Search

KR-102963619-B1 - Power distribution control method of hybrid vehicle

KR102963619B1KR 102963619 B1KR102963619 B1KR 102963619B1KR-102963619-B1

Abstract

The present invention relates to a power distribution control method for a hybrid vehicle, wherein a step of determining whether the vehicle is in an idle condition is performed, and if the vehicle is not in an idle condition (NO), a step of determining whether the vehicle is in a boost condition is performed, and if the vehicle is in an idle condition (YES), a step of determining whether the vehicle is in a heating condition is performed, and after the step of determining whether the vehicle is in a boost condition, a control step of maintaining torque is performed, and after the step of determining whether the vehicle is in a heating condition (NO), a step of dynamically controlling torque is performed, and if the vehicle is in a heating condition (YES), a step of maintaining boost and torque is performed.

Inventors

  • 김용하

Assignees

  • 주식회사 현대케피코

Dates

Publication Date
20260512
Application Date
20221228

Claims (20)

  1. In a power distribution control method for a hybrid vehicle, Performing a step to determine the children's condition, If the children are not in good condition (NO), perform a step to determine whether they are in boost condition; and If the children's condition is YES, perform the step of determining whether the heating condition is YES, but, The step of determining whether the above boost condition is active performs a control step for maintaining torque when the boost condition is not active (NO), and performs a step for determining whether the heating condition is active when the boost condition is active (YES). The step of determining the heating condition above performs a step of dynamically controlling torque when the heating condition is not (NO), and performs a step of maintaining boost and torque when the heating condition is (YES). A power distribution control method for a hybrid vehicle in which the ignition timing of the step of dynamically controlling the above torque is controlled and maintained at the maximum advance angle.
  2. In paragraph 1, The step of determining the condition of the children mentioned above is, Power distribution control method for a hybrid vehicle in a state where there is no torque requested by the driver.
  3. In paragraph 2, The step of determining the condition of the children mentioned above is, A power distribution control method for a hybrid vehicle that controls the engine's torque through PID control to maintain the engine's idle condition RPM.
  4. In paragraph 3, The step of determining the condition of the children mentioned above is, A power distribution control method for a hybrid vehicle that responds to torque fluctuations due to RPM changes depending on the vehicle type by controlling the engine's ignition angle or by the motor's torque value.
  5. In paragraph 1, The step of determining whether the above boost condition exists is, A power distribution control method for a hybrid vehicle that accelerates for a certain time (T) when all conditions are satisfied: change in APS > Thd1, APS > Thd2, and SOC > Thd3.
  6. In paragraph 5, The above Thd 1, 2, and 3 are power distribution control methods for a hybrid vehicle that vary by factors including at least the number of gears, RPM, vehicle speed, and drive mode.
  7. In paragraph 6, A power distribution control method for a hybrid vehicle, wherein the above-mentioned fixed time (T) varies by factors including at least required torque, rpm, and drive mode.
  8. In Paragraph 7, A power distribution control method for a hybrid vehicle in which a motor participates in torque increase to respond quickly to increased torque when the required torque increases.
  9. In paragraph 1, The step of determining whether the above heating condition is present is, A power distribution control method for a hybrid vehicle, which is a catalyst heating section for increasing catalyst temperature or a filter heating section for regenerating a gasoline particulate filter.
  10. In Paragraph 9, A power distribution control method for a hybrid vehicle that retards the ignition timing to heat a catalyst or a gasoline particulate filter by increasing the exhaust heat.
  11. delete
  12. delete
  13. delete
  14. delete
  15. In Paragraph 12, In the control step of maintaining the above torque, Target motor torque = motor required torque, and Target engine torque = Required torque - Motor required torque, Power distribution control method for hybrid vehicles.
  16. delete
  17. delete
  18. delete
  19. delete
  20. delete

Description

Power distribution control method of hybrid vehicle The present invention relates to a power distribution control method for a hybrid vehicle, and more specifically, to a power distribution control method for a hybrid vehicle that improves torque responsiveness and hybrid system operational efficiency by varying the engine and motor torque distribution strategies according to the situation. Generally, unlike conventional internal combustion engine vehicles, parallel hybrid electric vehicles (HEVs) satisfy the driver's acceleration demands through the power distribution between the engine and the motor. In order to increase the efficiency of the system, the hybrid vehicle operates the engine to follow the Optimal Operating Line (OOL) to maximize efficiency, and when the driver's demanded torque is greater than this, it compensates with the motor output (motor driving torque), and when the driver's demanded torque is smaller, it charges the battery with the motor's reverse torque (motor regenerative torque). At this time, the controller determines the required torque based on vehicle driving information, status information, and environmental variables collected from the vehicle, and among the candidate operating points that satisfy the required torque, determines the operating point with the best system efficiency as the optimal operating point, and controls the engine operation according to the optimal operating point. In addition, when the required torque is greater than the engine torque according to the optimal driving curve, the motor output compensates to meet the required torque (discharge), whereas when the required torque is less than the engine torque, the motor is operated as a generator by the excess output generated by the engine to charge the battery (charge). This is a strategy to maximize the efficiency of engines, which exhibit relatively rapid changes in efficiency depending on the operating point compared to motors. In this way, when selecting the optimal combination of operating points for the engine and motor based on system efficiency, during charging, an operating point capable of obtaining optimal system efficiency is selected based on the efficiency of the engine and the charging efficiency of the motor/battery. Similarly, even during discharge, an operating point is selected to obtain optimal system efficiency based on the engine efficiency and the discharge efficiency of the motor/battery. This method enables the achievement of optimal system efficiency by considering only charging efficiency during charging and only discharging efficiency during discharging. However, the excess output generated by the engine is not an output that can be transferred to the actual dynamometer to generate kinetic energy if only the actual charging efficiency is considered, but can only be converted back into kinetic energy by considering both the charging efficiency and the discharging efficiency. Similarly, regarding the battery output converted into kinetic energy in the motor through battery discharge, not only is discharge efficiency considered, but the charging efficiency when this output is initially stored in the battery must also be taken into account to accurately reflect the overall system efficiency. Korean Patent Registration No. 10-2359578 discloses a method for determining the optimal operating point of a hybrid vehicle. However, if the optimal operating point determined by considering only efficiency as disclosed in the prior art patent is used as is, it may be difficult to respond to torque in situations where the required torque changes dynamically, which may result in reduced drivability (acceleration responsiveness) and idle safety. Various embodiments of the present invention are described with reference to the drawings, wherein similar reference numbers are used to collectively refer to similar components. In the following embodiments, for illustrative purposes, a number of specific details are presented to provide a comprehensive understanding of one or more embodiments. However, it will be apparent that such embodiment(s) may be practiced without these specific details. Figure 1 is a diagram showing the arrangement structure of the engine and motor in a hybrid vehicle. FIG. 2 is a flowchart showing a first embodiment of a power distribution control method for a hybrid vehicle according to an embodiment of the present invention. FIG. 3 is a flowchart showing a second embodiment of a power distribution control method for a hybrid vehicle according to an embodiment of the present invention. The advantages and features of the present invention and the methods for achieving them will become clear by referring to the embodiments described below in detail together with the accompanying drawings. However, the present invention is not limited to the embodiments disclosed below but may be implemented in various different forms. These embodiments are provided merely to ensure that the disc