 통해 제2브레이크(BK2)와 제2링기어(36)에 연결된다.The first ring gear 33 of the planetary gear 30 is connected to the second carrier 35 to which the output shaft (Output) is connected, and the first carrier 32 is connected to the second brake through the first clutch CL1. BK2) and the second ring gear 36.

제어기(40)는 운행중인 상태에서 제1모터(21)를 제어하여 엔진(10)의 시동을 온 시키거나 시동 오프시키는 제어가 실행되면 제1모터(21)의 속도를 검출하여 가속토크를 추출하고, 현재의 차속과 엔진(10)의 속도, 주행모드를 적용하여 제1모터(21)의 가속토크 이득을 계산한다.The controller 40 detects the speed of the first motor 21 and extracts the acceleration torque when a control is performed to control the first motor 21 to turn the engine 10 on or off. The acceleration torque gain of the first motor 21 is calculated by applying the current vehicle speed, the speed of the engine 10, and the driving mode.

그리고, 제1모터(21)의 실제 출력토크에 가속토크와 이득을 적용하여 제1모터(21)의 구동에 따른 엔진(10)의 토크 변동량을 계산하고, 엔진(10)의 토크 변동량에 따라 제2모터(23)의 토크를 결정한다.Then, the acceleration torque and the gain are applied to the actual output torque of the first motor 21 to calculate the torque fluctuation amount of the engine 10 according to the driving of the first motor 21, and according to the torque fluctuation amount of the engine 10. The torque of the second motor 23 is determined.

제2모터(23)는 운전자의 주행 요구토크에서 제1모터(21)의 구동으로 계산되는 엔진(10)의 토크 변동량을 뺀 값으로 결정되어 엔진(10)과 제2모터(23)의 토크 분배에 따른 최적의 운전점이 설정된다.The second motor 23 is determined by subtracting the torque fluctuation amount of the engine 10 calculated by the driving of the first motor 21 from the driving request torque of the driver, and thus the torque of the engine 10 and the second motor 23. The optimum operating point is set according to the distribution.

전술한 바와 같은 기능을 포함하는 본 발명의 동작을 설명하면 다음과 같다.Referring to the operation of the present invention including the function as described above are as follows.

도 2는 본 발명의 실시예에 따른 하이브리드 자동차의 운전점 제어절차를 도시한 흐름도이다.2 is a flowchart illustrating a driving point control procedure of a hybrid vehicle according to an exemplary embodiment of the present invention.

본 발명이 적용되는 하이브리드 자동차가 운행되는 상태에서(S101) 제어기(40)는 제1모터(21)의 구동에 의한 엔진(10)의 시동 온 혹은 시동 오프 제어가 실행되는지 판단한다(S102).In a state in which the hybrid vehicle to which the present invention is applied is operated (S101), the controller 40 determines whether the start-up or start-off control of the engine 10 by the driving of the first motor 21 is executed (S102).

상기 S102의 판단에서 제1모터(21)의 구동에 의한 엔진(10)의 시동 온 혹은 오프 제어가 실행되면 제1모터(21)의 속도를 검출하여 가속토크를 추출한다(S103).When starting on or off control of the engine 10 by the driving of the first motor 21 is executed in the determination of S102, the acceleration torque is extracted by detecting the speed of the first motor 21 (S103).

이후, 주행모드와 차속 및 엔진(10)의 속도를 적용하여 제1모터(21)의 가속토크 이득을 결정한다(S104).Then, the acceleration torque gain of the first motor 21 is determined by applying the driving mode, the vehicle speed, and the speed of the engine 10 (S104).

상기와 같이 제1모터(21)의 가속토크와 이득이 결정되며, 제1모터(21)의 실질적인 토크에 가속토크와 이득을 적용하여 제1모터(21)의 구동에 따른 엔진(10)의 토크 변동량을 계산한다(S105).As described above, the acceleration torque and the gain of the first motor 21 are determined, and the acceleration torque and the gain are applied to the actual torque of the first motor 21 to drive the engine 10 according to the driving of the first motor 21. The torque fluctuation amount is calculated (S105).

이후, 엔진(10)의 토크 변동량에 따라 제2모터(23)의 토크를 결정한 다음(S106) 제2모터(23)의 구동을 제어한다(S107).Thereafter, the torque of the second motor 23 is determined according to the torque variation of the engine 10 (S106), and then the driving of the second motor 23 is controlled (S107).

즉, 엔진(10)의 토크 변동량이 결정됨에 따라 제2모터(23)의 토크는 운전자의 주행 요구토크에서 제1모터(21)의 구동으로 계산되는 엔진(10)의 토크 변동량을 뺀 값으로 결정되어 엔진(10)과 제2모터(23)의 토크 분배에 따른 최적의 운전점이 설정된다.That is, as the torque variation amount of the engine 10 is determined, the torque of the second motor 23 is a value obtained by subtracting the torque variation amount of the engine 10 calculated by the driving of the first motor 21 from the driving demand torque of the driver. The optimum operating point is determined according to the torque distribution between the engine 10 and the second motor 23.

예를 들어, 제1모터(21)에 의해 엔진(10)의 시동 온이 제어되면 엔진(10)의 출력토크에 대한 부분을 제2모터(23)의 출력토크에서 감소시키고, 엔진(10)의 시동 오프가 제어되면 엔진(10)의 시동 오프에 따른 토크 손실만큼 제2모터(23)의 출력토크를 증가시킨다.For example, when the start-up of the engine 10 is controlled by the first motor 21, the portion of the output torque of the engine 10 is reduced in the output torque of the second motor 23, and the engine 10 When the start-off of the engine is controlled, the output torque of the second motor 23 is increased by the torque loss caused by the start-off of the engine 10.

이상에서는 본 발명의 실시예에 대하여 설명하였으나, 본 발명의 사상은 본 명세서에 제시되는 실시 예에 제한되지 아니하며, 본 발명의 사상을 이해하는 당업자는 동일한 사상의 범위 내에서 구성요소의 부가, 변경, 추가, 삭제 등에 의해서 다른 실시 예를 용이하게 제안할 수 있을 것이나, 이 또한 본 발명의 사상범위 내에 포함된다고 할 것이다.While the present invention has been particularly shown and described with reference to exemplary embodiments, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, , Additions, deletions, and so on, other embodiments may be easily suggested, but this is also included in the spirit of the present invention.

10 : 엔진 21 : 제1모터
22 : 제2모터 30 : 유성기어
40 : 제어기10: engine 21: first motor
22: second motor 30: planetary gear
40: controller

Claims (6)

엔진과 ISG로 작동되는 제1모터 및 구동토크를 발생시키는 제2모터가 적용되는 하이브리드 자동차에 있어서,
상기 제1모터에 의해 엔진의 시동이 온 혹은 오프 제어되면 제1모터에 의한 엔진토크 변동량을 계산하고, 엔진토크 변동량에 따라 제2모터의 토크를 결정하여 엔진 및 제2모터의 출력토크를 제어하는 제어기;
를 포함하는 하이브리드 자동차의 운전점 제어장치.In a hybrid vehicle to which a first motor driven by an engine and an ISG and a second motor generating drive torque are applied,
When the start of the engine is controlled by the first motor on or off, the engine torque fluctuation amount is calculated by the first motor, and the torque of the second motor is determined according to the engine torque fluctuation amount to control the output torque of the engine and the second motor. A controller;
Driving point control device for a hybrid vehicle comprising a. 제1항에 있어서,
상기 제어기는 제1모터에 의해 엔진의 시동 온 혹은 오프가 제어되면 제1모터의 속도를 검출하여 가속토크를 추출하고, 주행모드와 차속 및 엔진의 속도를 적용하여 제1모터의 가속토크 이득을 결정하며, 제1모터의 실제 토크에 가속토크와 이득을 적용하여 제1모터의 구동에 따른 엔진토크 변동량을 계산하는 것을 특징으로 하는 하이브리드 자동차의 운전점 제어장치.The method of claim 1,
The controller detects the speed of the first motor and extracts the acceleration torque when the engine is controlled on or off by the first motor, and applies the driving mode, vehicle speed, and engine speed to obtain the acceleration torque gain of the first motor. The driving point control apparatus for a hybrid vehicle according to claim 1, wherein the amount of variation of the engine torque according to the driving of the first motor is calculated by applying the acceleration torque and the gain to the actual torque of the first motor. 제1항에 있어서,
상기 제어기는 주행 요구토크에서 제1모터에 의한 엔진토크 변동량을 뺀 값으로 제2모터의 토크를 결정하는 것을 특징으로 하는 하이브리드 자동차의 운전점 제어장치.The method of claim 1,
And the controller determines a torque of the second motor by a value obtained by subtracting an engine torque variation by the first motor from the driving demand torque. 운행상태에서 ISG(Idle Stop and Go)의 작동으로 엔진의 시동 온 혹은 오프 제어가 실행되었는지 판단하는 과정;
엔진의 시동 온 혹은 오프의 실행이 검출되면 ISG의 작동에 의한 엔진토크 변동량을 계산하는 과정;
엔진토크 변동량에 따라 제2모터의 토크를 결정하여 엔진 및 제2모터의 출력토크를 제어하는 과정;
을 포함하는 하이브리드 자동차의 운전점 제어방법.Determining whether the start-up or off-control of the engine has been executed by the operation of the idle stop and go (ISG) in a running state;
Calculating engine torque fluctuation due to the operation of the ISG when the engine is started on or off;
Controlling output torque of the engine and the second motor by determining torque of the second motor according to the engine torque variation amount;
Driving point control method of a hybrid vehicle comprising a. 제4항에 있어서,
상기 ISG의 작동에 의한 엔진토크 변동량의 계산은 ISG로 작동되는 제1모터의 속도를 검출하여 가속토크를 추출하고,
주행모드와 차속 및 엔진의 속도를 적용하여 제1모터의 가속토크 이득을 결정하며,
제1모터의 실제 토크에 가속토크와 이득을 적용하여 제1모터의 구동에 따른 엔진토크 변동량을 계산하는 것을 특징으로 하는 하이브리드 자동차의 운전점 제어방법.The method of claim 4, wherein
The calculation of the engine torque fluctuation by the operation of the ISG is to extract the acceleration torque by detecting the speed of the first motor operated by the ISG,
The acceleration torque gain of the first motor is determined by applying the driving mode, vehicle speed, and engine speed.
The method of controlling a driving point of a hybrid vehicle, characterized in that the amount of variation of the engine torque according to the driving of the first motor is calculated by applying the acceleration torque and the gain to the actual torque of the first motor. 제4항에 있어서,
상기 제2모터의 출력토크는 주행 요구토크에서 제1모터에 의한 엔진토크 변동량을 뺀 결과 값으로 결정하는 것을 특징으로 하는 하이브리드 자동차의 운전점 제어방법.The method of claim 4, wherein
The output torque of the second motor is determined by a value obtained by subtracting the engine torque variation by the first motor from the driving request torque.
KR1020100120933A 2010-11-30 2010-11-30 Driving point control system of hybrid vehicle and method thereof KR20120059262A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160133998A (en) * 2015-05-14 2016-11-23 현대자동차주식회사 Apparatus and method for learning engine friction torque for vehicle
KR20170115691A (en) 2016-04-08 2017-10-18 현대자동차주식회사 Optimal operating line control method of HEV

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160133998A (en) * 2015-05-14 2016-11-23 현대자동차주식회사 Apparatus and method for learning engine friction torque for vehicle
KR20170115691A (en) 2016-04-08 2017-10-18 현대자동차주식회사 Optimal operating line control method of HEV

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