KR20170045056A - Apparatus and method for controlling engine clutch of hybrid electric vehicle - Google Patents

Abstract

The present invention relates to an engine clutch control device for a hybrid vehicle and a method thereof. More specifically, the engine clutch control device can set different time points of applying a pressure to an engine clutch in each gear position. According to an embodiment of the present invention, the engine clutch control device includes: an engine used as a power source; a driving motor; the engine clutch which is arranged between the engine and the driving motor to selectively connect the engine and the driving motor; a vehicle controller which controls the release and coupling of the engine clutch to realize an operation mode; and a transmission unit which drives the hybrid vehicle based on the speed ratio of an output torque summed and applied through the engine clutch in accordance with the operation mode. The vehicle controller checks the gear stage coupled to the transmission unit when coupling the engine clutch, checks the reference delta revolutions per minute (RPM) for the gear stage, and applies the coupling pressure to the engine clutch when the transmission torque of the transmission unit reaches the reference delta RPM.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an engine clutch control apparatus and method for a hybrid vehicle,

The present invention relates to an engine clutch control apparatus for a hybrid vehicle, and more particularly, to an apparatus and method for controlling an engine clutch of a hybrid vehicle capable of making different points of time when pressure is applied to an engine clutch for each gear position.

The use of pollution-free energy is becoming increasingly important as the environmental pollution problem of the earth becomes serious every day. Especially, the problem of air pollution in big cities is becoming serious day by day, and automobile exhaust gas is one of the main causes.

Hybrid vehicles have been developed and operated in order to solve problems related to exhaust gas and provide fuel economy improvement.

A hybrid vehicle has power generated by an engine and a motor, and is driven by appropriately using power generated from the rotation of the motor, which is generated by the combustion of the engine and the electric energy stored in the battery.

A TMED (Transmission Mounted Electric Device) type transmission in which a drive motor and a transmission are connected is generally applied to a hybrid vehicle.

The hybrid vehicle is equipped with an engine clutch between the engine and the drive motor to transmit the power of the engine to the drive shaft.

The hybrid vehicle includes an EV (Electric Vehicle) mode that is a pure electric vehicle mode that uses only the power of the driving motor depending on whether or not the engine clutch is engaged, an HEV (Hybrid Electric Vehicle) that uses the rotational force of the engine as the main driving force, Mode, a regenerative braking (RB) mode in which the motor is generated by braking and inertia energy when the vehicle is braked or driven by inertia, and the energy is recovered and charged into the battery.

Generally, for the engagement of the engine clutch, synchronization is performed with respect to the speed of both ends of the engine clutch, clutch pressure is applied after the synchronization determination, and when the engine clutch is engaged, the power distribution of the engine and the drive motor is performed.

In this case, when the clutch pressure is applied in the state where the speed synchronization is not performed, the shock is generated and the ride feeling is lowered. Therefore, the pressure should be applied after the speed synchronization. However, since the hybrid vehicle is equipped with the multi-stage transmission, the influence of the impact generated at the transmission input shaft by the transmission input shaft varies depending on the speed change stage, so that the clutch pressure can not be applied at the correct timing, A problem has occurred.

The matters described in the background section are intended to enhance the understanding of the background of the invention and may include matters not previously known to those skilled in the art.

An embodiment of the present invention provides an apparatus and method for controlling an engine clutch of a hybrid vehicle capable of differentiating a time point when a pressure is applied to an engine clutch for each gear position.

An embodiment of the present invention provides an apparatus and method for controlling an engine clutch of a hybrid vehicle that confirms a gear stage on which a hybrid vehicle is running and applies a clutch pressure corresponding to the gear stage.

In an embodiment of the present invention, an engine and a drive motor, which are power sources, An engine clutch disposed between the engine and the drive motor for selectively connecting the engine and the drive motor; A vehicle controller for controlling release or engagement of the engine clutch to implement a travel mode; And a transmission that travels the hybrid vehicle based on a speed ratio for an output torque that is summed and applied through the engine clutch in accordance with the driving mode, wherein the vehicle controller includes: And to apply the engagement pressure to the engine clutch when the transmission torque of the transmission reaches the reference delta RPM, thereby providing an engine clutch control device for a hybrid vehicle have.

Further, the vehicle controller checks an input shift torque and an output shift torque of the transmission when the engine clutch is engaged, and when the delta RPM, which is the difference between the input shift torque and the output shift torque, reaches the reference delta RPM The engagement pressure can be applied to the engine clutch.

Further, the output shift torque may be generated based on at least one of the input shift torque, the gear ratio of the gear stage coupled to the transmission, and the gear ratio of the differential gear device.

In addition, the vehicle controller may be configured to check the holding time of the speed change stage of the transmission when the engine clutch is engaged, and to engage the engine clutch after the holding time when the transmission torque of the transmission reaches the reference delta RPM Pressure can be applied.

Also, the vehicle controller may set at least one of a reference delta RPM and a holding time for each of a plurality of shift stages included in the transmission.

In addition, the vehicle controller may set a larger reference delta RPM for a higher gear than a lower gear at a plurality of gear positions included in the transmission.

In another embodiment of the present invention, a step of generating a shift table by setting a reference delta RPM for each of a plurality of gear positions included in the transmission; Confirming a gear stage coupled to the transmission to engage an engine clutch located between the engine and the drive motor; Confirming a reference delta RPM for the gear stage engaged in the transmission in the shift table; And applying a coupling pressure to the engine clutch when the transmission torque of the transmission reaches the reference delta RPM.

The embodiment of the present invention can make the timing of application of the engine clutch pressure different according to the speed change stage, thereby improving the oscillation response at the time of engagement of the engine clutch.

Further, the embodiment of the present invention can shorten the joining time of the engine clutch, reduce the path loss due to the use of the electric power, and improve the fuel consumption by following the quick operation point of the engine.

In addition, effects obtainable or predicted by the embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects to be predicted according to the embodiment of the present invention will be disclosed in the detailed description to be described later.

1 is a schematic view of an engine clutch control apparatus for a hybrid vehicle according to an embodiment of the present invention.
2 is a flowchart showing an engine clutch control method in a hybrid vehicle according to an embodiment of the present invention.
3 is an exemplary view for explaining an engine clutch control method according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an operation principle of an embodiment of an engine clutch control apparatus and method for a hybrid vehicle according to the present invention will be described in detail with reference to the accompanying drawings and description. It should be understood, however, that the drawings and the following detailed description are exemplary and explanatory of various embodiments for effectively illustrating the features of the present invention. Therefore, the present invention should not be limited to the following drawings and descriptions.

In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear. The terms used below are defined in consideration of the functions of the present invention, which may vary depending on the user, intention or custom of the operator. Therefore, the definition should be based on the contents throughout the present invention.

In order to efficiently explain the essential technical features of the present invention, the following embodiments will appropriately modify, integrate, or separate terms to be understood by those skilled in the art to which the present invention belongs , And the present invention is by no means thereby limited.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 is a schematic view of an engine clutch control apparatus for a hybrid vehicle according to an embodiment of the present invention.

An engine clutch control device 100 of a hybrid vehicle includes an information detector 50, an engine 110, an HSG (Hybrid Starter & Generator) 115, an engine clutch 120, A motor 140, a battery 140, a transmission 150, an engine control unit (hereinafter referred to as ECU) 160, a motor control unit (MCU) 170, A transmission control unit 180, a differential gear unit 190 and a hybrid control unit (HCU) 200, which are collectively referred to as a " TCU "

The power generated by the engine 110 or the drive motor 130 is selectively transmitted to the input shaft of the transmission 150 and the power output from the output end of the transmission 150 is transmitted to the differential gear device 165. [ To the axle. The hybrid vehicle is driven by the power generated by the engine 110 or the drive motor 120 by rotating the wheel on the axle.

The information detector 50 detects information for controlling the engine clutch, and provides the detected information to the HCU 200. For example, the information detector 50 can detect general vehicle condition information including the vehicle speed, the speed change stage, the displacement of the accelerator pedal, the displacement of the brake pedal, and the like in the operation of the hybrid awnings. Further, the information detector 50 can detect the input speed change torque of the input shaft and the output speed change torque of the output shaft in the transmission 150. [

The engine 110 generates power by burning the fuel. That is, the engine 110 may be a known various engine 110 such as a gasoline engine or a diesel engine using conventional fossil fuels.

The output of the engine 110 is controlled under the control of the ECU 160, and the driving of the engine 110 is controlled to the optimum operating point under the control of the ECU 160. [

The HSG 115 starts the engine 110 or operates as a generator in a state where the engine 110 is started to generate electric energy.

The driving motor 120 is operated by the three-phase AC voltage applied from the MCU 170 to generate torque. The drive motor 120 is operated as a generator during the other running or regenerative braking to supply a voltage to the battery 140.

The engine clutch 130 is disposed between the engine 110 and the drive motor 120 and is operated under the control of the HCU 190 to interlock power transmission between the engine 110 and the drive motor 120. That is, the engine clutch 130 connects or disconnects the power between the engine 110 and the drive motor 120 according to switching between an electric vehicle (EV) mode and a hybrid electric vehicle (HEV) mode.

The battery 140 is composed of a plurality of unit cells, and a high voltage for providing a driving voltage to the driving motor 120 is stored. The battery 140 supplies the drive voltage to the drive motor 120 in the EV mode or the HEV mode and is charged with the voltage generated by the drive motor 120 during the regenerative braking.

The battery 140 may be charged by the voltage and current supplied through the charging device when the commercial power source is plugged in.

The transmission 150 adjusts the transmission ratio under the control of the HCU 190 and distributes the applied output torque through the engine clutch 130 to the drive wheels according to the operation mode so as to transmit the output torque to the drive wheels, .

The transmission 150 may be applied as an automatic transmission or a continuously variable transmission. The transmission 150 may be applied as a multi-stage transmission. That is, the transmission 150 may be composed of a plurality of speed change stages.

The ECU 160 is connected to the HCU 190 via a network and operates in cooperation with the HCU 190 to control the overall operation of the engine 110 in accordance with the operation state of the engine 110 such as the driver's requested torque signal, And controls the operation. The ECU 160 provides the operating state of the engine 110 to the HCU 190.

The MCU 170 controls driving and torque of the driving motor 120 under the control of the HCU 190 and stores electricity generated by the driving motor 120 in the battery 140 during regenerative braking.

The MCU 170 applies a three-phase current voltage to the drive motor 120 and the HSG 115. [

The TCU 180 controls the overall operation of the transmission 150 by controlling the speed ratio according to the output torque of the ECU 160 and the MCU 170 and determining the regenerative braking amount. The TCU 180 provides the operating status of the transmission 150 to the HCU 190.

The HCU 190 is a top-level controller that controls hybrid drive mode setting and overall operation of the environmentally friendly vehicle. The HCU 190 integrally controls the lower controllers connected through the CAN (Controller Area Network) communication network, collects and analyzes the information of each lower controller, performs cooperative control, and outputs the output torque of the engine 110 and the driving motor 120 .

The HCU 200 identifies the gear stage coupled to the transmission 150 based on the information received from the information detector to join the engine clutch 120, and confirms the reference delta RPM according to the determined gear stage. At this time, the reference delta (DELTA) RPM may indicate the difference between the input shift torque of the transmission 150 and the output shift torque. The input shift torque represents a torque input to the transmission 150, and the output shift torque may represent a torque output from the transmission 150 to the wheel. This output shift torque may be generated based on at least one of the input shift torque, the gear ratio of the gear stage coupled to the transmission 150, and the gear ratio of the differential gear device 155. [ The gear ratio of the speed change stage and the gear ratio of the differential gear device 155 may be predetermined values.

That is, the output shift torque can be generated by the following equation (1).

OT = IT * TG * FG

TG denotes the gear ratio of the speed change stage, and FG denotes the gear ratio of the differential gear device 155. In the figure, OT denotes the output change speed torque, IT denotes the input change speed torque, TG denotes the gear ratio of the speed change stage,

The reference delta RPM is a value set prior to performing the joint control of the engine clutch 120, and may be set by a user or set through a predetermined algorithm (e.g., a program and a probability model).

The HCU 200 applies a coupling pressure to the engine clutch 120 when the transmission torque of the transmission 150 reaches the reference delta RPM. At this time, the shift torque is configured based on the input shift speed of the transmission 150 and the output shift speed, and may be a delta RPM which is the difference between the input shift speed and the output shift speed.

For this purpose, the HCU 200 may be embodied as one or more processors operating according to a set program, and the program may be programmed to perform each step included in the engine clutch control method according to an embodiment of the present invention And may include a series of commands. The engine clutch control method will be described in more detail with reference to FIG. 2 and FIG.

The same or similar functions as those of the conventional vehicle, which is a normal operation in the vehicle according to the present invention including the above-described functions, are performed. Therefore, detailed description thereof will be omitted.

Hereinafter, a method of controlling the engine clutch 120 of the hybrid vehicle according to an embodiment of the present invention will be described.

2 is a flowchart showing an engine clutch control method in a hybrid vehicle according to an embodiment of the present invention. The controller of the engine clutch control apparatus 100 of the hybrid vehicle according to the embodiment of the present invention described above with reference to FIG. 1 can be integrated or subdivided, May be the configuration of the engine clutch control apparatus 100 of the hybrid vehicle according to an embodiment of the present invention. Therefore, in the following description of the method for controlling the engine clutch 120 in the engine clutch control apparatus 100 for a hybrid vehicle according to the embodiment of the present invention, 100) will be mainly described.

Referring to FIG. 2, the engine clutch control apparatus 100 drives the vehicle when the starting is turned on at the driver's request (S210). Then, the engine clutch control apparatus 100 detects the vehicle state information. Such vehicle state information may include the vehicle speed of the hybrid vehicle, the speed change stage, the displacement of the accelerator pedal, the displacement of the brake pedal, the cooling water temperature, the engine speed, the throttle valve opening, the intake amount,

The engine clutch control apparatus 100 determines whether the engagement of the engine clutch 120 is requested (S220). At this time, the engine clutch control apparatus 100 can determine whether or not the engagement of the engine clutch 120 is requested based on the vehicle state information. For example, the engine clutch control apparatus 100 can connect the engine clutch 120 when switching to the HEV mode in the EV mode.

On the other hand, when the engagement of the engine clutch 120 is not requested, the engine clutch control apparatus 100 may return to step S220 to monitor the engagement request of the engine clutch 120. [

The engine clutch control apparatus 100 confirms the gear position of the transmission 150 when the engine clutch 120 is requested to be engaged (S230). That is, the engine clutch control apparatus 100 confirms the gear stage fastened to the transmission 150 when requesting the engagement of the engine clutch 120.

The engine clutch control apparatus 100 confirms the reference delta RPM and the holding time of the gear stage coupled to the transmission 150 (S240). Specifically, the engine clutch control apparatus 100 sets the reference delta RPM and the holding time for each of the plurality of shift stages included in the transmission 150. [ The reference delta RPM and the holding time may be set differently for each gear position. For example, the engine clutch control apparatus 100 can set the high-stage reference delta PRM 310 to be larger than the low-stage reference delta RPM 320 as shown in FIG. At this time, the engine RPM can be represented by reference numeral 330 in a single case as shown in FIG. 3, and as a reference numeral 340 in a case of a low case.

The reason why the retention time is set in the engine clutch control apparatus 100 is that when the engagement pressure is applied to the engine clutch 120 immediately after the shift torque reaches the reference delta RPM, the stability of the vehicle, such as a collision between components, . If this shift table is generated before step S220, the order is irrelevant.

The engine clutch control device 100 generates a shift table by matching the reference delta RPM and the holding time with each of the plurality of speed change stages.

The engine clutch control apparatus 100 extracts and confirms the reference delta RPM and the holding time matched to the gear range identified in step S230 in the shift table.

The engine clutch control apparatus 100 generates a delta RPM based on the shift torque (S250). That is, the engine clutch control apparatus 100 detects the input shift torque to the input shaft of the transmission 150 and detects the output shift torque to the output shaft of the transmission 150. [ The engine clutch control apparatus 100 generates a delta RPM for the difference between the input shift torque and the output shift torque.

The engine clutch control apparatus 100 determines whether the delta RPM is less than the reference delta RPM (S260). That is, the engine clutch control apparatus 100 determines that the engine clutch control apparatus 100 has reached the reference delta RPM.

On the other hand, if the delta RPM is less than the reference delta RPM, the engine clutch control apparatus 100 returns to step S250 and monitors the transmission torque of the transmission 150. [

The engine clutch control apparatus 100 maintains the delta RPM for the maintenance time when the delta RPM is equal to or greater than the reference delta RPM (S270). That is, when the delta RPM reaches the reference delta RPM, the engine clutch control apparatus 100 confirms the retention time extracted in step S240 and holds it for the retention time.

The engine clutch control apparatus 100 applies the engagement pressure to the engine clutch 120 after the holding time has elapsed (S280). That is, as shown in FIG. 3, the engine clutch control apparatus 100 can apply the engagement pressure to the engine clutch 120 faster than the case of the low end 360 when the high clutch 350 is engaged.

Accordingly, the engine clutch control apparatus 100 according to the present invention can improve the oscillation response because the timing of applying the pressure to the engine clutch 120 can be changed according to the speed change stage, The bonding time can be shortened.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It will be understood that the invention may be varied and varied without departing from the scope of the invention.

100: engine clutch control device of a hybrid vehicle
110: engine
115: HSG
130: drive motor
140: Battery
150: Transmission
160: ECU
170: MCU
180: TCU
190: Differential gear unit
200: HCU

Claims (12)

An engine and a drive motor which are power sources;
An engine clutch disposed between the engine and the drive motor for selectively connecting the engine and the drive motor;
A vehicle controller for controlling release or engagement of the engine clutch to implement a travel mode; And
A transmission that travels the hybrid vehicle based on a speed change ratio for an output torque that is summed and applied through the engine clutch according to the travel mode;
, ≪ / RTI &
The vehicle controller
Wherein the control device is configured to confirm a gear stage engaged with the transmission when the engine clutch is engaged, confirm a reference delta RPM for the gear stage, and when the transmission torque of the transmission reaches the reference delta RPM, Wherein the engine clutch control device is a hybrid vehicle. The method according to claim 1,
The vehicle controller
And when the engine clutch is engaged, checks the input shift torque and the output shift torque of the transmission, and when the delta RPM, which is the difference between the input shift torque and the output shift torque, reaches the reference delta RPM, Wherein the engine clutch control device is a hybrid vehicle. 3. The method of claim 2,
Wherein the output shifting torque is generated based on at least one of the input shift torque, the gear ratio of the gear stage coupled to the transmission, and the gear ratio of the differential gear device. The method according to claim 1,
The vehicle controller
A hybrid vehicle that applies a coupling pressure to the engine clutch after a lapse of the holding time when the transmission torque of the transmission reaches the reference delta RPM when the engine clutch is engaged, Of the engine clutch. The method according to claim 1,
The vehicle controller
And sets at least one of a reference delta RPM and a holding time for each of a plurality of gear positions included in the transmission. The method according to claim 1,
The vehicle controller
Wherein a reference delta RPM for a higher stage than a lower stage is set larger at a plurality of gear positions included in the transmission. Generating a shift table by setting a reference delta RPM for each of a plurality of shift stages included in the transmission;
Confirming a gear stage coupled to the transmission to engage an engine clutch located between the engine and the drive motor;
Confirming a reference delta RPM for the gear stage engaged in the transmission in the shift table; And
Applying a coupling pressure to the engine clutch when the transmission torque of the transmission reaches the reference delta RPM;
Wherein the engine control means controls the engine speed of the hybrid vehicle. 8. The method of claim 7,
The step of applying the engagement pressure to the engine clutch
Confirming an input shift speed and an output shift speed of the transmission;
Generating a delta RPM which is a difference between the input shift torque and the output shift torque; And
Applying a coupling pressure to the engine clutch when the delta RPM reaches a reference delta RPM;
Wherein the engine control means controls the engine speed of the hybrid vehicle. 8. The method of claim 7,
The step of generating the shift table
Setting a reference delta RPM and a holding time for each of the plurality of shift stages included in the transmission; And
Generating a shift table by matching a reference delta RPM and a holding time with each of the plurality of speed change stages;
Wherein the engine control means controls the engine speed of the hybrid vehicle. 10. The method of claim 9,
Wherein the step of verifying the reference delta RPM for the gear stage engaged in the transmission in the shift table
And confirming a reference delta RPM and a holding time matched to the gear stage engaged with the transmission in the shift table. 11. The method of claim 10,
The step of applying the engagement pressure to the engine clutch
Confirming an input shift speed and an output shift speed of the transmission;
Calculating a delta RPM which is a difference between the input shift torque and the output shift torque; And
Applying a coupling pressure to the engine clutch after the delta RPM reaches a reference delta RPM and after the hold time;
Wherein the engine control means controls the engine speed of the hybrid vehicle. 8. The method of claim 7,
The step of generating the shift table
And setting a reference delta RPM to a higher stage than a bottom stage at a plurality of gear stages included in the transmission.

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