HYBRID ELECTRIC VEHICLE AND DRIVING MODE CONTROL METHOD FOR THE SAME

Abstract

A hybrid electric vehicle and a driving mode control method are provided to prevent overheating of an electric motor. The hybrid electric vehicle is chargeable using external power. The method includes collecting forward driving information when a state of charge of a battery is equal to or greater than a first value and calculating a driving load for each section based on the forward driving information. A risk of overheating of an electric motor is predicted using the calculated driving load. The vehicle is driven in a first mode using drive power of an engine in a section in which the predicted risk of overheating is greater than a second value and in a second mode using drive power of the electric motor in a section in which the predicted risk of overheating is equal to or less than a preset value.

Claims

1. A mode-switching control method of a hybrid electric vehicle that is chargeable via external power, comprising: collecting, by a controller, forward driving information when a state-of-charge of a battery is equal to or greater than a first value; calculating, by the controller, a driving load for each section based on the forward driving information; predicting, by the controller, a risk of overheating of an electric motor using the calculated driving load; driving the vehicle, by the controller, in a first mode using drive power of an engine in a section in which the predicted risk of overheating is greater than a second value; and driving the vehicle, by the controller, in a second mode using drive power of the electric motor in a section in which the predicted risk of overheating is equal to or less than a preset value.

2. The method according to claim 1, wherein the first value corresponds to a criterion for compulsory switching from the second mode to the first mode.

3. The method according to claim 1, wherein the calculating of a driving load includes determining, by the controller, an average driving load for each section and a change in the average driving load.

4. The method according to claim 3, wherein the predicting of the risk of overheating is performed based on a cooling factor and a heating factor depending on the average driving load for each section, the change in the average driving load, continuous rating power of the electric motor, and a sectional distance.

5. The method according to claim 4, wherein the predicting of the risk of overheating is performed with reference to a table based on the cooling factor and the heating factor.

6. The method according to claim 4, wherein the cooling factor increases as the change in the average driving load increases, and the heating factor increases in proportion to a distance along which the average driving load is greater than the continuous rating power.

7. The method according to claim 3, wherein the forward driving information includes forward map information and traffic information.

8. The method according to claim 7, wherein the average driving load for each section includes a constant-speed driving load based on an average speed and a gradient, and the change in the average driving load includes a change in load due to a change in speed and acceleration and deceleration.

9. The method according to claim 1, wherein the first mode includes a charge-sustaining (CS) mode, and the second mode includes a charge-depleting (CD) mode.

10. A non-transitory computer readable recording medium in which a program for executing the mode-switching control method of the hybrid electric vehicle according to claim 1 is recorded.

11. A hybrid electric vehicle, comprising: an engine; an electric motor; a battery that is chargeable using external power and is chargeable and dischargeable by the electric motor; and a hybrid controller configured to: collect forward driving information when a state-of-charge of the battery is equal to or greater than a first value; calculate a driving load for each section based on the forward driving information; predict a risk of overheating of the electric motor using the calculated driving load; drive the vehicle in a first mode using drive power of the engine in a section in which the predicted risk of overheating is greater than a second value; and drive the vehicle in a second mode using drive power of the electric motor in a section in which the predicted risk of overheating is equal to or less than a preset value.

12. The hybrid electric vehicle according to claim 11, wherein the first value corresponds to a criterion for compulsory switching from the second mode to the first mode.

13. The hybrid electric vehicle according to claim 11, wherein the hybrid controller is configured to calculate the driving load for each section by determining an average driving load for each section and a change in the average driving load.

14. The hybrid electric vehicle according to claim 13, wherein the hybrid controller is configured to predict the risk of overheating based on a cooling factor and a heating factor depending on the average driving load for each section, the change in the average driving load, continuous rating power of the electric motor, and a sectional distance.

15. The hybrid electric vehicle according to claim 14, wherein the hybrid controller is configured to predict the risk of overheating with reference to a table based on the cooling factor and the heating factor.

16. The hybrid electric vehicle according to claim 14, wherein the cooling factor increases as the change in the average driving load increases, and the heating factor increases in proportion to a distance along which the average driving load is greater than the continuous rating power.

17. The hybrid electric vehicle according to claim 13, wherein the forward driving information includes forward map information and traffic information.

18. The hybrid electric vehicle according to claim 17, wherein the average driving load for each section includes a constant-speed driving load based on an average speed and a gradient, and the change in the average driving load includes a change in load due to a change in speed and acceleration and deceleration.

19. The hybrid electric vehicle according to claim 11, wherein the first mode includes a charge-sustaining (CS) mode, and the second mode comprises a charge-depleting (CD) mode.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate exemplary embodiment(s) of the invention and together with the description serve to explain the principle of the invention. In the drawings:

[0023] FIG. 1 illustrates an example in which a general plug-in hybrid electric vehicle performs switching between driving modes thereof according to the related art;

[0024] FIG. 2 is a view illustrating the energy efficiency characteristics of a powertrain of a general hybrid electric vehicle according to the related art;

[0025] FIG. 3 illustrates the exemplary relationship between the speed and the rating torque of an electric motor mounted in a general hybrid electric vehicle according to the related art;

[0026] FIG. 4 illustrates the exemplary implementation of general de-rating control according to the related art;

[0027] FIG. 5 illustrates an exemplary powertrain structure of a hybrid electric vehicle, to which exemplary embodiments of the present invention are applicable;

[0028] FIG. 6 is a block diagram of an exemplary control system of a hybrid electric vehicle, to which exemplary embodiments of the present invention are applicable;

[0029] FIG. 7 is a flowchart illustrating an exemplary driving mode control method according to an exemplary embodiment of the present invention;

[0030] FIG. 8 illustrates an exemplary algorithm for calculating the risk of de-rating according to an exemplary embodiment of the present invention;

[0031] FIG. 9 illustrates the exemplary principle of defining a table for the calculation of the risk of de-rating according to the exemplary embodiment of the present invention; and

[0032] FIGS. 10A-10B illustrate the exemplary calculation of the risk of de-rating for each situation according to the exemplary embodiment of the present invention.

DETAILED DESCRIPTION

[0033] It is understood that the term vehicle or vehicular or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.

[0034] Although exemplary embodiment is described as using a plurality of units to perform the exemplary process, it is understood that the exemplary processes may also be performed by one or plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.

[0035] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms a, an and the are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms comprises and/or comprising, when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term and/or includes any and all combinations of one or more of the associated listed items.

[0036] Unless specifically stated or obvious from context, as used herein, the term about is understood as within a range of normal tolerance in the art, for example within 2 standard deviations of the mean. About can be understood as within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the stated value. Unless otherwise clear from the context, all numerical values provided herein are modified by the term about.

[0037] Hereinafter, reference will now be made in detail to the exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings, to allow those skilled in the art to easily understand and reproduce the exemplary embodiments of the present invention. The present invention, however, are not limited to the exemplary embodiments disclosed hereinafter and may be embodied in many different forms. In the following description of the exemplary embodiments of the present invention, a detailed description of known functions or configurations incorporated herein will be omitted when it may make the subject matter of the disclosure rather unclear. In the entire specification, similar elements are denoted by similar reference numerals.

[0038] In the entire specification, when an element is referred to as including another element, the element should not be understood as excluding other elements so long as there is no special conflicting description, and the element may include at least one other element. In addition, throughout the specification, parts denoted by the same reference numerals refer to the same elements.

[0039] Prior to describing a mode-switching control method according to the embodiments of the present invention, the structure and the control system of a hybrid electric vehicle, to which the exemplary embodiments are applicable, will be described below with reference to FIGS. 5 and 6. FIG. 5 illustrates an exemplary powertrain structure of a hybrid electric vehicle to which the exemplary embodiments of the present invention are applicable.

[0040] Referring to FIG. 5, the powertrain of the hybrid electric vehicle is illustrated, which employs a parallel-type hybrid system in which an electric motor (or a driving motor) 140 and an engine clutch (EC) 130 are mounted between an internal combustion engine (ICE) 110 and a transmission 150. In such a vehicle, when a driver engages an accelerator pedal after starting, the motor 140 is first driven using power of a battery in the state in which the engine clutch 130 is opened, and power of the motor is transmitted through the transmission 150 and a final drive (FD) 160 to thereby move wheels (i.e. an EV mode). When the vehicle is gradually accelerated and requires greater drive power, an auxiliary motor (or a starter-generator motor) 120 may be operated to drive the engine 110.

[0041] Accordingly, when the rotational speeds of the engine 110 and the motor 140 become the same, the engine clutch 130 may be engaged and thus, both the engine 110 and the motor 140 may drive the vehicle or the engine 110 may drive the vehicle (i.e., transition from the EV mode to an HEV mode). When a preset engine-off condition, such as deceleration of the vehicle, is satisfied, the engine clutch 130 may be opened and the engine 110 may be stopped (i.e. transition from the HEV mode to the EV mode). In addition, the hybrid electric vehicle may charge the battery by converting the drive force of wheels into electricity during braking, and this is referred to as braking energy regeneration or regenerative braking.

[0042] The starter-generator motor 120 may be configured to operate as a starter motor when the engine is started, and as a generator motor during recovery of rotational energy of the engine after starting or turning off the engine. Therefore, the starter-generator motor 120 may be referred to as a hybrid starter generator (HSG), and may also be referred to as an auxiliary motor in some cases.

[0043] The mutual relationship between controllers in the vehicle to which the above-described powertrain is applied is illustrated in FIG. 6. FIG. 6 is a block diagram illustrating an exemplary control system of a hybrid electric vehicle to which the exemplary embodiments of the present invention are applicable.

[0044] Referring to FIG. 6, in the hybrid electric vehicle to which the exemplary embodiments of the present invention are applicable, the internal combustion engine 110 may be operated by an engine controller 210, the torques of the starter-generator motor 120 and the electric motor 140 may be adjusted by a motor control unit (MCU) 220, and the engine clutch 130 may be operated by a clutch controller 230. In particular, the engine controller 210 may be an engine management system (EMS). In addition, the transmission 150 may be operated by a transmission controller 250. In some cases, a controller for the starter-generator motor 120 and a controller for the electric motor 140 may be provided separately.

[0045] The respective controllers may be connected to a hybrid control unit (HCU) 240, which is a superordinate controller configured to execute an overall mode switching process, and provide information to the hybrid controller (HCU) 240 required for driving mode switching, information required for engine clutch operation upon gear shifting, and/or information required for engine stop under the control of the hybrid controller 240, or may perform an operation in response to a control signal.

[0046] More specifically, the hybrid controller 240 may be configured to determine whether to perform mode switching based on the driving state of the vehicle. For example, the hybrid controller 240 may be configured to determine the point in time at which the engine clutch 130 is opened, and perform hydraulic control (in the case of a wet EC) or torque capacity control (in the case of a dry EC) when the engine clutch 130 is opened. In addition, the hybrid controller 240 may be configured to determine the state of the engine clutch 130 (e.g., the lock-up state, the slip state, or the opened state), and adjust the point in time at which the engine 110 stops fuel injection.

[0047] In addition, the hybrid controller 240 may be configured to transfer a torque command for adjusting the torque of the starter-generator motor 120 to stop the engine to the motor controller 220 to control the recovery of rotational energy of the engine. The hybrid controller 240 may be configured to operate a subordinate controller for the determination of a mode-switching condition and the implementation of mode switching during adaptive mode-switching control according to the exemplary embodiments of the present invention, which will be described below.

[0048] It will become apparent to those skilled in the art that the connection relationships between the controllers and the functions and identification of the respective controllers described above are merely given by way of example, and moreover that the respective controllers are not limited by the names thereof. For example, the hybrid controller 240 may be realized such that the function thereof is replaced with and provided by any one of the other controllers excluding the hybrid controller 240 and such that the function thereof is distributed to and provided by two or more of the other controllers.

[0049] Hereinafter, based on the above-described vehicle structure, a more efficient mode-switching control method according to an exemplary embodiment of the present invention will be described. An exemplary embodiment of the present invention proposes that forward driving information may be acquired and a driving load may be determined based on the acquired driving information, and thus, driving mode switching may be performed based on the result of predicating the possibility of de-rating using the profile of the driving load.

[0050] FIG. 7 is a flowchart illustrating an exemplary driving mode control method according to an exemplary embodiment of the present invention. Respective processes illustrated in FIG. 7 may be assumed to be performed by the hybrid controller for the convenience of description, but are not limited thereto. In addition, in FIG. 7, a situation in which CD-mode driving is performed is assumed. It is to be noted that the following processes may be performed when the SOC of a battery is equal to or greater than a predetermined value (e.g. the criterion of compulsory switching to a CS mode), although CD-mode driving may not be necessarily performed.

[0051] Referring to FIG. 7, first, forward driving information may be collected (S710). According to an aspect of the present exemplary embodiment, forward driving information may be navigation information. In particular, navigation information may include at least one of the type of a road, the gradient of a road, an average vehicle speed, or the degree of congestion (real-time traffic information). In general, navigation information may be acquired by a navigation system, i.e. an audio/video/navigation (AVN) system, without being necessarily limited thereto. For example, navigation information may be acquired from a telematics center via a telematics modem, may be acquired via data center/server/cloud connection using a wireless communication module, may be acquired from other vehicles via vehicle-to-vehicle (V2V) communication, or may be acquired via various in-vehicle sensors (e.g. a vehicle speed sensor or an adaptive driver assistance system (ADAS) radar).

[0052] An example of such navigation information is illustrated in the following Table 1.

TABLE-US-00001 TABLE 1 Source Grasped Information Detailed map driving route (driver's destination setting or learning) Navigation road type, speed limit system gradient, turning radius/curvature front static event (e.g. speed camera, tollgate, crossroad, or IC) V2I traffic congestion (traffic volume, maximum/minimum/ average speed for each section) Telematics signal light information front dynamic event (e.g., accident, construction, or ice formation) V2V, Radar short-distance traffic state acquisition

[0053] When forward driving information is acquired, a driving load may be predicted for each section (S720). The prediction of the driving load may be performed in the manner illustrated in the following Table 2.

TABLE-US-00002 TABLE 2 Factor Content Required Main Information Calculation Example Average air resistance + gradient average speed, gradient LoadAvg = Load resistance + rolling (average speed is Load(vavg) = * resistance, etc. estimated from speed Cd* constant-speed driving limit, road type, traffic *A*vavg2 + load volume, etc.) m*g*sin + m * b *sign (vavg) Change in change in constant-speed maximum/minimum LoadVar = Load driving load by change in speed, average Load(vmax) speed, and change in load accelerated/decelerated Load(vmin) + m * by speed (estimated from (acc-dec) acceleration/deceleration signal light information, average acceleration/deceleration, road type, traffic volume, etc.) Operating correct average load and difference from average vavg = vavg + Propensity change thereof by speed, difference from vdrv, learning driver's driving average vmax = vmax + pattern from past driving accelerated/decelerated vmax, data speed (estimated from past vmin = vmin + (correct speed and driving data) vmin, accelerated/decelerated acc = acc + acc, speed used for dec = dec + dec calculation of average load and change thereof)

[0054] In Table 2, the respective values are defined as follows:Cd: air resistance coefficient, p: air density, A: entire vehicle projection area, V.sub.avg: average vehicle speed, m: vehicle mass, g: gravitational acceleration, 0: gradient, b: rolling resistance, v.sub.max: maximum speed, v.sub.min: minimum speed, acc: average accelerated speed, and dec: average decelerated speed; andv.sub.drv, v.sub.max, v.sub.min, acc, dec: driver's speed, accelerated/decelerated speed correction value.

[0055] When the driving load is predicted by the method illustrated in Table 2, de-rating prediction may be performed by comparing the predicted driving load with the capacity of cooling for the electric motor (S730). A detailed form of de-rating prediction will be described below with reference to FIGS. 8 to 10A-10B.

[0056] FIG. 8 illustrates an exemplary algorithm for calculating the risk of de-rating according to an exemplary embodiment of the present invention, FIG. 9 illustrates the exemplary principle of defining a table for the calculation of the risk of de-rating according to the exemplary embodiment, and FIGS. 10A-10B illustrate the exemplary calculation of the risk of de-rating for each situation.

[0057] First, as illustrated in FIG. 8, information regarding an average driving load, a change in driving load, continuous rating power, and a sectional distance may be considered for the calculation of the risk of de-rating. The average driving load and the change in driving load may be acquired by the method of Table 2 described above, and the continuous rating power may use a predetermined value for each vehicle. In addition, the sectional distance may refer to the length of a section that is determined based on a predetermined criterion for each category. The criterion of determining the section may be set in various ways by those skilled in the art, and thus, a detailed description will be omitted.

[0058] When calculating the risk of de-rating using the information illustrated in FIG. 8, a preset table may be referenced. For example, the table may be prepared by the principle of FIG. 9. Referring to FIG. 9, the risk of heating (i.e. the risk of de-rating) decreases as the cooling factor increases, and increases as the heating factor increases. Particularly, the cooling factor increases as the change in load increases and as the load decreases, and the heating factor increases in proportion to the distance along which a driving load greater than the continuous rating power continues.

[0059] For example, for the route illustrated in FIG. 10A, in a section #1, the maximum driving load is high, but there is a section in which cooling will be performed immediately after the maximum driving load, so that the section #1 shows a substantial change in load. On the other hand, in a section #2, the maximum driving load is relatively low, but a driving load greater than a continuous rating continues over a long distance. Therefore, the section #2 may have a greater risk of de-rating than the section #1. In another example, for the route illustrated in FIG. 10B, for the entire section, an average load exceeds a continuous rating, but a change in load is substantial and thus, a cooling section is present between high driving load sections. Thus, the risk of de-rating in the section may be minimal.

[0060] Referring back to FIG. 7, when the risk of de-rating for the section is calculated by the above-described method, is the calculated risk may be compared with a preset threshold (S740). When the risk of de-rating is greater than the preset threshold, switching to a CS mode may be performed (S750), and when the risk of de-rating is equal to or less than the preset threshold, CD-mode driving may continue (S760).

[0061] Through the above-described mode control method, in particular, the risk of de-rating due to overheating of a drive motor of an eco-friendly vehicle, more particularly, a PHEV may be reduced. With a reduction in the risk of de-rating, the loss of fuel efficiency due to limited regenerative braking or deterioration in EV-mode driving capability may be prevented and motor torque assistance capability may be maintained, which may result in enhanced power performance and operation performance In addition, HEV-mode driving may be induced under a high load condition, which may result in an increased AER.

[0062] The present invention described above may be implemented as a computer readable code in a recording medium in which a program is stored. A non-transitory computer readable medium includes all types of recording devices in which data that is readable by a computer system is stored. Examples of the non-transitory computer-readable medium include a hard disk drive (HDD), a solid state disk (SSD), silicon disk drive (SDD), a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device.

[0063] As is apparent from the above description, an eco-friendly vehicle according to at least one exemplary embodiment of the present invention having the above-described configuration may more efficiently perform mode-switching control. In particular, since mode switching may be performed by predicting a de-rating situation based on a driving environment, it may be possible to secure the maximum driving distance using an electric motor while preventing overheating of the electric motor. The effects to be accomplished by the present invention are not limited to the aforementioned effects, and other unmentioned effects will be clearly understood from the above description by those having ordinary skill in the art.

[0064] The above detailed description should not be construed as being limited in all terms, but should be considered to be exemplary. The scope of the present invention should be determined by the reasonable interpretation of the accompanying claims, and all changes that fall within the range equivalent to the present invention should be understood as belonging to the scope of the present invention.