KR20170029400A - Method for controlling engine jerk and hybrid electric vehicle for performing the same - Google Patents

Abstract

According to the present invention, disclosed are a method to control jerk of an engine and a hybrid electric vehicle performing the same. To this end, one embodiment of the present invention provides a mechanism comprising: a step of determining whether or not a revolution per minute (RPM) difference between an engine and a motor exceeds a preset limit; a step of reflecting a yield value of each engine torque on the RPM difference to estimate at least one estimated torque value; a step of transmitting the at least one estimated torque value to an engine starter motor (hybrid starter and generator (HSG)) to control surge generated in the engine. Thereby, due to a torque control manner using the engine starter motor (HSG) connected to the engine, direct surge control can be realized in comparison with an existing control manner using a motor, so jerk effect is effectively improved.

Description

TECHNICAL FIELD [0001] The present invention relates to a method of controlling an engine jerk and a hybrid electric vehicle performing the same,

The present embodiment relates to a method for controlling engine jerk and a hybrid electric vehicle that carries out the method.

Unlike ordinary gasoline vehicles, the TMED Hybrid Electric Vehicle (HEV) lacks damping elements inside the drive system, resulting in a surge that is sensitive to driving and riding comfort due to engine / motor torque and driving disturbance. .

Accordingly, in the conventional hybrid electric vehicle (HEV), in order to improve the jerk of the drive system described above, a control method based on the motor torque is applied according to the vibration component of the drive system.

However, in the conventional hybrid electric vehicle, in particular, when the engine torque is greatly changed instantaneously in the state that the engine and the motor are locked-up by the clutch, due to the structural limitation connected by the damper pulley between the motor and the engine , The torque control by the motor can not smoothly control the torque (or rpm) of the engine, so that a surge phenomenon due to rpm or abnormal phenomenon occurs as shown in Fig.

The surge phenomenon is felt to be a jerk shock to the driver from the actual vehicle, which is very poor in terms of driving performance and causes the vehicle to be inferior in merchantability.

The present embodiment is directed to an engine jerk control method that can reduce a surge phenomenon caused by rpm or more by utilizing a starter motor (HSG) for starting an engine, and a hybrid electric vehicle that performs the engine jerk control method.

According to one embodiment, there is provided a method of controlling an engine jerk via an electronic control unit (ECU), comprising the steps of: determining whether an rpm difference value between an engine and a motor exceeds a predetermined threshold; , Calculating at least one estimated torque value by reflecting a gain value for each engine torque on the rpm difference value, and transmitting the at least one estimated torque value to an engine starting starter motor (HSG) And controlling the surge generated in the engine.

The step of calculating the estimated torque value may include calculating a gain value for each engine torque, and calculating the at least one estimated torque value by multiplying the calculated gain value by the rpm difference value.

The step of calculating the estimated torque value may calculate the gain value using a vector table capable of combining the engine torque values listed on the X-axis and the gain vectors listed on the Y-axis.

According to one embodiment, there is provided a hybrid electric vehicle for controlling an engine jerk, the hybrid electric vehicle comprising: a determination unit operable to determine whether an rpm difference value between an engine and a motor exceeds a preset limit value; To calculate at least one estimated torque value by reflecting the gain value for each engine torque, and to transmit the calculated estimated torque value to the following starter motor, and at least one estimated torque received from the electronic control unit And a starter motor for controlling a surge generated in the engine by using the value of the starter motor.

The electronic control unit may calculate a gain value for each engine torque and multiply the calculated gain value by the rpm difference value to calculate the at least one estimated torque value.

The electronic control unit may calculate the gain value using a vector table that can combine the engine torque values arranged on the X axis and the gain vector listed on the Y axis.

Calculating an anti-phase torque of a starter motor (HSG) proportional to the rpm difference between the engine and the motor in the electronic control unit when the engine rpm fluctuates due to the torque fluctuation of the engine, And determining in the electronic control unit whether to perform the HSG control for controlling the torque fluctuation by using the torque.

Calculating the anti-phase torque comprises: receiving a charge / discharge torque limit value from a hybrid control unit (HCU); and multiplying and integrating the reciprocal of the HSG inertia value with the charge / discharge torque limit value to calculate an HSG rpm variation tolerance . ≪ / RTI >

The step of determining whether to perform the HSG control includes receiving from the hybrid control unit (HCU) a clutch release signal corresponding to a downward engine torque, and computing a speed difference value between the engine and the motor through the clutch release signal can do.

The step of determining whether to perform the HSG control may compare the calculated HSG rpm variation allowable value with the calculated speed difference value, and may perform the HSG control when the calculated HSG rpm variation tolerance is large.

The step of determining whether or not to perform the HSG control may compare the calculated HSG rpm variation tolerance with the calculated speed difference value and if the HSG rpm variation tolerance is small, the HSG control may be disallowed.

The execution of the HSG control may indicate an operation related to the surge control generated in the engine.

According to one embodiment, the reverse phase torque of the starter motor (HSG) proportional to the rpm difference between the engine and the motor is calculated when the engine rpm fluctuates due to the torque fluctuation of the engine, and using the calculated reverse phase torque An electronic control unit for determining whether to perform the HSG control for controlling the torque fluctuation, and a starter motor (HSG) for controlling the torque fluctuation.

The hybrid electric vehicle may further include a hybrid control unit (HCU) for generating a clutch release signal according to charge / discharge torque limit value and engine torque downward.

The electronic control unit may receive a charge / discharge torque limit value from the hybrid control unit, and may multiply and integrate the reciprocal of the HSG inertia value with the received charge / discharge torque limit value to calculate the HSG rpm fluctuation tolerance.

The electronic control unit can calculate the speed difference value between the engine and the motor through the clutch release signal received from the hybrid control unit (HCU).

The electronic control unit compares the calculated HSG rpm fluctuation tolerance with the calculated speed difference value, and when it is larger, it can perform the HSG control.

The electronic control unit compares the calculated HSG rpm fluctuation allowable value with the calculated speed difference value, and may disallow HSG control when the calculated difference is small.

The execution of the HSG control may indicate an operation related to the surge control generated in the engine.

As described above, the present embodiment can have the following advantageous advantages over the existing one.

First, the torque control method using the starter motor (HSG) for starting the engine connected to the engine enables the direct surge control more than the control method using the conventional motor, so that the jerk phenomenon can be improved more effectively.

Second, the effect of controlling the rpm surge by applying the differentiated gain value according to the engine torque to the vector is effective.

Thirdly, when the driver turns off the APS (accelerator pedal position sensor) due to the above-mentioned advantages, jerk due to surge of the engine rpm can be reduced, thereby improving vehicle driving performance.

Fourth, in the control operation by the HSG torque, since the regenerative energy can be charged by the negative torque, the fuel consumption is improved.

FIG. 1 is a graph showing a jerk phenomenon occurring when the engine rpm fluctuates more than a conventional engine.
2 is a flowchart showing an example of an engine jerk control method according to an embodiment.
3 is a diagram showing a hardware configuration of a vehicle for performing the engine jerk control method of FIG.
4 is a diagram illustrating an example of a hybrid electric vehicle for controlling an engine jerk according to an embodiment.
5 is a flowchart showing another example of the engine jerk control method according to the embodiment.
6 is a diagram showing a hardware configuration of a vehicle for performing the engine jerk control method of FIG.
7 is a view showing another example of a hybrid electric vehicle for controlling an engine jerk according to an embodiment.

Various methods and devices to which the following embodiments are applied will be described in detail with reference to the drawings. The suffix "part" or "module" disclosed in the present specification is to be given or mixed with consideration only for ease of specification, and does not have a meaning or role that is different from itself.

It is to be understood that the "and / or" disclosed in the following embodiments include any and all possible combinations of one or more of the listed related items.

It is to be understood that the terms such as " comprising "or" having "disclosed in the following embodiments mean that the constituent element can be implanted unless specifically stated to the contrary, It should be understood that the present invention further includes components.

<Example of engine jerk control method>

FIG. 2 is a flowchart showing an example of an engine jerk control method according to an embodiment, and FIG. 3 is a diagram showing a hardware configuration of a vehicle performing the engine jerk control method of FIG.

Here, FIG. 3 will be referred to as an auxiliary when referring to FIG.

Referring to FIG. 2, an engine jerk control method (S100) according to an embodiment may include steps S110 to S130 for controlling an rpm surge via the electronic control unit (ECU) shown in FIG.

3, the electronic control unit 10 is electrically connected to the engine 20, the motor 30, and the starter motor 40 (HSG) when the hybrid vehicle is installed inside the vehicle, such as a hybrid electric vehicle Lt; / RTI &gt;

Thus, the electronic control unit (ECU) 10 can control the engine 20, the motor 30, and the starter motors 40 and HSG via CAN communication, which is an internal communication standard of the vehicle. The engine 20 and the like can be controlled.

Based on this, in step S110, the electronic control unit 10 receives the rpm value transmitted from the engine 20 and the motor 30, and calculates an rpm difference indicating the difference.

Subsequently, the electronic control unit 10 may determine whether the calculated rpm difference value exceeds a predetermined threshold in step S110.

In one embodiment, the gain value may be preset by calculating a gain value for each engine torque estimated in advance by experiment and storing it in the storage unit of the electronic control unit 10 in step S120.

At this time, in step S120, it is preferable to calculate the gain value using a vector table capable of combining the engine torque values listed on the X-axis and the gain vectors listed on the Y-axis.

The storage unit of the electronic control unit 10 storing the calculated gain values may be a flash memory type, a hard disk type, a multimedia card micro type, a card type memory A random access memory (SRAM), a random access memory (SRAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM) Read-only memory), a magnetic memory, a magnetic disk, or an optical disk. The storage medium may be a computer-readable medium.

If it is determined in step S120 that the step S110 has been exceeded, in step S120, at least one estimated torque value (for example, The appropriate torque value) can be calculated.

More specifically, in step S120, by multiplying the rpm difference value by the gain value stored in the storage unit of the electronic control unit 10, it is possible to calculate at least one estimated torque value.

The at least one estimated torque value may be transmitted to a starter motor (HSG) 30 to control a surge generated in the engine 20.

Here, the reason why the estimated torque value is transmitted to the starter motor 40 for starting the engine is that the starter motor 40 directly controls the engine rpm.

That is, the starter motor 40 can directly control the surge generated in the engine 20 using the at least one anticipated torque value received from the electronic control unit 10.

As described above, the present embodiment is a torque control method using the starter motor 40 connected to the engine 20, so that it is possible to more directly control the jerk of the engine than the control method using the conventional motor have.

<Configuration Example of Hardware>

4 is a diagram illustrating an example of a hybrid electric vehicle for controlling an engine jerk according to an embodiment.

Referring to FIG. 4, a hybrid electric vehicle 100 according to an embodiment may include an electronic control unit 110 and a starter motor 120 to control engine jerk.

First, the electronic control unit 110 can receive the rpm value transmitted from the engine 101 and the motor 102 via the CAN communication module 112, and calculate the rpm difference indicating the difference. The calculated rpm difference value may be stored in the storage unit 111.

Next, the electronic control unit 110 may calculate a gain value for each engine torque estimated in advance by experiment and store the gain value in the storage unit 111, thereby setting a gain value.

The predetermined gain value may be information calculated from a vector table capable of combining the engine torque (with the engine torque value) arranged on the X-axis and the gain vector listed on the Y-axis.

Further, the electronic control unit 110 previously calculates a threshold value, which is a predetermined value according to the magnitude of occurrence of a jerk or surge phenomenon, and further stores it in the storage unit 111, It can be set beforehand.

Here, the storage unit 111 may be a flash memory type, a hard disk type, a multimedia card micro type, a card type memory (for example, SD or XD memory, etc.) ), A random access memory (RAM), a static random access memory (SRAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a programmable read- Memory, a magnetic disk, or an optical disk. The storage medium may be a computer-readable medium.

Thereby, the electronic control unit 110 can determine whether or not the rpm difference value stored in the storage unit 111 exceeds a predetermined threshold value.

For example, the electronic control unit 110 may reflect the gain value of each engine torque stored in the storage unit 111 to the rpm difference value stored in the storage unit 111, if at least one (An appropriate torque value) of the engine torque Tm.

More specifically, the electronic control unit 110 preferably calculates the at least one estimated torque value by multiplying the rpm difference value by the gain value stored in the storage unit 111. [ The calculated estimated torque value may mean an appropriate torque value of the engine 101. [

However, as a result of the above-mentioned determination as to whether or not it is exceeded, the electronic control unit 110 may consider that the surge phenomenon does not occur in the case where it is not exceeded.

In one embodiment, the electronic control unit 110 transmits the calculated at least one anticipated torque value to the engine starter motor 120 (Hybrid Starter Generator) 120 to calculate the surge generated in the engine 20 .

Here, the reason why the estimated torque value is transmitted to the starter motor 120 for starting the engine is that the starter motor 120 directly controls the engine rpm.

That is, the starter motor 120 can directly control the surge generated in the engine 101 using the at least one anticipated torque value received from the electronic control unit 110.

Since the torque control method using the starter motor 120 connected to the engine 101 enables the direct control over the control method using the conventional motor, the jerk of the engine can be improved more effectively There will be.

<Another Example of Engine Jerk Control Method>

FIG. 5 is a flowchart showing another example of the engine jerk control method according to an embodiment, and FIG. 6 is a diagram showing a hardware configuration of a vehicle performing the engine jerk control method of FIG.

Here, FIG. 6 will be supplementarily referred to when describing FIG.

Referring to FIG. 5, an engine jerk control method (S200) according to an embodiment includes steps S210 to S220 for controlling an rpm surge via an electronic control unit (ECU) shown in FIG.

5, the electronic control unit (ECU) 50 is provided in the interior of the vehicle, for example, in the interior of the hybrid electric vehicle. The electronic control unit 50 is connected to the engine 60, the motor 70, the starter motor 80, And is electrically connected to a control unit (HCU) 90 or the like.

Thus, the electronic control unit (ECU) 50 can control the engine 60, the motor 70, the starter motor 80, the HSG and the hybrid control unit 90 via CAN communication, which is the internal communication standard of the vehicle , The starter motor 80 can control the engine 60 and the like.

On the basis of this, in step S210, the reverse phase torque of the starter motor 80 (HSG) proportional to the difference in rpm between the engine 60 and the motor 70 when the engine rpm fluctuates due to the torque fluctuation of the engine 60, And can be calculated by the control unit 50.

In order to calculate the anti-phase torque, step S210 may first receive the charge / discharge torque limit value from the hybrid control unit 90 (S211), and store the received charge / discharge torque limit value in the storage unit of the electronic control unit 50 (S212).

The storage unit of the electronic control unit 50 in which the torque limit value is stored may be a flash memory type, a hard disk type, a multimedia card micro type, a card type memory SD or XD memory), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM) Only memory), a magnetic memory, a magnetic disk, or an optical disk. The storage medium may be a computer-readable medium.

Subsequently, the step S210 may calculate the HSG rpm fluctuation tolerance by multiplying and integrating the reciprocal of the HSG inertia value (HSG ^-1 inertia) preset or obtained to the charge / discharge torque limit value stored in the storage unit of the electronic control unit 50 (S213).

The calculated HSG rpm variation tolerance can be stored in the storage. This series of processes (S211 to S213) can be regarded as a process of calculating the antiphase torque.

In one embodiment, the step S220 may determine in the electronic control unit 50 whether or not to perform the HSG control for controlling the torque fluctuation (rpm fluctuation) of the engine by using the anti-phase torque calculated by the step S210 described above.

To this end, the step S220 receives at least one engine torque from the engine 60, confirms the trend of the engine torque, and transmits a clutch release signal corresponding to the lowered engine torque to the hybrid control unit 90, HCU (S221). &Lt; / RTI &gt;

Next, in step S220, the speed difference value SpdDiff between the engine 60 and the motor 70 can be calculated through the received clutch release signal (S222). The calculated speed difference value SpdDiff may be stored in the storage unit (S223). At this time, the speed difference value may be the rpm value of the engine 60 and the motor 70.

Subsequently, in step S220, the electronic control unit 50 compares the HSG rpm variation tolerance value and the speed difference value stored in the storage unit of the electronic control unit 50 (S224).

For example, when the HSG rpm variation allowable value stored in the storage unit of the electronic control unit 50 is compared with the speed difference value, the HSG control may be performed by the electronic control unit 50 (S225). This HSG control may indicate an operation related to surge control generated in the engine 60. [

Here, the execution of the HSG control can be performed by the starter motor 80 (HSG), that is, the starter motor 80 is controlled by the electronic control unit 50 in response to the HSG control execution command received from the electronic control unit 50 The HSG rpm variation tolerance is received and the received HSG rpm variation tolerance can be used to directly control the surge generated in the engine 60.

However, the step S220 compares the HSG rpm variation tolerance value and the speed difference value stored in the storage unit of the electronic control unit 50 and judges that the HSG rpm variation tolerance value is smaller than the speed difference value, thereby disallowing the above-described HSG control in the electronic control unit 50 S226). In this case, it may mean that the surge phenomenon does not occur in the engine 60.

As described above, in the present embodiment, since the torque control method using the starter motor 80 connected to the engine 60 enables the direct control over the control method using the conventional motor, the jerk of the engine can be controlled more It can be effectively improved.

&Lt; Another Example of Hardware Configuration >

7 is a view showing another example of a hybrid electric vehicle for controlling an engine jerk according to an embodiment.

Referring to FIG. 7, a hybrid electric vehicle 200 according to an embodiment may include an electronic control unit 210, a hybrid control unit 220 (HCU), and a starter motor 230 to control engine jerk have.

First, the electronic control unit 210 calculates the reverse phase torque of the starter motor 230 (HSG) proportional to the rpm difference between the engine 201 and the motor 202 when the engine 201 fluctuates more than the engine rpm due to the torque fluctuation of the engine 201 Can be calculated.

In order to calculate the reverse phase torque, the electronic control unit 210 may first receive the charge / discharge torque limit value from the hybrid control unit 220 and store the received charge / discharge torque limit value in the storage unit 211. [

The storage unit 211 may be a flash memory type, a hard disk type, a multimedia card micro type, a card type memory (for example, SD or XD memory, etc.) ), A random access memory (RAM), a static random access memory (SRAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a programmable read- Memory, a magnetic disk, or an optical disk. The storage medium may be a computer-readable medium.

Subsequently, the electronic control unit 210 can calculate the HSG rpm fluctuation tolerance by multiplying and integrating the reciprocal of the HSG inertia value (HSG ^-1 inertia) preset or obtained to the charge / discharge torque limit value stored in the storage unit 211 .

It is a matter of course that the calculated HSG rpm fluctuation tolerance can be stored in the storage unit 211. The sequence of processes performed by the electronic control unit 210 may be a process of calculating a reverse-phase torque.

In one embodiment, the electronic control unit 210 may determine whether to perform HSG control to control the torque variation (rpm variation) of the engine using the previously calculated reverse phase torque, e.g., the HSG rpm variation tolerance.

To this end, the electronic control unit 210 first receives at least one engine torque from the engine 201, confirms the trend of the engine torque, and when the engine torque is lowered, Unit 220 (HCU).

Subsequently, the electronic control unit 210 can calculate the speed difference value SpdDiff between the engine 201 and the motor 202 via the received clutch release signal. The calculated speed difference value SpdDiff may be stored in the storage unit 211. [ At this time, the speed difference value may be the rpm value of the engine 201 and the motor 202.

Further, the electronic control unit 210 can compare and determine the HSG rpm variation tolerance value and the speed difference value stored in the storage unit 211. [

For example, if the HSG rpm variation allowable value stored in the storage unit of the electronic control unit 210 is compared with the speed difference value, the HSG control can be performed only when the HSG rpm variation tolerance is large. This HSG control may indicate an operation related to surge control generated in the engine 201.

Here, the execution of the HSG control can be performed by the starter motor 230 (HSG), that is, the starter motor 230 is controlled by the electronic control unit 210 in response to the HSG control execution command received from the electronic control unit 210 The HSG rpm variation tolerance value and directly control the surge generated in the engine 201 using the received HSG rpm variation tolerance value.

However, the electronic control unit 210 may compare the HSG rpm variation allowable value stored in the storage unit 211 with the speed difference value, and if it is determined that the HSG rpm variation tolerance value is smaller, the HSG control of the starter motor 230 described above may be disallowed. In this case, it may mean that no surge phenomenon occurs in the engine 201.

As described above, the present embodiment is a torque control method using the starter motor 230 connected to the engine 201, so that it is possible to more directly control the control method than the control method using the conventional motor, so that the jerk of the engine 201 can be controlled more effectively It can be improved.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the exemplary embodiments or constructions. You can understand that you can do it. The embodiments described above are therefore to be considered in all respects as illustrative and not restrictive.

10, 110, 210: Electronic control unit
20, 101, 201: Engine
30, 102, 202: motors
40, 120, 230: starter motor
111 and 211:
220: Hybrid control unit

Claims (6)

A method for controlling an engine jerk via an electronic control unit (ECU)
Determining whether an rpm difference value between the engine and the motor exceeds a predetermined threshold value;
Calculating at least one estimated torque value by reflecting a gain value for each engine torque to the rpm difference value as a result of the determination; And
Transmitting the at least one anticipated torque value to an engine starting starter motor (HSG) to control a surge generated in the engine
/ RTI &gt; The method according to claim 1,
The step of calculating the estimated torque value includes:
Calculating a gain value for each of the engine torques; And
Calculating the at least one estimated torque value by multiplying the calculated gain value by the rpm difference value
/ RTI &gt; 3. The method of claim 2,
The step of calculating the estimated torque value includes:
Wherein the gain value is calculated using a vector table capable of combining the engine torque values listed on the X-axis and the gain vectors listed on the Y-axis. A hybrid electric vehicle for controlling engine jerk,
Determining whether or not the rpm difference value between the engine and the motor exceeds a preset threshold value, and if the difference exceeds the predetermined threshold value, calculating at least one estimated torque value by reflecting the gain value for each engine torque in the rpm difference value An electronic control unit for transmitting the calculated estimated torque value to the following starter motor; And
A starter motor for controlling a surge generated in the engine using at least one estimated torque value received from the electronic control unit;
A hybrid electric vehicle. 5. The method of claim 4,
Wherein the electronic control unit comprises:
Calculates a gain value for each of the engine torques, and calculates the at least one estimated torque value by multiplying the calculated gain value by the rpm difference value. 6. The method of claim 5,
Wherein the electronic control unit comprises:
Wherein the gain value is calculated using a vector table capable of combining the engine torque values listed on the X-axis and the gain vector listed on the Y-axis.

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