KR102785161B1 - Hybrid vehicle and method of controlling speed limit for the same - Google Patents

Abstract

The present invention relates to a hybrid vehicle and a control method thereof for improving the performance of a battery in a low-temperature environment. The control method of a hybrid vehicle according to one embodiment of the present invention may include: a step of checking a temperature of a battery; a step of checking a state of charge (SOC) of the battery; a step of selecting one of a first shift mode corresponding to a reference shift map and a second shift mode corresponding to a shift map corrected so that a region of low motor efficiency occurs in at least a portion of the reference shift map based on the battery temperature and the state of charge; and a step of performing shifting according to a shift map applied to the selected mode.

Description

HYBRID VEHICLE AND METHOD OF CONTROLLING SPEED LIMIT FOR THE SAME

The present invention relates to a hybrid vehicle and a control method thereof, which can secure battery efficiency early and improve drivability in a low-temperature environment by actively selecting a gear according to the temperature of the battery.

A hybrid vehicle (HEV: Hybrid Electric Vehicle) is generally a vehicle that uses two power sources together, and the two power sources are mainly an engine and an electric motor. These hybrid vehicles can provide optimal output and torque depending on how the two power sources, consisting of an engine and a motor, are operated harmoniously.

Hybrid vehicles determine the required torque based on vehicle driving information, status information, environmental variables, etc. to increase the efficiency of the system, and determine the operating point with the best system efficiency as the optimal operating point among the operating point candidates that satisfy the required torque, and control the operation of the motor and engine according to the optimal operating point. Here, if the driver's requested torque is greater than the engine torque according to the optimal operating point, it is compensated with the motor output (motor driving torque), and if the driver's requested torque is small, the battery is charged with the motor's reverse torque (motor regenerative torque).

Meanwhile, since the motor of a hybrid vehicle uses a battery as an energy source, the driving performance depends on the condition of the battery. Since the internal chemical reaction of such a battery deteriorates in a low-temperature environment, the output is limited and the efficiency is reduced when the battery is used in a low-temperature environment. If the hybrid vehicle operates in EV mode with the battery efficiency reduced, the output of the drive motor is also limited, making it difficult to perform initial starting or kick-down shifting requests that require high output.

However, in the case of a typical engine vehicle, the engine efficiency can be lowered by controlling the engine's operating point by adjusting the engine's throttle valve or ignition timing, and the heat energy generated by the lowered efficiency can be used for heat generation. On the other hand, the motor of a hybrid vehicle is almost impossible to control the operating point, and since it uses a single gear ratio, it is impossible to change the operating point through gear shifting, making it impossible to generate heat energy through the drivetrain.

Therefore, when battery efficiency is reduced in a low-temperature environment, there are very limited ways to increase the temperature of the battery to normalize battery efficiency.

The present invention, which aims to solve the problems of the above-described background technology, aims to provide a hybrid vehicle and a control method thereof that can solve the problem of battery efficiency reduction in a low-temperature environment.

In particular, the present invention aims to provide a hybrid vehicle and a control method thereof capable of improving driving performance by actively selecting a low-efficiency gear of a motor so that the temperature of the battery can rise, thereby normalizing battery efficiency early in a low-temperature environment.

The technical problems to be achieved in the present invention are not limited to the technical problems mentioned above, and other technical problems not mentioned will be clearly understood by a person having ordinary skill in the technical field to which the present invention belongs from the description below.

In order to solve the above technical problems, a control method of a hybrid vehicle according to an embodiment of the present invention may include: a step of checking a temperature of a battery; a step of checking a state of charge (SOC) of the battery; a step of selecting one of a first shift mode corresponding to a reference shift map and a second shift mode corresponding to a shift map corrected so that a region of low motor efficiency occurs in at least a portion of the reference shift map based on the battery temperature and the state of charge; and a step of performing shifting according to a shift map applied to the selected mode.

In addition, a hybrid vehicle according to one embodiment of the present invention may include a first controller providing battery information including a temperature of the battery and a state of charge (SOC) of the battery; a second controller calculating a required torque amount; and a third controller selecting one of a first shift mode corresponding to a reference shift map and a second shift mode corresponding to a shift map corrected so that an area of low motor efficiency occurs in at least a portion of the reference shift map based on the battery temperature and the state of charge, and performing shifting according to the shift map applied to the selected mode.

A hybrid vehicle according to at least one embodiment of the present invention configured as described above can quickly improve the charging/discharging efficiency of a battery by correcting a gear map to drive in a gear with low motor efficiency to obtain heat energy to increase the temperature of the battery in a low-temperature environment.

In particular, by correcting the gear map so that the motor drives in a gear with low efficiency in the low-torque section and heat energy is generated, the battery performance can be normalized early, thereby improving driving performance during high-torque driving.

The effects obtainable from the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art to which the present invention belongs from the description below.

Figure 1 shows an example of a power train structure of a hybrid vehicle to which embodiments of the present invention can be applied.
FIG. 2 is a block diagram showing an example of a control system of a hybrid vehicle to which embodiments of the present invention can be applied.
FIG. 3 shows an example of a controller configuration for implementing a driving point control function of a hybrid vehicle according to an embodiment of the present invention.
FIG. 4 is a flowchart for explaining a method for correcting a shift map of a hybrid vehicle according to an embodiment of the present invention.
Figure 5 is a graph illustrating a correction factor set according to an embodiment of the present invention.
FIG. 6 is a diagram illustrating a reference shift map and a corrected shift map according to an embodiment of the present invention.
Figure 7 is a control flow diagram of a hybrid vehicle according to the first embodiment of the present invention.
Figure 8 is a control flow diagram of a hybrid vehicle according to the second embodiment of the present invention.

Hereinafter, with reference to the attached drawings, embodiments of the present invention will be described in detail so that those skilled in the art can easily practice the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein. In addition, in order to clearly describe the present invention in the drawings, parts that are not related to the description are omitted, and similar parts are assigned similar drawing reference numerals throughout the specification.

Throughout the specification, whenever a part is said to "include" a certain component, this does not mean that it excludes other components, but rather that it may include other components, unless otherwise specifically stated. Furthermore, parts designated by the same reference numerals throughout the specification refer to the same components.

In embodiments of the present invention, when the temperature of the battery is lower than the reference temperature, the reference shift map is corrected according to the amount of torque required and the amount of temperature required to normalize the battery. For example, in a low torque section, the reference shift map is corrected to drive in a gear with low motor efficiency, thereby generating heat energy. In this way, by driving according to a shift map with low motor efficiency, the temperature of the battery can be increased, thereby normalizing the battery condition.

Before explaining a method for changing an operating point according to an embodiment of the present invention, the structure and control system of a hybrid vehicle applicable to the embodiments will first be explained.

First, a hybrid vehicle structure to which embodiments of the present invention can be applied will be described with reference to Fig. 1. Fig. 1 shows an example of a power train structure of a hybrid vehicle to which embodiments of the present invention can be applied.

Referring to FIG. 1, a power train of a hybrid vehicle is illustrated that employs a parallel type hybrid system in which an electric motor (or drive motor, 140) and an engine clutch (EC: Engine Clutch, 130) are mounted between an internal combustion engine (ICE, 110) and a transmission (150).

In these vehicles, when the driver steps on the accelerator after starting, the engine clutch (130) is opened and the motor (140) is driven first using the power of the battery, and the power of the motor moves the wheels through the transmission (150) and the final drive (FD: Final Drive, 160) (i.e., EV mode). When the vehicle gradually accelerates and a greater driving force is required, the auxiliary motor (or, starter-generator motor, 120) may be operated to drive the engine (110).

Accordingly, when the rotation speeds of the engine (110) and the motor (140) become the same, the engine clutch (130) is engaged so that the engine (110) and the motor (140) drive the vehicle together, or the engine (110) drives the vehicle (i.e., transition from EV mode to HEV mode). When a preset engine-off condition, such as when the vehicle decelerates, is satisfied, the engine clutch (130) is opened and the engine (110) is stopped (i.e., transition from HEV mode to EV mode). In addition, in a hybrid vehicle, the driving force of the wheels can be converted into electric energy during braking to charge the battery, which is called braking energy regeneration, or regenerative braking.

The starter generator motor (120) functions as a starter motor when the engine is started, and operates as a generator when recovering the rotational energy of the engine after the engine is started or when the engine is turned off. Therefore, it can be called a “hybrid starter generator (HSG)” and, in some cases, it can also be called an “auxiliary motor.”

The interrelationship between controllers in a vehicle to which the above-described power train is applied is illustrated in Fig. 2.

FIG. 2 is a block diagram showing an example of a control system of a hybrid vehicle to which embodiments of the present invention can be applied.

Referring to FIG. 2, in a hybrid vehicle to which embodiments of the present invention can be applied, an internal combustion engine (110) is controlled by an engine controller (210), a starter/generator motor (120) and an electric motor (140) can have their torque controlled by a motor controller (MCU: Motor Control Unit, 220), and an engine clutch (130) can be controlled by a clutch controller (230). Here, the engine controller (210) is also called an engine control system (EMS: Engine Management System). In addition, a transmission (Transmission, 150) is controlled by a transmission controller (Transmission Control Unit, 250). In some cases, a controller for each of the starter/generator motor (120) and the electric motor (140) may be provided separately.

Each controller is connected to a hybrid controller (HCU: Hybrid Controller Unit, 240) that controls the entire mode switching process as its upper controller, and can provide the HCU (240) with information necessary for changing driving modes, controlling engine clutch during gear shifting, and/or controlling engine stop, or perform operations according to control signals, according to the control of the HCU (240).

More specifically, the HCU (240) determines whether to perform mode switching according to the driving state of the vehicle. For example, the HCU (240) determines the release (Open) timing of the engine clutch (130), and performs hydraulic pressure (in the case of wet EC) control or torque capacity control (in the case of dry EC) at the time of release. In addition, the HCU (240) can determine the status of the EC (Lock-up, Slip, Open, etc.) and control the fuel injection stop timing of the engine (110). In addition, the HCU (240) can control engine rotation energy recovery by transmitting a torque command to the motor controller (220) for controlling the torque of the starter-generator motor (120) for engine stop control. In addition, the HCU (240) can control the lower controller for judging and switching the mode switching conditions during the driving mode switching control.

Of course, it is obvious to those skilled in the art that the above-described control period connection relationship and the functions/divisions of each controller are exemplary and are not limited to the names. For example, the hybrid controller (240) may be implemented so that the corresponding function is provided by replacing it in any one of the other controllers, or the corresponding function may be provided by distributing it in two or more of the other controllers.

FIG. 3 shows an example of a controller configuration for implementing a driving point control function of a hybrid vehicle according to an embodiment of the present invention.

Referring to FIG. 3, an automobile to which embodiments of the present invention can be applied may include a BMS (Battery Management System, 260), a TCU (Transmission Control Unit, 250), and an HCU (Hybrid Control Unit: 240) that control battery-related functions.

The BMS (260) comprehensively detects information such as voltage, current, and temperature of the battery in which the power source is stored to manage and control the state of charge (SOC) of the battery, and controls the charge/discharge current of the battery to prevent over-discharging below the limit voltage or over-charging above the limit voltage. The BMS (260) may include a temperature detection unit (262) for measuring the temperature of the battery, an SOC detection unit (264) for detecting the SOC, and a temperature amount calculation unit (266) for calculating the difference between the current temperature of the battery and a preset target temperature. The temperature amount calculation unit (266) calculates the difference between the current battery temperature detected by the temperature detection unit (262) and the preset target temperature as a temperature amount. The preset target temperature may be set to a temperature at which the battery output can be maintained within a normal range.

A BMS (260) having such a configuration can transmit the current temperature of the battery detected by the temperature detection unit (262), the SOC detected by the SOC detection unit (264), and the temperature amount calculated by the temperature amount calculation unit (266) to the TCU (250).

The HCU (240) includes a demand torque determination unit (242). The demand torque determination unit (242) collects in real time vehicle driving information such as accelerator pedal operation (APS) and brake pedal operation (BPS) by a controller in the vehicle, vehicle status information such as gear, vehicle speed, engine speed (rpm), battery state of charge (SOC), and environmental variables such as roads, and determines the demand torque based on the collected information. This demand torque determination process is a known technology, and a detailed description thereof will be omitted in the present invention. The HCU (240) that determines the demand torque may be replaced with a configuration such as a vehicle control unit (VCU) that is in charge of overall control of an electric vehicle power train.

The TCU (250) can determine a gear by matching the APS value received from the HCU (240) and the current vehicle speed (V) to the currently set gear map. In an embodiment of the present invention, the TCU (250) can selectively perform a first gear mode corresponding to the reference gear map and a second gear mode (hereinafter, referred to as a low-temperature active gear mode) corresponding to the corrected gear map based on the battery temperature and SOC provided from the BMS (260).

The low-temperature active shift mode is a mode that actively controls the gear ratio so that the temperature of the battery can rise when it is determined that the environment is a low temperature environment where battery efficiency is reduced. The TCU (250) checks the current temperature and SOC of the battery to determine whether the low-temperature active shift mode can be entered, and when the low-temperature active shift mode is entered, the gear ratio map is corrected so that an area with low motor efficiency occurs in at least some area of the reference gear ratio map. The gear ratio map applied in the low-temperature active shift mode is corrected to drive in a gear ratio with low motor efficiency in order to raise the temperature of the battery to the target temperature. In this way, the heat energy generated by driving in a gear ratio with low motor efficiency can raise the temperature of the battery and normalize the battery in a low-temperature state.

To provide the above functions, the TCU (250) may include a mode selection unit (254), a correction value calculation unit (256), and a shift map correction unit (258) along with a reference shift map (252) set when driving in a normal state.

The reference shift map (252) can be applied in normal shift mode. The reference shift map (252) can be configured so that the HCU (240) can select the optimal operating points with the best system efficiency among the driving source operating points that satisfy the required torque amount under normal driving conditions.

The mode selection unit (254) can determine whether the low-temperature active shift mode can be selected based on the battery temperature and SOC provided by the BMS (260). The mode selection unit (254) determines whether the battery temperature is lower than a preset reference temperature. The reference temperature can be set to a temperature at which the efficiency of the battery decreases and begins to affect vehicle performance. If the battery temperature is lower than the reference temperature, the mode selection unit (254) determines whether the SOC is sufficient to perform the low-temperature active shift mode. If it is possible to check the required SOC according to the destination by using navigation, it can be determined whether a certain amount of extra SOC is secured by considering the required SOC up to the destination. If the destination is not set, it can be determined that entry into the low-temperature active shift mode is possible only when the current SOC status is Critical High (e.g., >80%) or High (e.g., >60%). As a result of the judgment of the mode selection unit (254), if it is determined that the temperature of the battery is lower than or equal to the reference temperature and the SOC is sufficient to perform the active shift mode, the low-temperature active shift mode is entered. Here, whether to enter the low-temperature active shift mode can be automatically switched when the conditions are met, or a UI (User Interface) can be provided so that the driver can directly select the low-temperature active shift mode. For example, a function can be provided to enable the automatic entry to be turned on/off on the center fascia display so that the driver cannot enter the low-temperature active shift mode if he or she does not want to do so. When entering the low-temperature active shift mode, it is also possible to provide a [low-temperature active shift mode (ASM: Active Shift Mode)] display on an information output means such as a cluster.

The correction value calculation unit (256) can calculate a correction value (A) based on the temperature amount provided from the BMS (260) and the demand torque amount provided from the HCU (240) so that the operating point moves to a point where the motor efficiency is lower. The correction value calculation unit (256) can calculate the correction value (A) by adding a first correction factor (a1) set according to the demand torque amount and a second correction factor (a2) set according to the temperature amount. The first correction factor (a1) can be preset according to the demand torque amount, and the second correction factor (a2) can be preset according to the temperature amount and stored in the memory within the system.

In the case of the low torque section, since it is easy to move to a point where the motor efficiency is low, a larger compensation value can be set in the low torque section. On the other hand, in the high torque section, since most of the torque is used for driving, the compensation value can be set small. Therefore, it is possible to change the gear map so that a low-efficiency gear is selected in the low torque driving section, thereby generating a lot of heat energy, and to drive so that the driving gets closer to the reference gear map pattern as the driving moves toward the high torque area. Accordingly, the first compensation factor (a1) set according to the required torque amount is set large in the low torque section and small in the high torque section.

The temperature value indicates the difference between the current temperature and the target temperature value. Therefore, the larger the temperature value, the more desirable it is to increase the temperature in a short period of time. Therefore, the larger the temperature value, the larger the second correction factor (a2) is set, and the closer it is to the target temperature, the smaller it is set.

Meanwhile, in the above explanation, the required torque amount and temperature amount are set as correction factors, but various calculation methods can be applied, such as adding more correction factors or setting weights between each correction factor.

The gear map correction unit (258) corrects the reference gear map (252) by applying a correction value (A). The corrected gear map selects a gear with low motor efficiency in the low-torque section and becomes closer to the pattern of the reference gear map as the vehicle drives in the high-torque area. As a result, a lot of heat energy is generated in the low-torque driving section, which quickly normalizes the low-temperature battery, thereby improving the driving performance during high-torque driving.

FIG. 4 is a flowchart for explaining a method for correcting a shift map of a hybrid vehicle according to an embodiment of the present invention, FIG. 5 is a graph exemplifying a correction factor set according to an embodiment of the present invention, and FIG. 6 is a drawing exemplifying a shift map corrected according to an embodiment of the present invention.

In an embodiment of the present invention, if the TCU (250) determines that the environment is a low temperature environment where battery efficiency is reduced, the TCU (250) may enter a low temperature active shift mode and then perform shifting by correcting the reference shift map (252).

Referring to Fig. 4, in order to determine whether conditions are suitable for entering the low-temperature active shift mode, the mode selection unit (254) of the TCU (250) checks whether the battery temperature is below a preset reference temperature (S110). Here, the reference temperature can be preset and stored.

If the battery temperature is below the reference temperature, the mode selection unit (254) checks the SOC (S112). Since the low-temperature active shift mode drives by selecting an operating point with low motor efficiency, a higher SOC is required compared to the normal shift mode.

When it is confirmed that a destination has been set (S114), the mode selection unit (254) can check whether an extra SOC is secured excluding the SOC required from the current SOC to the destination (S116). If an extra SOC is secured, entry into the low-temperature active shift mode is possible.

If a destination is not set (S118), the mode selection unit (254) can determine that entry into the low-temperature active shift mode is possible only when the current SOC status is Critical High (>80%) or High (>60%) (S120).

If the mode selection unit (254) determines that the battery temperature is below the reference temperature and the SOC is sufficient to perform the active shift mode, it is checked whether the low-temperature active shift mode is set to be used (S122). Whether to enter the low-temperature active shift mode can be automatically switched when the conditions are met, but the driver can also set whether to enter automatically.

When the use of the low-temperature active shift mode is confirmed, the compensation value calculation unit (256) calculates the compensation value (A) by adding the first compensation factor (a1) set according to the demand torque amount and the second compensation factor (a2) set according to the temperature amount (S124). Fig. 5 is a graph illustrating compensation factors set according to an embodiment of the present invention. As shown in Fig. 5, the first compensation factor (a1) may be set to be large in a low-torque section and small in a high-torque section. In other words, it is compensated to be larger so as to move from a low-torque driving section to a section with low efficiency. The second compensation factor (a2) is set to be larger as the temperature amount increases and is set to be smaller as it approaches the target temperature.

The gear map correction unit (258) applies a correction value (A) to the reference gear map (252) to correct it (S126). The corrected gear map changes the driving point from a low-torque section to a low-efficiency section, and the correction value decreases as the driving moves to a high-torque area, so that it approaches the pattern of the reference gear map. As a result, a lot of heat energy is generated in the low-torque driving section, which quickly improves the efficiency of the battery, and thus the driving performance can be improved during high-torque driving.

FIG. 6 is a diagram illustrating a reference shift map and a corrected shift map according to an embodiment of the present invention.

Referring to Fig. 6, the reference shift map is set to have a shift pattern such that the operating point with the highest system efficiency is selected among the operating point candidates that satisfy the required torque amount. This reference shift map can be selected as a default in a normal state.

According to an embodiment of the present invention, a corrected shift map can be corrected by reflecting a correction value (A) to a reference shift map. The correction value (A) is calculated based on a first correction factor (a1) set according to the required torque amount and a second correction factor (a2) set according to the temperature amount, so that a region where the motor efficiency is low occurs in at least a part of the reference shift map. The corrected shift map by this correction value (A) is more significantly corrected in a low torque section. As a result, even if the same APS value (P) is the same at the same initial speed, the vehicle drives in third gear in normal shift mode, but drives in first gear according to the corrected shift map.

The corrected gear map is corrected so that a gear with low efficiency is selected in the low-torque section, and the high-torque section is corrected to be close to the pattern of the reference gear map. As a result, a lot of heat energy is generated in the low-torque driving section, which quickly improves the efficiency of the battery, and thus improves driving performance during high-torque driving.

FIG. 7 is a control flow diagram of a hybrid vehicle according to the first embodiment of the present invention, exemplifying a case in which the vehicle automatically enters a low-temperature active shift mode when a mode conversion condition is confirmed.

Referring to Fig. 7, to determine whether conditions are suitable for entering the low-temperature active shift mode, the TCU (250) checks the battery temperature provided by the BMS (260) (S210).

The TCU (250) determines whether the battery temperature is below the preset reference temperature (S212).

As a result of the judgment, if the battery temperature is higher than the reference temperature, the normal shift mode is entered (S214). In the normal shift mode, shifting can be performed according to the reference shift map. On the other hand, if the battery temperature is determined to be lower than the reference temperature, the TCU (250) checks whether the SOC for mode switching is secured (S216). Here, if a destination is set in the information such as navigation, it can be checked whether an extra SOC is secured excluding the SOC required from the current SOC to the destination. If the destination is not set), it can be determined that the active shift mode can be entered if the current SOC status is High (e.g., >60%).

If SOC for mode switching is not secured, normal shift mode is entered (S214).

If the SOC for mode switching is secured, the low-temperature active shift mode is entered (S218). When the low-temperature active shift mode is entered, a correction value (A) is calculated based on a first correction factor (a1) set according to the required torque amount and a second correction factor (a2) set according to the temperature amount, and the correction value (A) is applied to the reference shift map to correct the shift map, and shifting can be performed according to the corrected shift map.

After entering the low-temperature active shift mode, the [low-temperature active shift mode (ASM: Active Shift Mode)] display is provided on the display such as the cluster (S220). Here, it is also possible to provide a menu on the center fascia display to enable turning the low-temperature active shift mode on/off, so that the driver can disable the low-temperature active shift mode.

FIG. 8 is a control flow diagram of a hybrid vehicle according to a second embodiment of the present invention, exemplifying a case where a driver selects whether to enter a low-temperature active shift mode when a mode switching condition is confirmed.

Referring to Fig. 8, to determine whether conditions are suitable for entering the low-temperature active shift mode, the TCU (250) checks the battery temperature provided by the BMS (260) (S310).

The TCU (250) determines whether the battery temperature is below the preset reference temperature (S312).

As a result of the judgment, if the battery temperature is higher than the reference temperature, the system enters normal shift mode (S214). In normal shift mode, shifting can be performed according to the reference shift map.

On the other hand, if the battery temperature is determined to be below the reference temperature, the TCU (250) checks whether the SOC for mode switching is secured (S316). Here, if a destination is set in information such as navigation, it can be checked whether an extra SOC is secured excluding the SOC required from the current SOC to the destination. If the destination is not set), it can be determined that active shift mode entry is possible if the current SOC status is High (e.g., >60%).

If SOC for mode switching is not secured, normal shift mode is entered (S314).

When the SOC for mode switching is secured, an interface for selecting a low-temperature active shift mode is provided to the driver (S318). For example, a menu for selecting on/off the low-temperature active shift mode can be provided on the center fascia display.

If the driver does not select active shift mode, the system enters normal shift mode (S314).

On the other hand, if the driver selects the active shift mode, the vehicle enters the low-temperature active shift mode (S320). When the low-temperature active shift mode is entered, a correction value (A) is calculated based on the first correction factor (a1) set according to the required torque amount and the second correction factor (a2) set according to the temperature amount, and the correction value (A) is applied to the reference shift map to correct the shift map, and shifting can be performed according to the corrected shift map.

After entering the low temperature active shift mode, the cluster provides a [low temperature active shift mode (ASM: Active Shift Mode)] indication (S322).

As described above, a hybrid vehicle related to at least one embodiment of the present invention can quickly improve the charging/discharging efficiency of a battery by correcting the shift map to drive in a gear with low motor efficiency to obtain heat energy to increase the temperature of the battery in a low-temperature environment. In particular, the driving performance during high-torque driving can be improved by changing the shift map in a low-torque range where it is easy for the motor to move to a point with low efficiency to generate heat energy.

The above-described present invention can be implemented as a computer-readable code on a medium in which a program is recorded. The computer-readable medium includes all kinds of recording devices that store data that can be read by a computer system. Examples of the computer-readable medium include a hard disk drive (HDD), a solid state disk (SSD), a silicon disk drive (SDD), a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

Accordingly, the above detailed description should not be construed as restrictive in all respects but should be considered as illustrative. The scope of the invention should be determined by a reasonable interpretation of the appended claims, and all changes coming within the equivalent scope of the invention are intended to be embraced therein.

Claims (19)

Step 1: Check the temperature of the battery;
A step for checking the state of charge (SOC) of the above battery;
A step of selecting one of a first shift mode corresponding to a reference shift map and a second shift mode corresponding to a shift map that is corrected so that a region of low motor efficiency occurs in at least a part of the reference shift map based on the battery temperature and state of charge; and
A step of performing gear shifting according to the gear shift map applied to the selected mode;
A method for controlling a hybrid vehicle including: In the first paragraph,
The above selection steps are:
A step of checking whether the above battery temperature is below the reference temperature;
If the temperature is lower than the reference temperature, a step for checking whether the state of charge of the battery is higher than the reference charge value; and
A step of selecting the second gear mode when the standard charge value is greater than or equal to the above;
A method for controlling a hybrid vehicle including: In the second paragraph
The step of checking whether the charge status of the above battery is greater than or equal to the standard charge value is as follows:
A control method for a hybrid vehicle, comprising a step of checking whether the remaining charge value excluding the charge amount required to reach a destination is equal to or greater than the reference charge value. In the third paragraph,
The above selection steps are:
A step for receiving a selection from the driver whether to change the mode when the second gear mode can be entered; and
A step of entering the second shift mode or the first shift mode according to the driver's selection;
A method for controlling a hybrid vehicle including: In the first paragraph,
When entering the above second gear mode,
A step of calculating a correction value based on the required torque amount and the temperature amount required to raise the temperature of the battery to the target temperature; and
A step of correcting by applying the correction value to the above standard gear map;
A method for controlling a hybrid vehicle further comprising: In paragraph 5,
The step of calculating the above correction value is:
A step of calculating the correction value by adding a first correction factor set according to the above-mentioned required torque amount and a second correction factor set according to the above-mentioned temperature amount;
A method for controlling a hybrid vehicle including: In Article 6,
The above first correction factor is set to a larger value as the required torque amount decreases.
A control method for a hybrid vehicle, wherein the second correction factor is set to a larger value as the temperature increases. In Article 6,
The above correction value is,
The above first correction factor is set to a larger value as the required torque amount decreases.
A control method for a hybrid vehicle, wherein the second correction factor is set to a larger value as the temperature increases. In the first paragraph,
A control method for a hybrid vehicle further comprising a step of indicating to a driver that the second shift mode has been entered. A computer-readable recording medium recording a program for executing a method for controlling a hybrid vehicle according to any one of claims 1 to 9. A first controller providing battery information including battery temperature and state of charge (SOC) of the battery;
a second controller for calculating the required torque; and
A third controller, based on the battery temperature and state of charge, selects one of a first shift mode corresponding to a reference shift map and a second shift mode corresponding to a shift map that is corrected so that an area of low motor efficiency occurs in at least a portion of the reference shift map, and performs shifting according to the shift map applied to the selected mode;
Hybrid vehicles including: In Article 11,
The third controller above,
A mode selection unit that checks whether the state of charge of the battery is equal to or higher than a reference charge value when the battery temperature is equal to or lower than a reference temperature, and selects the second shift mode when the state of charge of the battery is equal to or higher than the reference charge value;
Hybrid vehicles including: In Article 12
The above mode selection section is,
A hybrid vehicle that selects the second gear mode by checking whether the remaining charge value excluding the charge amount required to reach the destination is greater than the reference charge value. In Article 13,
The above mode selection section is,
A hybrid vehicle in which, when the second shift mode can be entered, the driver is asked to select whether to change the mode and the second shift mode is selected or the first shift mode is selected. In Article 11,
The third controller above,
When entering the second gear mode, a correction value calculation unit that calculates a correction value based on the required torque amount and the temperature amount required to raise the temperature of the battery to the target temperature; and
A gear map correction unit that corrects the above-mentioned reference gear map by applying the above-mentioned correction value;
Hybrid vehicles including: In Article 15,
The above correction value calculation section,
A hybrid vehicle that calculates the correction value by adding a first correction factor set according to the above-mentioned required torque amount and a second correction factor set according to the above-mentioned temperature amount. In Article 16,
The above first correction factor is set to a larger value as the required torque amount decreases.
A hybrid vehicle in which the second correction factor is set to a larger value as the temperature increases. In Article 16,
The above correction value is,
The above first correction factor is set to a larger value as the required torque amount decreases.
A hybrid vehicle in which the second correction factor is set to a larger value as the temperature increases. In Article 11,
A hybrid vehicle further comprising a step of indicating to a driver that the second shift mode has been entered.

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