KR101703609B1 - Apparatus and method for driving mode control of vehicle - Google Patents

Abstract

The present invention relates to an apparatus and method for controlling a traveling mode of a vehicle.
An apparatus for controlling a running mode of a vehicle includes a required torque obtaining section for obtaining a first required torque according to an operation of a driver, an event detecting section for detecting a rapid acceleration event based on an increase amount of the first required torque, A required torque correcting part for entering the correcting mode and correcting the first required torque when it enters the correcting mode to obtain a second required torque; And a traveling mode control unit for controlling the traveling mode.

Description

TECHNICAL FIELD [0001] The present invention relates to an apparatus and a method for controlling a traveling mode of a vehicle,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to an apparatus and method for controlling a traveling mode of a vehicle, and more particularly, to an apparatus and method for controlling a traveling mode of a hybrid vehicle.

A hybrid vehicle represents a vehicle that drives two or more different power sources efficiently in combination. Generally, a hybrid vehicle uses a motor having a relatively low-speed torque characteristic as a main power source at a low speed and an engine having a relatively high-speed torque characteristic at a high speed as a main power source. As a result, the hybrid vehicle has an effect of improving the fuel economy and reducing the exhaust gas by stopping the engine using the fossil fuel in the low speed section and using the motor as the main power source.

The hybrid vehicle includes an EV mode (electric vehicle mode), which is a pure electric vehicle mode using only the power of the motor, a hybrid electric vehicle mode (HEV mode), which uses the rotational power of the engine as the main power and the rotational power of the motor as auxiliary power, A regenerative braking mode, which is a regenerative braking mode in which braking and inertia energy are recovered through power generation of the motor and charged to the battery when the vehicle is driven by braking or inertia, and the like.

The hybrid vehicle is switched from the EV mode to the HEV mode or from the HEV mode to the EV mode according to the driver's requested torque. On the other hand, an unnecessary mode transition may occur in an interval of high uncertainty of the driver's demand torque, such as a rapid acceleration situation, irrespective of the driving intention of the driver. Such unnecessary mode transition causes a decrease in fuel efficiency of the vehicle.

An object of the present invention is to provide a traveling mode control apparatus and method which improves fuel economy by minimizing unnecessary mode transitions of a hybrid vehicle.

In order to achieve the above object, according to an embodiment of the present invention, there is provided an apparatus for controlling a running mode of a vehicle, comprising: a required torque obtaining unit for obtaining a first required torque according to an operation of a driver; A required torque correcting unit for entering a correcting mode when the rapid acceleration event is detected and correcting the first required torque when it enters the correcting mode to obtain a second required torque, And a traveling mode control unit for controlling the traveling mode of the vehicle on the basis of the second required torque upon entering the mode.

A method of controlling a traveling mode of a vehicle according to an embodiment of the present invention includes the steps of obtaining a first required torque according to an operation of a driver, detecting a rapid acceleration event based on an increase amount of the first required torque, When the vehicle is in the correction mode, acquiring a second required torque reduced from the first required torque as the vehicle enters the correction mode, and calculating a driving mode of the vehicle based on the second required torque And controlling the operation of the display device.

According to embodiments of the present invention, unnecessary mode transitions can be minimized to improve fuel economy. In addition, fuel consumption expenditure in a rapid acceleration situation is minimized, so that fuel efficiency variation among drivers can be reduced.

1 is a schematic block diagram of a hybrid vehicle that performs a traveling mode control method according to an embodiment of the present invention.
2 is a schematic view showing a driving mode control apparatus according to an embodiment of the present invention.
3 is a diagram for explaining a method of calculating a demanded torque in a traveling mode control apparatus according to an embodiment of the present invention.
4 and 5 are diagrams for explaining a required torque correction method in the traveling mode control apparatus according to an embodiment of the present invention.
6 is a flowchart schematically illustrating a driving mode control method of a traveling mode control apparatus according to an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the embodiments of the present invention, portions that are not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when a component is referred to as "comprising ", it does not exclude other components in a direction that satisfies the driving force of the vehicle and the efficient operating point of the engine unless specifically stated otherwise. It can be included.

Hereinafter, an apparatus and method for controlling a traveling mode of a hybrid vehicle according to an embodiment of the present invention will be described with reference to necessary drawings.

1 is a schematic block diagram of a hybrid vehicle that performs a traveling mode control method according to an embodiment of the present invention.

FIG. 1 shows an example of a rear wheel drive hybrid vehicle equipped with a dual clutch transmission (DCT). However, FIG. 1 is for illustrating an embodiment of the present invention, and the technical idea of the present invention is not limited thereto. The technical idea of the present invention is applicable to all kinds of hybrid vehicles in which the engine and the motor are implemented so as to have separately separated power transmission paths.

1, a hybrid vehicle according to an embodiment of the present invention includes an engine 10, a motor 20, a transmission 30, a battery 40, a starter generator 50, wheels 61 and 62, And the like.

The engine 10 generates power by burning fuel.

The motor 20 can act as a generator during braking to provide a driving force for driving the wheel 62. [ The electric energy generated by the motor 20 can be stored in the battery 40. [

When the transmission 30 is implemented as a dual engine clutch transmission including a plurality of engine clutches (not shown), it is connected to the engine 10 to change the power generated by the engine 10 to a required rotational force according to the speed, ).

The starter generator 50 may start the engine 10 or perform the function of assisting the engine 10 with power. The starter generator 50 includes an integrated starter & generator (ISG) or a hybrid starter & generator (HSG).

The hybrid vehicle according to an embodiment of the present invention includes a hybrid control unit (HCU) 200, an engine control unit (ECU) 110, a motor control unit (MCU) 120, a transmission control unit (TCU) 130, a battery control unit 140, and the like.

The hybrid controller 200 is a top-level controller that integrally controls lower-level controllers connected to the network, and collects and analyzes information of the lower-level controllers to control the overall operation of the hybrid vehicle.

The engine controller 110 can control the overall operation of the engine 10 in conjunction with the HCU 200 connected to the network.

The motor controller 120 can control the overall operation of the motor 20 in conjunction with the HCU 200 connected to the network.

The transmission controller 130 controls the electric actuator or the hydraulic actuator provided in the transmission 30 under the control of the HCU 200 connected to the network to control the gear engagement of the target speed change stage. That is, the transmission controller 130 can control the intermittence of the power generated by the engine 10 by controlling the plurality of engine clutches constituting the transmission 30 through the actuators.

The battery controller 140 manages and controls the state of charge (SOC) of the battery 40 by detecting the information such as the voltage, current, and temperature of the battery 40 and controls the amount of charge and discharge of the battery 40, Do not overcharge to below voltage or overcharge to above threshold voltage.

The hybrid vehicle of the above-described structure includes an EV mode (electric vehicle mode), which is a pure electric vehicle mode using only the power of the motor 20, Which is a regenerative braking mode for charging the battery 40 by recovering the braking and inertia energy through the electric power generation of the motor 20 when the vehicle is braked or running due to inertia and the HEV mode (hybrid electric vehicle mode) A regenerative braking mode, and the like.

The hybrid vehicle of the above structure includes a traveling mode control device (refer to reference numeral 300 in FIG. 2 to be described later), and can control the traveling mode of the vehicle in accordance with the demanded torque of the driver through the traveling mode control device.

Meanwhile, according to one embodiment of the present invention, the driving mode control device 300 may be included in at least one controller 110, 120, 130, 140, 200 constituting the hybrid vehicle. For example, the traveling mode control device 300 may be included in the hybrid controller 200.

Hereinafter, a driving mode control apparatus according to an embodiment of the present invention will be described in detail with reference to FIG. 2 and FIG.

2 is a schematic view showing a driving mode control apparatus according to an embodiment of the present invention. 3 is a view for explaining a method of calculating the required torque in the traveling mode control device according to the embodiment of the present invention. 4 and 5 are diagrams for explaining a required torque correction method in the traveling mode control apparatus according to an embodiment of the present invention.

2, the traveling mode control apparatus 300 according to an embodiment of the present invention includes a required torque obtaining unit 310, an event detecting unit 320, a required torque correcting unit 330, a traveling mode controlling unit 340, And the like.

The required torque obtaining unit 310 calculates the required torque of the driver.

The required torque obtaining section 310 can calculate the required torque according to the operation of the driver on the basis of the operation state of the accelerator pedal, the vehicle speed, the operation state of the brake pedal, the present gear stage, and the like.

The accelerator pedal operation state indicates the degree to which the accelerator pedal is depressed by the driver's accelerator pedal operation, and corresponds to the APS signal output from the accelerator pedal position sensor (APS).

The brake pedal operation state indicates the on / off state of the brake pedal along the driver's brake pedal pad, and corresponds to the BPS signal output from the brake pedal position sensor (BPS).

The vehicle speed represents the rotation speed of the engine and can be detected through an engine speed sensor.

The gear position indicates the present gear position.

Referring to FIG. 3, the required torque obtaining section 310 includes an APS scale map 311 for each road mode and a wheel maximum torque map 312.

The APS scale map 311 for each road mode detects the current road mode based on the gear stage, the APS signal and the vehicle speed, and outputs the APS scale corresponding to the current road mode.

When the gear position, the BPS signal, and the vehicle speed are inputted, the wheel maximum torque map 312 outputs the corresponding wheel maximum torque.

The required torque obtaining section 310 calculates the required torque by multiplying the maximum wheel torque outputted from the wheel maximum torque map 312 by the APS scale outputted from the APS scale map 311 for each road mode.

Referring again to FIG. 2, the event detecting unit 320 analyzes a demand torque output from the required torque obtaining unit 310 to detect a rapid acceleration event. The event detection unit 320 determines that a rapid acceleration event has occurred when the increase amount of the required torque in the predetermined time interval is equal to or greater than the preset reference increase amount.

Referring to FIG. 4, the event detector 320 continuously samples the required torque output from the required torque obtaining unit 310, and calculates a required torque variation amount in each time interval. If the required torque continuously increases during the predetermined time interval TI and the required torque increase amount is equal to or greater than the predetermined reference increase amount, it is determined that a rapid acceleration event has occurred.

2, when a rapid acceleration event is detected by the event detecting unit 320, the required torque correcting unit 330 corrects the required torque output from the required torque obtaining unit 310, And outputs it to the traveling mode control unit 340. That is, when the target torque obtaining section 310 enters the required torque correction mode, the required torque output from the required torque obtaining section 310 is reduced to a predetermined ratio such that the required torque falls below the predetermined running mode transition reference value, And outputs it to the mode control unit 340. The reduction ratio of the required torque can be adjusted based on the gradient, the APS signal, the APS signal variation, and the like.

Referring to FIG. 4, a rapid acceleration event is detected by the event detection unit 320 at a time t11. Thus, the required torque correcting section 330 enters the required torque correcting mode, and reduces the required torque output from the required torque obtaining section 310 at a predetermined ratio and outputs the reduced torque.

When the required torque output from the required torque obtaining section 310 satisfies the predetermined correction mode releasing condition, the required torque correcting section 330 cancels the required torque correcting mode and stops the correction to the required torque.

The required torque correction section 330 can release the required torque correction mode when the required torque corrected by the required torque correction section 330 has converged to the required torque acquired through the required torque acquisition section 310. [ That is, when the difference between the required torque obtained through the required torque obtaining section 310 and the required torque corrected by the required torque correcting section 330 is less than a predetermined threshold value, the required torque correcting section 330 sets the required torque correcting mode Can be released. Referring to FIG. 4, the required torque correcting unit 330 decreases the required torque output from the required torque obtaining unit 310 at a predetermined ratio and outputs the required torque as the input torque correction mode is entered at the time t11. Thereafter, the required torque correcting unit 330 continuously calculates the difference between the required torque obtained through the required torque obtaining unit 310 and the required torque corrected by the required torque correcting unit 330. [ Then, at the time t14, the required torque correction mode is canceled as the difference between the required torque obtained through the required torque obtaining section 310 and the required torque corrected by the required torque correcting section 330 becomes equal to or less than the preset threshold value . Accordingly, the required torque output from the required torque obtaining unit 310 after time t14 is transmitted to the running mode control unit 340 without correction.

The required torque correcting unit 330 can release the required torque correcting mode when the required torque acquired through the required torque obtaining unit 310 is equal to or larger than the predetermined correcting mode canceling reference value. Referring to FIG. 5, the required torque correcting unit 330 decreases the required torque output from the required torque obtaining unit 310 at a predetermined ratio and outputs the required torque as the inputting of the required torque correction mode at time t21. Thereafter, the required torque output from the required torque obtaining section 310 is compared with a predetermined correction mode canceling reference value, and as the demand torque output from the required torque obtaining section 310 becomes equal to or larger than the correction mode cancel reference value at time t22, Release torque correction mode. Accordingly, the required torque output from the required torque obtaining unit 310 after time t22 is transmitted to the running mode control unit 340 without correction.

2, the travel mode control unit 340 receives the requested torque from the required torque correction unit 330. [ The requested torque output from the required torque correction section 330 in the state where the requested torque correction mode is entered may be the corrected desired torque. On the other hand, the requested torque outputted from the required torque correcting section 330 in the state in which the required torque correcting mode is released may be the required torque outputted from the required torque obtaining section 310 without correction.

The running mode control unit 340 analyzes the required torque received from the required torque correcting unit 330 and controls the running mode of the vehicle.

The traveling mode control unit 340 can switch the traveling mode to the HEV mode if the demand torque output from the required torque correction unit 330 is equal to or greater than the predetermined traveling mode transition reference value in the current traveling mode being the EV mode. In a state in which the current driving mode is the HEV mode, the traveling mode control unit 340 switches the traveling mode to the EV mode when the required torque output from the required torque correction unit 330 becomes smaller than the predetermined traveling mode transition reference value .

In one embodiment of the present invention, when a rapid acceleration event based on the required torque is detected, the required torque is corrected to be equal to or less than the running mode transition reference value. Thus, it is possible to prevent the traveling mode from being unnecessarily switched to the HEV mode even if the required torque rapidly increases due to rapid acceleration of the driver, thereby improving fuel economy.

Referring to Fig. 4, when the running mode is controlled based on the required torque before correction, the required torque at the time t12 becomes larger than the running mode transition reference value due to the uncertain demand torque overshoot that occurs immediately after the rapid acceleration of the driver. Accordingly, the traveling mode of the vehicle is switched from the EV mode to the HEV mode at the time t12. Thereafter, at time t13, the demanded torque is again lowered to the traveling mode transition reference value or less, and at time t13, the traveling mode of the vehicle is switched from the HEV mode to the EV mode. In this way, when the running mode is controlled based on the required torque before correction, the vehicle is driven by the engine 10 to travel in the HEV mode for a short time from the time t12 to the time t13 due to the required torque overshoot that occurs immediately after the rapid acceleration of the driver. And consumes fuel.

On the other hand, when applying the traveling mode control apparatus 10 according to an embodiment of the present invention, the uncertain demand torque overshoot that occurs immediately after the driver's rapid acceleration is equal to or less than the traveling mode transition reference value . Thereby, the vehicle does not need to switch the traveling mode to the HEV mode due to the uncertain demand torque overshoot that occurs immediately after the rapid acceleration of the driver, thereby preventing the unnecessary switching of the HEV mode that occurs immediately after the rapid acceleration, thereby improving the fuel economy .

6 is a flowchart schematically illustrating a driving mode control method of a traveling mode control apparatus according to an embodiment of the present invention.

Referring to FIG. 6, the driving mode control device 300 according to an embodiment of the present invention acquires the required torque corresponding to the driver's will through the required torque obtaining unit 310 (S100).

In step S100, the required torque obtaining section 310 can calculate the required torque according to the operation of the driver based on the accelerator pedal operation state, the vehicle speed, the brake pedal operation state, the current gear stage, and the like.

In step S101, the driving mode control device 300 detects a rapid acceleration event by analyzing the required torque acquired through the required torque obtaining unit 310 in step S100.

In step S101, the travel mode control device 300 determines that a rapid acceleration event has occurred when the increase amount of the required torque for a predetermined time is equal to or greater than a predetermined reference increase amount.

If the rapid acceleration event is detected in step S101, the travel mode control device 300 enters the required torque correction mode (S102). Further, as the engine enters the required torque correction mode, it corrects the required torque acquired through the required torque obtaining section 310 and outputs it (S103).

In step S103, the driving mode control device 300 decreases the required torque output from the required torque obtaining unit 310 by a predetermined ratio so that the required torque falls below the predetermined traveling mode transition reference value. Here, the reduction ratio of the required torque can be adjusted based on the gradient, the APS signal, the APS signal fluctuation amount, and the like.

The driving mode control device 300 controls the driving mode based on the corrected required torque as the required torque is corrected through step S103 (S104).

As the traveling mode control device 300 enters the required torque correction mode, it continuously determines whether the required torque correction mode release condition is satisfied to release the required torque correction mode (S105).

In step S105, the running mode control device 300 determines that the required torque correction mode cancellation condition is satisfied when the required torque corrected through step S103 converges to the required torque output from the required torque obtaining unit 310 .

If the required torque obtained through the required torque obtaining section 310 is equal to or greater than the predetermined correction mode cancel reference value in the state where the driving mode control device 300 enters the required torque correction mode in step S105, It can be determined that the mode release condition is satisfied.

If it is determined in step S105 that the requested torque correction mode cancellation condition is not satisfied, the traveling mode control device 300 maintains the required torque correction mode. That is, the traveling mode control device 300 continuously acquires and corrects the required torque through the required torque obtaining section 310 (S106, S103), and performs the traveling mode control based on the corrected required torque (S104).

On the other hand, if the requested torque correction mode release condition is satisfied in step S105, the travel mode control device 300 cancels the required torque correction mode (S107). Accordingly, the running mode control device 300 uses the required torque acquired through the required torque obtaining section 310 for the running mode control without correction (S108).

If the rapid acceleration event is not detected in step S101, the driving mode control device 300 uses the required torque obtained through the required torque obtaining part 310 for the driving mode control without correction (step S108) .

As described above, the driving mode control method according to the embodiment of the present invention can prevent unnecessary HEV mode switching by correcting the uncertain demand torque overshoot that occurs immediately after the driver's rapid acceleration. Thus, unnecessary driving of the engine can be prevented and the fuel consumption can be improved. Also, fuel efficiency can be improved by preventing the driver from wasting fuel consumption due to rapid acceleration habit.

The driving mode control method according to the embodiment of the present invention can be executed through software. When executed in software, the constituent means of the present invention are code segments that perform the necessary tasks. The program or code segments may be stored on a processor read functional medium or transmitted by a computer data signal coupled with a carrier wave in a transmission medium or a communication network.

A computer-readable recording medium includes all kinds of recording apparatuses in which data that can be read by a computer system is stored. Examples of the computer-readable recording device include ROM, RAM, CD-ROM, DVD-ROM, DVD-RAM, magnetic tape, floppy disk, hard disk and optical data storage device. Also, the computer-readable recording medium may be distributed over a network-connected computer device so that computer-readable code can be stored and executed in a distributed manner.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are illustrative and explanatory only and are intended to be illustrative of the invention and are not to be construed as limiting the scope of the invention as defined by the appended claims. It is not. Therefore, those skilled in the art can readily select and substitute it. Those skilled in the art will also appreciate that some of the components described herein can be omitted without degrading performance or adding components to improve performance. In addition, those skilled in the art may change the order of the method steps described herein depending on the process environment or equipment. Therefore, the scope of the present invention should be determined by the appended claims and equivalents thereof, not by the embodiments described.

Claims (17)

A required torque obtaining section for obtaining a first required torque according to an operation of a driver,
An event detector for detecting a rapid acceleration event based on an increase amount of the first required torque,
A required torque correcting unit for entering a correction mode when the rapid acceleration event is detected and correcting the first required torque when it enters the correction mode to obtain a second required torque;
A traveling mode control section for controlling the traveling mode of the vehicle on the basis of the second required torque,
And a control unit for controlling the drive mode of the vehicle.
The method according to claim 1,
Wherein the required torque correction section reduces the first required torque to a predetermined driving mode transition reference value or less to obtain the second required torque.
The method according to claim 1,
Wherein the required torque correction section releases the correction mode when the difference between the first and second required torques is equal to or less than a predetermined threshold value.
The method according to claim 1,
Wherein the required torque correction unit comprises:
And releases the correction mode when the first required torque is equal to or greater than a predetermined release reference value.
The method according to claim 3 or 4,
Wherein the running mode control unit controls the running mode based on the first required torque when the correction mode is released.
6. The method of claim 5,
If the first required torque is greater than a predetermined driving mode transition reference value while the current driving mode is the electric vehicle mode, the traveling mode control unit may switch the traveling mode to the HEV mode (hybrid electric vehicle mode) Mode control device.
The method according to claim 1,
Wherein the required torque obtaining section obtains the first required torque based on at least one of an accelerator pedal operation state, a vehicle speed, a brake pedal operation state, and a current gear stage.
The method according to claim 1,
Wherein the event detection unit determines that the event is a rapid acceleration event if the increase amount of the first required torque during a predetermined time is equal to or greater than a predetermined threshold value.
A method of controlling a traveling mode of a vehicle,
Obtaining a first required torque according to an operation of a driver,
Detecting a rapid acceleration event based on an increase amount of the first required torque,
Entering a correction mode when the rapid acceleration event is detected,
Obtaining a second desired torque reduced from the first required torque as it enters the correction mode, and
Controlling the traveling mode of the vehicle based on the second required torque
/ RTI >
10. The method of claim 9,
Wherein the step of acquiring the second required torque comprises:
And decreasing the first required torque to a value less than or equal to a predetermined driving mode transition reference value to obtain the second required torque.
10. The method of claim 9,
And canceling the correction mode if the difference between the first and second required torques is below a predetermined threshold value.
10. The method of claim 9,
And canceling the correction mode if the first required torque is equal to or greater than a predetermined release reference value.
10. The method of claim 9,
Releasing the correction mode, and
And when the correction mode is released, controlling the traveling mode based on the first required torque.
14. The method of claim 13,
Wherein the step of controlling the running mode based on the first required torque includes:
And switching the driving mode to a hybrid electric vehicle mode if the first required torque is greater than a predetermined driving mode transition reference value while the current driving mode is the EV mode (electric vehicle mode) Control method.
10. The method of claim 9,
Wherein the step of acquiring the first required torque comprises:
Obtaining the first required torque based on at least one of an accelerator pedal operation state, a vehicle speed, a brake pedal operation state, and a current gear stage.
10. The method of claim 9,
Wherein the detecting comprises:
And determining that the event is a rapid acceleration event if the increase amount of the first required torque during a predetermined time is equal to or greater than a threshold value.
17. A program stored in a recording medium for executing the method of any one of claims 9 to 16.

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