Motor torque control device and method for hybrid vehicle and hybrid vehicle

Abstract

The present invention relates to a motor torque control device and a motor torque control method for a hybrid vehicle and a hybrid vehicle including the device, wherein the motor torque control device for a hybrid vehicle comprises: a calculator for calculating a model speed, a control model speed, an anti-shudder torque and an anti-shudder torque control factor of a motor; and a controller for controlling the calculator. When the LFU is shifting, the controller controls the motor speed using the anti-shudder torque, determines whether the motor speed controlled using the anti-shudder torque is abnormal based on the maximum difference between the motor speed and the model speed and the reduction of the motor speed, corrects the anti-shudder torque based on the control model speed and the anti-shudder torque control factor when the motor speed is determined to be abnormal, and controls the motor speed using the corrected anti-shudder torque.

Description

Technical Field

[0001] The present invention relates to a motor torque control device for a hybrid vehicle, and more particularly, to a motor torque control device and a motor torque control method for a hybrid vehicle for improving engine flare, and a hybrid vehicle including the device. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] Generally, a lift-foot-up (LFU) shift of a hybrid vehicle is a type of shift in which a driver shifts to a gear suitable for a current vehicle speed while lightly releasing the accelerator pedal (eg, deceleration).

[0004] like Figure 1 As shown, in a hybrid vehicle, at the start of LFU shift control, the release hydraulic pressure of the valve body in the transmission is reduced, and the applied hydraulic pressure is accurately controlled in the standby state, and then when the motor revolutions per minute (RPM) reaches the actual shift starting RPM, the applied hydraulic pressure is increased to complete the shift control.

[0005] However, during LFU shifting in a hybrid vehicle, a sharp RPM rise may occur before / after the actual shifting due to transmission hydraulic control deviation and disturbance.

[0006] That is, in a hybrid vehicle, when the required torque is high due to a wide-open throttle (WOT) operation and a light accelerator pedal release operation is performed, an RPM run-up may occur due to a hydraulic control deviation and disturbance before an actual LFU shift.

[0007] Therefore, in a hybrid vehicle, the anti-jerk torque (AJTQ) of the motor can be used to reduce a sharp increase in RPM due to hydraulic control deviation and disturbance.

[0008] like Figure 2 As shown, the motor outputs negative (-) torque in the initial stage to control the sharp increase. However, the differential changes with a negative (-) value until the motor speed reaches the model speed, so the motor outputs positive (+) torque.

[0009] At this time, since the motor outputs positive (+) torque, the actual torque output is greater than the required torque. The applicant has found that this may have an adverse effect until the motor / engine speed reaches the reference speed at which the actual LFU shift starts. That is, in a hybrid vehicle, since the motor torque is excessively output in order to prevent a sharp increase before the actual LFU shift, engine flying may occur. Summary of the invention

[0010] The present invention relates to a motor torque control device and a motor torque control method for a hybrid vehicle and a hybrid vehicle including the device, which substantially eliminate one or more problems caused by limitations and disadvantages of the prior art.

[0011] The present invention provides a motor torque control device and a motor torque control method for a hybrid vehicle and a hybrid vehicle including the device, wherein, when anti-jump torque is used to control a sharp increase in motor speed, if engine jump occurs, the anti-jump torque is corrected based on a jump control model speed and an anti-jump torque jump control factor, thereby stably and actively controlling the motor torque to control the sharp increase in motor / engine speed during a light lift-off (LFU) shift in the hybrid vehicle.

[0012] Other advantages, objectives and features of the present invention will be presented in part in the following description, and in part will become apparent to those skilled in the art after checking the following or can be learned from the practice of the present invention. The objects and other advantages of the present invention can be realized and obtained by the structures specifically pointed out in the text parts of the specification and claims and in the drawings.

[0013] According to one aspect of the present invention, a motor torque control device for a hybrid vehicle includes: a first calculator configured to calculate a model speed and a control model speed of a motor; a second calculator configured to calculate an anti-shudder torque and an anti-shudder torque control factor of the motor; a third calculator configured to calculate a maximum difference between the model speed and the motor speed; a fourth calculator configured to calculate a reduction in the motor speed; and a controller configured to control the first calculator, the second calculator, the third calculator, and the fourth calculator. When shifting with a light lift-off (LFU) pedal, the controller can control the motor speed using the anti-shudder torque, can determine whether the motor speed controlled using the anti-shudder torque is abnormal based on the maximum difference between the motor speed and the model speed and the reduction in the motor speed, and when it is determined that the motor speed is abnormal, can correct the anti-shudder torque based on the control model speed and the anti-shudder torque control factor, and can control the motor speed using the corrected anti-shudder torque.

[0014] According to another aspect of the present invention, a motor torque control method for a motor torque control device for a hybrid vehicle is provided, the device comprising: a calculator configured to calculate a model speed, a control model speed, an anti-shudder torque and an anti-shudder torque control factor of a motor; and a controller configured to control the calculator. The motor torque control method may include: determining by the controller whether a light lift-off (LFU) shift is to be performed; when it is determined that the LFU shift is to be performed, determining by the controller whether the motor speed is higher than the model speed; when it is determined that the motor speed is higher than the model speed, controlling the motor speed by the controller using the anti-shudder torque; controlling by the controller the calculator to calculate the maximum difference between the model speed and the motor speed and the reduction of the motor speed; determining by the controller whether the motor speed is abnormal based on the maximum difference between the model speed and the motor speed and the reduction of the motor speed; when it is determined that the motor speed is abnormal, controlling by the controller the calculator to calculate the control model speed and the anti-shudder torque control factor; correcting the anti-shudder torque by the controller based on the control model speed and the anti-shudder torque control factor; and controlling the motor speed by the controller using the corrected anti-shudder torque.

[0015] According to another aspect of the present invention, a hybrid vehicle includes: a hybrid power source including a motor and an engine; and a motor torque control device configured to control the motor torque of the hybrid power source. During a light lift-off (LFU) gear shift, the motor torque control device: can use the anti-jump torque to control the motor speed; can determine whether the motor speed controlled by the anti-jump torque is abnormal based on the maximum difference between the motor speed and the model speed and the reduction of the motor speed; when it is determined that the motor speed is abnormal, the anti-jump torque can be corrected based on the control model speed and the anti-jump torque control factor; and the motor speed can be controlled by using the corrected anti-jump torque.

[0016] It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed.

[0017] Further areas of applicability will become apparent from the description provided herein.It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order that the present invention may be better understood, various embodiments given by way of example will be described with reference to the accompanying drawings, in which:

[0019] Figure 1 A schematic diagram showing a change in motor speed, a change in release hydraulic pressure, and a change in application hydraulic pressure according to a light lift-off throttle (LFU) gear shift;

[0020] Figure 2 A schematic diagram showing a method of preventing a sudden increase in engine flyback according to the use of anti-shudder torque;

[0021] Figure 3 A schematic diagram for explaining a hybrid vehicle including a motor torque control device according to an embodiment of the present invention;

[0022] Figure 4 A block diagram for explaining a motor torque control apparatus for a hybrid vehicle according to an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram for explaining the process of determining the fly stroke;

[0024] Figure 6 For illustration Figure 4 A block diagram of the controller shown;

[0025] Figure 7 is a schematic diagram for explaining the process of improving the fly-thrust control;

[0026] Figure 8 is a schematic diagram for explaining the normal condition conversion control process;

[0027] Fig. 9 is a flowchart for explaining a motor torque control method of a motor torque control apparatus for a hybrid vehicle according to one embodiment of the present invention; and

[0028] Fig.10 It is a flowchart for explaining a motor torque control method of a motor torque control apparatus for a hybrid vehicle according to another embodiment of the present invention.

[0029] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION

[0030] The following description is merely exemplary in nature and is not intended to limit the invention, its application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate the same or corresponding components and features.

[0031] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily implement these embodiments. However, the present invention can be implemented in many different embodiments and should not be construed as being limited to the embodiments set forth herein. In the accompanying drawings, components not related to the description of the present invention will be omitted for clarity.

[0032] Throughout the specification, unless explicitly described to the contrary, the word "comprise" and variations (such as "comprises" or "comprising") should be understood to imply the inclusion of the elements but not the exclusion of any other elements. In addition, the terms "device", "component" and "module" used in the specification represent units for processing at least one function or operation, and can be implemented using hardware components or software components and their combinations.

[0033] Throughout the specification, unless explicitly described to the contrary, the word "comprise" and variations (such as "comprising" or "including") should be understood to imply the inclusion of the elements but not the exclusion of any other elements. In addition, the same reference numerals used throughout the specification represent the same constituent elements.

[0034] In the following, reference will be made to Figures 1 to 10 A motor torque control apparatus and a motor torque control method for a hybrid vehicle, which can be applied to an exemplary embodiment of the present invention, and a hybrid vehicle including the same are described in detail.

[0035] Figure 3 FIG. 1 is a schematic diagram for explaining a hybrid vehicle including a motor torque control apparatus according to an embodiment of the present invention.

[0036] like Figure 3 As shown, the hybrid vehicle may include: a hybrid power source 200 and a motor torque control device 100 , wherein the hybrid power source 200 includes a motor 320 and an engine 310 ; and the motor torque control device 100 is used to control the motor torque of the hybrid power source 200 .

[0037] Additionally, the hybrid vehicle may include a powertrain 300 including the hybrid power source 200 .

[0038] The powertrain 300 may adopt a parallel hybrid system, in which a motor 320 and an engine clutch 330 are installed between an internal combustion engine 310 and a transmission 350 .

[0039] Typically, in such a hybrid vehicle, when the driver steps on the accelerator pedal after the vehicle starts, first, with the engine clutch 330 disengaged, the motor 320 is driven using electricity from the battery, and then the power from the motor 320 is transmitted to the wheels through the transmission 350 and the final drive (FD) 360 to drive the wheels (i.e., EV mode).

[0040] When a higher driving force is required as the hybrid vehicle gradually accelerates, a hybrid starter generator (HSG) 340 may be operated to drive the engine 310 .

[0041] When the rotation speeds of the engine 310 and the motor 320 become equal, the engine clutch 330 is engaged, so that both the engine 310 and the motor 320 drive the vehicle (ie, switching from the EV mode to the HEV mode).

[0042] When predetermined engine shutoff conditions are satisfied, for example, when the hybrid vehicle is decelerating, the engine clutch 330 is disengaged, and the engine 310 is stopped (ie, switched from the HEV mode to the EV mode).

[0043] At this time, in the hybrid vehicle, the battery is charged by the motor 320 using the driving force of the wheels, which is called recovery of braking energy or regenerative braking.

[0044] The hybrid starter generator 340 may function as a starter motor when starting the engine 310 , and may function as a generator when collecting rotational energy of the engine 310 after starting the engine 310 or after the start is completed.

[0045] In a hybrid vehicle, the torque of the engine 310 may be controlled by an engine control unit, the torque of the motor 320 and the hybrid starter generator 340 may be controlled by a motor control unit of the motor torque control device 100, and the engine clutch 330 may be controlled by a clutch control unit.

[0046] In addition, the transmission 350 may be controlled by a transmission control unit, and a dual clutch 370 may be mounted to the transmission 350 and the motor 320 .

[0047] The transmission 350 may be a conventional multi-speed automatic transmission (AT) or a dual clutch transmission (DCT).

[0048] When shifting with the accelerator lifted lightly (LFU), the motor torque control device 100 can use the anti-jump torque to control the sharp increase of the motor speed, and can determine whether the engine flyback caused by the anti-jump torque is occurring (whether the speed of the engine under control is abnormal or not) based on the maximum difference (ΔRPM value) between the motor speed and the model speed (target speed) and the decrease in the motor speed. When it is determined that the engine flyback is occurring (i.e., the speed of the engine under control is abnormal), the motor torque control device 100 can calculate the flyback control model speed (control model speed) and the anti-jump torque flyback control factor (anti-jump torque control factor), can correct the anti-jump torque based on the calculation result, and can use the corrected anti-jump torque to control the motor speed.

[0049] When the anti-judder torque is used to control the sharp increase in the motor speed, if a light lift-off (LFU) shift occurs, the motor torque control device 100 can determine the occurrence or non-occurrence of the sharp increase in the motor speed, which is a phenomenon that the motor speed during the shift preparation period is higher than the model speed (target speed). When it is determined that the motor speed is higher than the model speed (that is, a sharp increase in the motor speed is occurring), the motor torque control device 100 can calculate the anti-judder torque, and can use the calculated anti-judder torque to control the sharp increase in the motor speed.

[0050] In addition, when determining whether engine flyback is occurring (whether the motor speed is abnormal), the motor torque control device 100 can calculate the maximum difference (ΔRPM value) between the model speed and the motor speed during the gear shift preparation time period, can calculate the reduction in motor speed during the gear shift preparation time period, and can determine whether engine flyback is occurring based on the calculated maximum difference between the motor speed and the model speed and the calculated reduction in motor speed.

[0051] Here, the maximum difference between the model speed and the motor speed can be calculated at the time point when the change in the motor speed changes from a positive value (+) to zero, and the reduction in the motor speed can be the average deceleration of the motor speed within a reference time period after the time point when the change in the motor speed changes from a positive value (+) to zero.

[0052] In addition, when determining whether the engine flyback is occurring (whether the motor speed is abnormal), the motor torque control device 100 can determine whether the value obtained by dividing the maximum difference between the model speed and the motor speed by the decrease in the motor speed is greater than or equal to the determination reference value. If the value obtained by the above division is greater than or equal to the determination reference value, the motor torque control device 100 can determine that the engine flyback is occurring.

[0053] Subsequently, when correcting the anti-shudder torque, when it is determined that the engine flyback is occurring (i.e., the motor speed is abnormal), the motor torque control device 100 may determine whether the difference between the value obtained by dividing the maximum difference between the model speed and the motor speed by the decrease in the motor speed and the determination reference value is greater than or equal to the control reference value. When it is determined that the difference is greater than or equal to the control reference value, the motor torque control device 100 may calculate the flyback control model speed (control model speed) and the anti-shudder torque flyback control factor (anti-shudder torque control factor), and may correct the anti-shudder torque based on the calculated flyback control model speed and the calculated anti-shudder torque flyback control factor.

[0054] Here, the flyback control model speed can be a value obtained by adding the change in motor speed (which is reduced to a negative (-) value) to the model speed, and the anti-judder torque flyback control factor can be a factor value with the maximum difference between the model speed and the motor speed and the reduction in the motor speed as input values.

[0055] In addition, when correcting the anti-jump torque, the motor torque control device 100 can correct the anti-jump torque so that the anti-jump torque is reduced by multiplying the gain value used to calculate the anti-jump torque by the difference between the model speed and the motor speed and the anti-jump torque control factor, and can correct the anti-jump torque so that the anti-jump torque is reduced based on a vibration component value, which is calculated based on the difference between the calculated control model speed and the motor speed.

[0056] In addition, when it is determined that the difference between the value obtained by dividing the maximum difference between the model speed and the motor speed by the reduction in the motor speed and the determined reference value is less than the control reference value, the motor torque control device 100 can calculate the anti-jump torque flyback control factor, and can correct the anti-jump torque based on the calculated anti-jump torque flyback control factor.

[0057] Here, when correcting the anti-shudder torque, the motor torque control device 100 may correct the anti-shudder torque so that the anti-shudder torque is reduced by multiplying a gain value used to calculate the anti-shudder torque by a difference between a model speed and a motor speed and an anti-shudder torque flyback control factor.

[0058] In addition, when correcting the anti-jump torque, if the flyback control model speed and the anti-jump torque flyback control factor are calculated, the motor torque control device 100 can determine whether the normal conversion condition is satisfied. When it is determined that the normal conversion condition is satisfied, the motor torque control device 100 can output the existing anti-jump torque by setting the anti-jump torque flyback control factor to 1, and can convert from the flyback control model speed to the existing model speed at a constant rate. If the change in the motor speed during the conversion is greater than the reference speed, the motor torque control device 100 can calculate the vibration component in the state of maintaining the converted model speed at a constant value, and can output the anti-jump torque based on the vibration component.

[0059] Here, when determining whether the normal transition conditions are met, if the first condition regarding the accelerator pedal sensor (APS) being turned off, the second condition regarding the locking of the engine clutch, and the third condition regarding the LFU shifting are not met, the motor torque control device 100 can determine that the normal transition conditions are met.

[0060] In addition, when it is determined that the normal switching condition is not satisfied, the motor torque control apparatus 100 may correct the anti-judder torque based on the calculated flyback control model speed and the calculated anti-judder torque flyback control factor.

[0061] As described above, according to the present invention, when the anti-jump torque is used to control the sharp increase in the motor speed, if the engine flyback occurs, the anti-jump torque is corrected based on the flyback control model speed and the anti-jump torque flyback control factor, so as to stably and actively control the motor torque to control the sharp increase in the motor / engine speed during the LFU shift in the hybrid vehicle.

[0062] Figure 4 is a block diagram for explaining a motor torque control apparatus for a hybrid vehicle according to an embodiment of the present invention.

[0063] like Figure 4 As shown, the motor torque control device 100 may include: a first calculator 110, a second calculator 120, a third calculator 130, a fourth calculator 140 and a controller 150; the first calculator 110 is used to calculate the model speed of the motor and the flyback control model speed (control model speed); the second calculator 120 is used to calculate the anti-jitter torque (AJ TQ) of the motor and the anti-jitter torque flyback control factor (anti-jitter torque control factor); the third calculator 130 is used to calculate the maximum difference between the model speed (target speed) and the motor speed; the fourth calculator 140 is used to calculate the reduction of the motor speed including the average deceleration of the motor; the controller 150 is used to control the first calculator 110, the second calculator 120, the third calculator 130 and the fourth calculator 140.

[0064] The first calculator 110 can calculate a model speed (target speed) by calculating the wheel speed as a transmission input reference speed in response to a first control signal from the controller 150, and can calculate a flyback control model speed by adding a reduction in the motor speed to the model speed in response to a second control signal from the controller 150.

[0065] In this case, when the fly-by control model speed is calculated, the first calculator 110 may calculate the vibration component value based on a difference (ΔRPM value) between the calculated fly-by control model speed and the motor speed.

[0066] In one example, the vibration component value may be a value output from a high pass filter when a difference between the flyback control model speed and the motor speed passes through the high pass filter.

[0067] Subsequently, the second calculator 120 may calculate a vibration component value based on a maximum difference (ΔRPM value) between the model speed and the motor speed in response to a third control signal from the controller 150 , and may calculate an anti-shudder torque based on an inverse of the calculated vibration component value.

[0068] In one example, the vibration component value may be a value output from a high pass filter when a maximum difference between the model speed and the motor speed passes through the high pass filter.

[0069] In addition, the second calculator 120 may calculate the anti-judder torque flyback control factor based on the average deceleration of the motor in response to the fourth control signal from the controller 150 .

[0070] The third calculator 130 may calculate a maximum difference (ΔRPM value) between the model speed and the motor speed during the shift preparation period in response to the fifth control signal from the controller 150 .

[0071] The maximum difference (ΔRPM value) between the model speed and the motor speed may be calculated at a time point when a change in the motor speed changes from a positive (+) value to zero.

[0072] The fourth calculator 140 may calculate an average deceleration of the motor in a reference period after a time point at which a change in motor speed changes from a positive (+) value to zero during the shift preparation period in response to a sixth control signal from the controller 150 .

[0073] In one example, the reference time period may be about 10 ms to about 20 ms. However, the present invention is not limited thereto.

[0074] Meanwhile, at the time of light lift-off (LFU) gear shifting, the controller 150 may determine whether a sharp increase in motor speed is occurring during the gear shift preparation period. When it is determined that a sharp increase in motor speed is occurring, the controller 150 may control the sharp increase in motor speed using the anti-jump torque, and may determine whether engine flyback is occurring based on the calculated maximum difference and the calculated average deceleration. When it is determined that engine flyback is occurring, the controller 150 may correct the anti-jump torque based on the calculated flyback control model speed and the calculated anti-jump torque flyback control factor, and may control the motor torque using the corrected anti-jump torque.

[0075] In determining whether a sharp increase in motor speed is occurring, the controller 150 may determine that an LFU shift is to be performed if a light tip-in (HTI) acceleration occurs after a heavy tip-in (HTI) acceleration, and may determine whether a sharp increase in motor speed is occurring during an LFU shift preparation period.

[0076] In addition, when determining whether a sharp increase in the motor speed is occurring, if a sharp increase in the motor speed is not occurring, the controller 150 may control the motor to perform LFU shifting.

[0077] In addition, when controlling a sharp increase in the motor speed, if a sharp increase in the motor speed occurs, the controller 150 may control the second calculator 120 to calculate the anti-judder torque, and may control the sharp increase in the motor speed using the calculated anti-judder torque.

[0078] Here, when the maximum difference (ΔRPM value) between the model speed and the motor speed passes through the high pass filter, the anti-shudder torque may have an inverse relationship with the vibration component value output from the high pass filter.

[0079] When determining whether engine flyback is occurring, the controller 150 may control the third calculator 130 to calculate the maximum difference between the model speed and the motor speed, may control the fourth calculator 140 to calculate the average deceleration of the motor, and may determine whether engine flyback is occurring based on the calculated maximum difference and the calculated average deceleration.

[0080] As represented by the following equation 1, when determining whether the engine flyback is occurring, the controller 150 may determine whether a value obtained by dividing the maximum difference (ΔRPM value) (a) by the average deceleration (b) is greater than or equal to a determination reference value (c). If the value obtained by the above division is greater than or equal to the determination reference value (c), the controller 150 may determine that the engine flyback is occurring.

[0081] (Equation 1):

[0082] Maximum difference (ΔRPM value) (a) / average deceleration (b) ≥ determine reference value (c).

[0083] Here, the maximum difference (ΔRPM value) (a) may be the maximum difference (ΔRPM value) between the model speed and the motor speed during the shift preparation period, and may be calculated at a point in time when a change in the motor speed changes from a positive (+) value to zero.

[0084] The average deceleration (b) may be an average deceleration of the motor within a reference period after a time point at which a change in the motor speed during the gear shift preparation period changes from a positive (+) value to zero.

[0085] In one example, the reference time period may be about 10 ms to about 20 ms. However, the present invention is not limited thereto.

[0086] In addition, as expressed by the following Equation 2, when determining whether engine flyback is occurring, if the value obtained by dividing the maximum difference (ΔRPM value) (a) by the average deceleration (b) is less than a determination reference value (c), the controller 150 can determine that engine flyback is not occurring.

[0087] (Equation 2):

[0088] Maximum difference (ΔRPM value) (a) / average deceleration (b) < determination reference value (c).

[0089] When determining whether the engine flyback is occurring, if the engine flyback is not occurring, the controller 150 may maintain control of the sharp increase in the motor speed and may control the motor to perform LFU shifting.

[0090] In correcting the anti-shudder torque, when it is determined that the engine flyback is occurring, the controller 150 may determine whether the difference between the value obtained by dividing the maximum difference (ΔRPM value) by the average deceleration and the determination reference value is greater than or equal to the control reference value. When it is determined that the difference is greater than or equal to the control reference value, the controller 150 may control the first calculator 110 to calculate the flyback control model speed, may control the second calculator 120 to calculate the anti-shudder torque flyback control factor, and may correct the anti-shudder torque based on the calculated flyback control model speed and the calculated anti-shudder torque flyback control factor.

[0091] Here, the flyback control model speed can be a value obtained by adding the change in motor speed (which is reduced to a negative (-) value) to the model speed, and the anti-judder torque flyback control factor can be a factor value with the maximum difference between the model speed and the motor speed and the average deceleration of the motor as input values.

[0092] That is, when the difference is greater than or equal to the control reference value, the controller 150 can perform a first flyback control to correct the anti-jump torque, so that the anti-jump torque is reduced by multiplying the gain value used to calculate the anti-jump torque by the maximum difference and the anti-jump torque flyback control factor, and can perform a second flyback control to correct the anti-jump torque, so that the anti-jump torque is reduced based on a vibration component value, which is calculated based on the difference between the calculated flyback control model speed and the motor speed.

[0093] Here, the vibration component value may be a value output from a high-pass filter when a difference between the flyback control model speed and the motor speed passes through the high-pass filter.

[0094] In addition, when the difference is less than the control reference value, the controller 150 may control the second calculator 120 to calculate the anti-judder torque flyback control factor, and may correct the anti-judder torque based on the calculated anti-judder torque flyback control factor.

[0095] That is, when the difference is less than the control reference value, the controller 150 may only perform the first flyback control for correcting the anti-shudder torque, so that the anti-shudder torque is reduced by multiplying the gain value used to calculate the anti-shudder torque by the maximum difference and the anti-shudder torque flyback control factor.

[0096] When correcting the anti-jump torque, if the flyback control model speed and the anti-jump torque flyback control factor are calculated, the controller 150 can determine whether the normal conversion condition is satisfied. When it is determined that the normal conversion condition is satisfied, the controller 150 can output the existing anti-jump torque by setting the anti-jump torque flyback control factor to 1, and can convert from the flyback control model speed to the existing model speed at a constant rate. If the change in motor speed during the conversion is greater than the reference speed, the controller 150 can calculate the vibration component in the state of maintaining the converted model speed at a constant value, and can output the anti-jump torque based on the vibration component.

[0097] Here, when determining whether the normal transition conditions are met, if the first condition regarding the accelerator pedal sensor (APS) being turned off, the second condition regarding the locking of the engine clutch, and the third condition regarding the LFU shifting are not met, the controller 150 can determine that the normal transition conditions are met.

[0098] In addition, when it is determined that the normal switching condition is not satisfied, the controller 150 may correct the anti-judder torque based on the calculated flyback control model speed and the calculated anti-judder torque flyback control factor.

[0099] Figure 6 For illustration Figure 4 The block diagram of the controller is shown.

[0100] like Figure 6As shown, the controller 150 may include a fly surge determination unit 152, a fly surge control improvement unit 154 and a normal condition conversion controller 156; the fly surge determination unit 152 determines whether the engine fly surge is occurring based on the calculated maximum difference (ΔRPM value) and the calculated average deceleration; when it is determined that the engine fly surge is occurring, the fly surge control improvement unit 154 corrects the anti-jump torque based on the calculated fly surge control model speed and the calculated anti-jump torque fly surge control factor; when the calculated fly surge control model speed and the calculated anti-jump torque fly surge control factor meet the normal conversion condition, the normal condition conversion controller 156 converts the model speed at a constant rate and maintains the converted model speed at a constant value.

[0101] The fly-jump determining unit 152 may compare a value obtained by dividing the maximum difference by the average deceleration with a determination reference value to determine whether the engine fly-jump is occurring. When it is determined that the engine fly-jump is occurring, the fly-jump determining unit 152 may compare a difference between a value obtained by dividing the maximum difference by the average deceleration and the determination reference value with a control reference value to calculate a fly-jump control model speed and an anti-jump torque fly-jump control factor, or may send a determination signal to the fly-jump control improvement unit 154 to calculate only the anti-jump torque fly-jump control factor.

[0102] Subsequently, in response to a determination signal from the flyback determination unit 152, the flyback control improvement unit 154 may perform a first flyback control for correcting the anti-jump torque so that the anti-jump torque is reduced by multiplying the gain value used to calculate the anti-jump torque by the maximum difference and the anti-jump torque flyback control factor, and also perform a second flyback control for correcting the anti-jump torque so that the anti-jump torque is reduced based on a vibration component value calculated based on the difference between the calculated flyback control model speed and the motor speed, or the flyback control improvement unit 154 may only perform the first flyback control.

[0103] Subsequently, when the normal switching condition is satisfied, the normal condition switching controller 156 may output the existing anti-jump torque by setting the anti-jump torque flyback control factor to 1, and may switch from the flyback control model speed to the existing model speed at a constant rate. If the change in the motor speed during the switching is greater than the reference speed, the normal condition switching controller 156 may calculate the vibration component in a state where the converted model speed is maintained at a constant value, and may output the anti-jump torque based on the vibration component.

[0104] Figure 5 A schematic diagram for explaining the process of determining the flyback.

[0105] like Figure 5As shown, according to the present invention, when controlling a sharp increase in motor speed, the occurrence or non-occurrence of engine flyback can be determined based on the maximum difference (ΔRPM value) between the model speed and the motor speed (a) and the average deceleration of the motor (b).

[0106] The maximum difference (ΔRPM value) between the model speed and the motor speed (a) and the average deceleration of the motor (b) during the gear shift preparation period may be calculated.

[0107] Here, a maximum difference (ΔRPM value) between the model speed and the motor speed may be calculated at a time point when a change in the motor speed changes from a positive (+) value to zero (a).

[0108] The average deceleration (b) may be an average deceleration of the motor within a reference period after a time point at which a change in the motor speed during the gear shift preparation period changes from a positive (+) value to zero.

[0109] In one example, the reference time period may be about 10 ms to about 20 ms. However, the present invention is not limited thereto.

[0110] Then, according to one embodiment of the present invention, as expressed by the following equation 1, it can be determined whether a value obtained by dividing the maximum difference (ΔRPM value) (a) by the average deceleration (b) is greater than or equal to a determination reference value (c). If the value obtained by the above division is greater than or equal to the determination reference value (c), it can be determined that the engine fly-rush is occurring, and the fly-rush control logic can be executed.

[0111] (Equation 1):

[0112] Maximum difference (ΔRPM value) (a) / average deceleration (b) ≥ determine reference value (c).

[0113] Here, the maximum difference (ΔRPM value) (a) may be the maximum difference (ΔRPM value) between the model speed and the motor speed during the shift preparation period, and may be calculated at a point in time when a change in the motor speed changes from a positive (+) value to zero.

[0114] In addition, according to the present invention, as expressed by the following equation 2, if the value obtained by dividing the maximum difference (ΔRPM value) (a) by the average deceleration (b) is less than a determined reference value (c), it can be determined that the engine flyback has not occurred and the existing sharp increase control can be maintained.

[0115] (Equation 2):

[0116] Maximum difference (ΔRPM value) (a) / average deceleration (b) < determination reference value (c).

[0117] When determining whether the engine flyback is occurring, if the engine flyback is not occurring, the controller 150 may maintain control of the sharp increase in the motor speed and may control the motor to perform LFU shifting.

[0118] The fly-shot determination process according to one embodiment of the present invention is as follows.

[0119] When the accelerator pedal sensor (APS) is in the off state, the engine clutch is in the locked state, and the transmission control unit (TCU) performs LFU shifting, the change in motor speed is calculated, and the maximum ΔRPM value (a) at the time point when the change in motor speed changes from a positive (+) value to zero is calculated.

[0120] Subsequently, the average decrease (b) of the motor speed in a reference period (about 10 ms to about 20 ms) after the time point at which the change in the motor speed changes from a positive (+) value to zero is calculated, thereby predicting the period in which the motor speed will reach the model speed.

[0121] If each of the calculated ΔRPM value and the time period during which the motor speed will reach the model speed is greater than or equal to the flyrush determination reference value (c), it is determined that the engine flyrush is occurring, and the flyrush control logic is executed.

[0122] Figure 7 A schematic diagram for explaining the process of improving flyback control.

[0123] like Figure 7 As shown, according to another embodiment of the present invention, when executing the fly-forward control logic, as expressed by the following equation 3, it can be determined whether the difference between the value obtained by dividing the maximum difference (ΔRPM value) by the average deceleration and the determination reference value is greater than or equal to the control reference value. If the difference is greater than or equal to the control reference value, the first fly-forward control and the second fly-forward control can be performed.

[0124] (Equation 3):

[0125] Maximum difference (ΔRPM value) (a) / average deceleration (b)-determination reference value (c) ≥ control reference value (d).

[0126] In addition, according to another embodiment of the present invention, as expressed by the following Equation 4, if the difference is smaller than the control reference value, only the first flyback control may be performed.

[0127] (Equation 4):

[0128] Maximum difference (ΔRPM value) (a) / average deceleration (b)-determination reference value (c)<control reference value (d).

[0129] As expressed by the following Equation 5, the first flyback control is a flyback control that corrects the anti-shudder torque so that the anti-shudder torque is reduced by multiplying a gain value for calculating the anti-shudder torque by the maximum difference and the anti-shudder torque flyback control factor.

[0130] (Equation 5):

[0131] Anti-shudder torque = maximum difference (ΔRPM value) × gain value × anti-shudder torque flyback control factor

[0132] Here, the anti-judder torque flyback control factor may be a factor value having a maximum difference between the model speed and the motor speed and an average deceleration of the motor as input values.

[0133] The second flyback control is a flyback control that corrects the anti-shudder torque so that the anti-shudder torque is reduced based on a vibration component value calculated based on a difference between the flyback control model speed and the motor speed.

[0134] Here, the flyback control model speed may be a value obtained by adding a change (e) in the motor speed to the model speed, the change (e) in the motor speed being reduced to a negative (-) value.

[0135] The vibration component value may be a value output from a high-pass filter when a difference between the flyback control model speed and the motor speed passes through the high-pass filter.

[0136] The flyback control improvement process in one embodiment of the present invention is as follows.

[0137] According to this embodiment, a two-stage fly-shoot control scheme may be utilized when executing the fly-shoot control logic.

[0138] When the difference between the value (a) / (b) calculated as described above and the fly-surge determination reference value (c) is greater than or equal to the control reference value (d), both the first stage fly-surge control scheme and the second stage fly-surge control scheme are used. When the difference is less than (d), only the first stage fly-surge control scheme is used.

[0139] The first stage flyback control scheme is a scheme that reduces excessive anti-judder torque (AJ TQ) by multiplying a gain value used to calculate the anti-judder torque (AJ TQ) by a factor value that has a maximum ΔRPM value and an average deceleration of the motor as input values.

[0140] AJ TQ = ΔRPM value (motor speed - model speed) × gain × flyback control factor

[0141] The second stage fly-forward control scheme is a scheme in which a fly-forward control model speed is calculated by adding a change (e) in the motor speed (which decreases to a negative (-) value) to the model speed, and a vibration component is calculated based on ΔRPM, which is the difference between the fly-forward control model speed and the motor speed.

[0142] The anti-shudder torque (AJ TQ) is reduced by this vibration component.

[0143] Figure 8 A schematic diagram for explaining the normal condition conversion control process.

[0144] like Figure 8 As shown, according to one embodiment of the present invention, if the flyback control model speed and the anti-judder torque flyback control factor are calculated, it can be determined whether the normal conversion condition is satisfied. If the normal conversion condition is satisfied, the existing anti-judder torque can be output by setting the anti-judder torque flyback control factor to 1, and the flyback control model speed can be converted to the existing model speed at a constant rate. If the change in motor speed during the conversion is greater than the reference speed, the vibration component in the state of maintaining the converted model speed at a constant value can be calculated, and the anti-judder torque can be output based on the vibration component.

[0145] Here, according to another embodiment of the present invention, when determining whether the normal switching conditions are met, if the first condition regarding the accelerator pedal sensor (APS) being turned off, the second condition regarding the locking of the engine clutch, and the third condition regarding the LFU shifting are not met, it can be determined that the normal switching conditions are met.

[0146] In addition, according to another aspect of the present invention, if the normal switching condition is not satisfied, the anti-judder torque may be corrected based on the calculated flyback control model speed and the calculated anti-judder torque flyback control factor.

[0147] The normal condition switching control process as one embodiment of the present invention is as follows.

[0148] According to one embodiment of the present invention, when the fly start control conditions (APS off, engine clutch lock, and LFU shift) are not satisfied, it is determined that the normal conditions are satisfied, and control for transition to the normal conditions is performed.

[0149] In the first stage control, during the transition to the normal condition, the existing anti-judder torque (AJ TQ) calculation value is output by setting the flyback factor to 1.

[0150] In the second stage control, the flyback control model speed is switched to the existing model speed at a constant rate. If the change in speed during the switch exceeds a predetermined value, the vibration component in the state of keeping the model speed at a constant value is calculated, and the anti-shudder torque is output.

[0151] Fig. 9 It is a flowchart for explaining a motor torque control method of a motor torque control apparatus for a hybrid vehicle according to another embodiment of the present invention.

[0152] like Fig. 9 As shown, it is determined whether a light lift-off throttle (LFU) shift is to be performed (step S100).

[0153] Subsequently, when it is determined that a light lift-off (LFU) shift is to be performed, it is determined whether a sharp increase in the motor speed is occurring during the shift preparation period (step S200 ).

[0154] Here, if a light tip-in (HTI) acceleration occurs after a hard tip-in (HTI) acceleration, it may be determined that an LFU shift is to be performed.

[0155] If a sharp increase in the motor speed does not occur, the motor may be controlled to perform LFU shifting.

[0156] If a sudden increase in the motor speed occurs, the sudden increase in the motor speed is controlled using the anti-shudder torque (step S300 ).

[0157] If a sudden increase in motor speed occurs, an anti-shudder torque may be calculated, and the sudden increase in motor speed may be controlled using the calculated anti-shudder torque.

[0158] Subsequently, the maximum difference between the model speed and the motor speed and the average deceleration of the motor are calculated (step S400 ).

[0159] It is determined whether the engine flyback is occurring based on the calculated maximum difference and the calculated average deceleration (step S500).

[0160] It is determined whether the value obtained by dividing the maximum difference by the average deceleration is greater than or equal to a determination reference value. If the value obtained by the above division is greater than or equal to the determination reference value, it can be determined that the engine flyback is occurring.

[0161] If the engine flyback does not occur, the control of the sharp increase in the motor speed can be maintained, and the motor can be controlled to perform LFU shifting.

[0162] Then, when it is determined that the engine flyrush is occurring, a flyrush control model speed and an anti-shudder torque flyrush control factor are calculated (step S600).

[0163] Subsequently, the anti-shudder torque is corrected based on the calculated flyback control model speed and the calculated anti-shudder torque flyback control factor (step S700 ).

[0164] When it is determined that the engine flyback is occurring, it is determined whether a difference between a value obtained by dividing a maximum difference by an average deceleration and a determination reference value is greater than or equal to a control reference value. If the difference is greater than or equal to the control reference value, a flyback control model speed and an anti-judder torque flyback control factor may be calculated, and the anti-judder torque may be corrected based on the calculated flyback control model speed and the calculated anti-judder torque flyback control factor.

[0165] Here, the flyback control model speed may be a value obtained by adding the change in motor speed (which decreases to a negative (-) value) to the model speed, and the anti-judder torque flyback control factor may be a factor value having the average deceleration of the motor as an input value.

[0166] That is, the first fly-jump control scheme can be executed to correct the anti-jump torque so that the anti-jump torque is reduced by multiplying the gain value used to calculate the anti-jump torque by the maximum difference and the anti-jump torque fly-jump control factor, and the second fly-jump control scheme can be executed to correct the anti-jump torque so that the anti-jump torque is reduced based on the vibration component value, which is calculated based on the difference between the calculated fly-jump control model speed and the motor speed.

[0167] Here, the vibration component value may be a value output from a high-pass filter when a difference between the flyback control model speed and the motor speed passes through the high-pass filter.

[0168] In addition, when the difference is less than the control reference value, an anti-shudder torque flyback control factor may be calculated, and the anti-shudder torque may be corrected based on the calculated anti-shudder torque flyback control factor.

[0169] That is, the first flyback control scheme may be performed to correct the anti-shudder torque such that the anti-shudder torque is reduced by multiplying a gain value used to calculate the anti-shudder torque by the maximum difference and the anti-shudder torque flyback control factor.

[0170] In some cases, the control method as another embodiment of the present invention may further include: when correcting the anti-jump torque, if the flyback control model speed and the anti-jump torque flyback control factor are calculated, then the step of determining whether the normal conversion condition is met; if the normal conversion condition is met, then the step of outputting the existing anti-jump torque by setting the anti-jump torque flyback control factor to 1; if the change in motor speed during the conversion is greater than the reference speed, then the step of converting from the flyback control model speed to the existing model speed at a constant rate, calculating the vibration component in the state of maintaining the converted model speed at a constant value, and outputting the anti-jump torque based on the vibration component.

[0171] Here, if the first condition regarding the turning off of the accelerator pedal sensor (APS), the second condition regarding the locking of the engine clutch, and the third condition regarding the LFU shifting are not satisfied, it may be determined that the normal conversion condition is satisfied.

[0172] In addition, if the normal switching condition is not satisfied, the anti-shudder torque may be corrected based on the calculated flyback control model speed and the calculated anti-shudder torque flyback control factor.

[0173] Then, the motor torque is controlled using the corrected anti-shudder torque (step S800 ).

[0174] Fig.10 It is a flowchart for explaining a motor torque control method of a motor torque control apparatus for a hybrid vehicle according to another embodiment of the present invention.

[0175] like Fig.10 As shown, it is determined whether a light lift-off throttle (LFU) shift is to be performed (step S20).

[0176] Subsequently, when it is determined that a light lift-off (LFU) shift is to be performed, it is determined whether a sharp increase in the motor speed is occurring during the shift preparation period (step S30 ).

[0177] Here, if a light release occurs after a hard tip-in (HTI) acceleration (step S10), it may be determined that an LFU shift is to be performed.

[0178] If a sharp increase in the motor speed does not occur, the motor may be controlled to perform LFU shifting.

[0179] If a sudden increase in the motor speed occurs, the sudden increase in the motor speed is controlled using the anti-shudder torque (step S40).

[0180] If a sudden increase in the motor speed occurs, an anti-shudder torque may be calculated, and the sudden increase in the motor speed may be controlled using the calculated anti-shudder torque (step S40 ).

[0181] Subsequently, the maximum difference between the model speed and the motor speed is calculated (step S50), and the average deceleration of the motor is calculated (step S60).

[0182] The maximum difference (ΔRPM value) between the model speed and the motor speed (a) and the average deceleration of the motor (b) during the gear shift preparation period may be calculated.

[0183] Here, a maximum difference (ΔRPM value) between the model speed and the motor speed may be calculated at a time point when a change in the motor speed changes from a positive (+) value to zero (a).

[0184] The average deceleration (b) may be an average deceleration of the motor within a reference period after a time point at which a change in the motor speed during the gear shift preparation period changes from a positive (+) value to zero.

[0185] In one example, the reference time period may be about 10 ms to about 20 ms. However, the present invention is not limited thereto.

[0186] It may be determined whether a value obtained by dividing the maximum difference by the average deceleration is greater than or equal to a determination reference value (step S70 ).

[0187] As expressed using the following equation 1, it can be determined whether a value obtained by dividing the maximum difference (ΔRPM value) (a) by the average deceleration (b) is greater than or equal to a determination reference value (c). If the value obtained by the above division is greater than or equal to the determination reference value, it can be determined that the engine fly-surge is occurring, and the fly-surge control logic can be executed.

[0188] (Equation 1):

[0189] Maximum difference (ΔRPM value) (a) / average deceleration (b) ≥ determine reference value (c).

[0190] Here, the maximum difference (ΔRPM value) (a) may be the maximum difference (ΔRPM value) between the model speed and the motor speed during the shift preparation period, and may be calculated at a point in time when a change in the motor speed changes from a positive (+) value to zero.

[0191] In addition, as expressed by the following Equation 2, if the value obtained by dividing the maximum difference (ΔRPM value) (a) by the average deceleration (b) is less than the determined reference value (c), it can be determined that the engine flyback has not occurred and the existing sharp increase control can be maintained.

[0192] (Equation 2):

[0193] Maximum difference (ΔRPM value) (a) / average deceleration (b) < determination reference value (c).

[0194] If the engine flyback does not occur, the control of the sharp increase in the motor speed can be maintained, and the motor can be controlled to perform LFU shifting.

[0195] Subsequently, if the value obtained by dividing the maximum difference by the average deceleration is greater than or equal to the determination reference value, it can be determined whether the difference between the value obtained by dividing the maximum difference by the average deceleration and the determination reference value is greater than or equal to the control reference value (step S80).

[0196] That is, when the fly-rush control logic is executed, it may be determined whether the difference between the value obtained by dividing the maximum difference (ΔRPM value) by the average deceleration and the determination reference value is greater than or equal to the control reference value, as represented by the following equation 3. If the difference is greater than or equal to the control reference value, the fly-rush control may be performed by calculating the fly-rush control model speed and the anti-shudder torque fly-rush control factor.

[0197] (Equation 3):

[0198] Maximum difference (ΔRPM value) (a) / average deceleration (b) - Determine reference value (c) ≥ control reference value (d).

[0199] In addition, as expressed by the following Equation 4, if the difference is smaller than the control reference value, the fly-judder control may be performed by calculating only the anti-judder torque fly-judder control factor.

[0200] (Equation 4):

[0201] Maximum difference (ΔRPM value) (a) / average deceleration (b) - determination reference value (c) < control reference value (d).

[0202] If the difference is greater than or equal to the control reference value, the fly-judder control model speed and the anti-judder torque fly-judder control factor are calculated (steps S90 and S100).

[0203] If the difference is smaller than the control reference value, the anti-judder torque flyback control factor is calculated (step S100).

[0204] Here, the flyback control model speed can be a value obtained by adding the change in motor speed (which is reduced to a negative (-) value) to the model speed, and the anti-judder torque flyback control factor can be a factor value with the maximum difference between the model speed and the motor speed and the average deceleration of the motor as input values.

[0205] If the fly-judder control model speed and the anti-shudder torque fly-judder control factor are calculated, it is determined whether the normal switching condition is satisfied (step S110).

[0206] If the normal switching condition is satisfied, the existing anti-shudder torque may be output by setting the anti-shudder torque flyback control factor to 1.

[0207] The flyback control model speed can be converted to the existing model speed at a constant rate. If the change in the motor speed during the conversion is greater than the reference speed, a vibration component in a state where the converted model speed is maintained at a constant value can be calculated, and an anti-judder torque can be output based on the vibration component (step S130).

[0208] If the normal switching condition is not satisfied, the anti-judder torque is corrected based on the calculated flyback control model speed and the calculated anti-judder torque flyback control factor, and the motor torque is controlled using the corrected anti-judder torque (step S120).

[0209] In step S80 , if the difference is greater than or equal to the control reference value, both the first fly-shot control and the second fly-shot control may be performed, and if the difference is less than the control reference value, only the first fly-shot control may be performed.

[0210] As expressed by the following Equation 5, the first flyback control is a flyback control that corrects the anti-shudder torque so that the anti-shudder torque is reduced by multiplying a gain value for calculating the anti-shudder torque by the maximum difference and the anti-shudder torque flyback control factor.

[0211] (Equation 5):

[0212] Anti-shudder torque = maximum difference (ΔRPM value) × gain value × anti-shudder torque flyback control factor

[0213] Here, the anti-judder torque flyback control factor may be a factor value having a maximum difference between the model speed and the motor speed and an average deceleration of the motor as input values.

[0214] The second flyback control is a flyback control that corrects the anti-shudder torque so that the anti-shudder torque is reduced based on a vibration component value calculated based on a difference between the flyback control model speed and the motor speed.

[0215] Here, the flyback control model speed may be a value obtained by adding a change (e) in the motor speed, which decreases to a negative (-) value, to the model speed.

[0216] The vibration component value may be a value output from a high-pass filter when a difference between the flyback control model speed and the motor speed passes through the high-pass filter.

[0217] It is obvious from the above description that the present invention provides a motor torque control device and a motor torque control method for a hybrid vehicle and a hybrid vehicle including the device, wherein, when using anti-jump torque to control the sharp increase in motor speed, if engine flyback occurs, the anti-jump torque is corrected based on the flyback control model speed and the anti-jump torque flyback control factor, thereby stably and actively controlling the motor torque to control the sharp increase in motor / engine speed during LFU shifting in the hybrid vehicle.

[0218] In addition, the LFU shifting performance and drivability can be improved.

[0219] That is, when the LFU shift is performed after the accelerator pedal is stepped on hard (HTI) and lightly released, the shift preparation period may be shortened, thereby ensuring a quick response to the LFU shift.

[0220] If the LFU shift is achieved quickly, vibration / jerk may occur when the power-on shift occurs due to the accelerator pedal being depressed during the LFU shift. However, according to the present invention, the frequency and probability of the vibration / jerk can be reduced, thereby improving the drivability.

[0221] In addition, fuel efficiency can be improved.

[0222] That is, according to the present invention, since the LFU shift preparation period is reduced, the hydraulic standby time for engagement of the transmission can be shortened, and thus the power consumption of the electronic oil pump (EOP) can be reduced, thereby improving fuel efficiency.

[0223] For example, since the amount of power consumed by the EOP is reduced each time the LFU shift is performed, fuel efficiency may be improved by approximately 1.5%.

[0224] In addition, the present invention can improve the marketability of the vehicle.

[0225] When performing HTI on an uphill road at a higher speed with the engine clutch locked and the accelerator pedal lightly released, if a jet rush occurs due to a delay in LFU shifting, passengers in the vehicle may hear a popping sound due to the higher engine RPM, and may determine that the corresponding vehicle has serious noise, vibration and harshness (NVH) problems.

[0226] The present invention can solve the NVH problem and improve the marketability of the vehicle by ensuring the flyback improvement effect due to the reduction of the LFU shift preparation time period.

[0227] In addition, the program recorded on the recording medium can further implement the process provided in the motor torque control method of the motor torque control device for a hybrid vehicle according to an embodiment of the present invention, and the program for executing the motor torque control method of the motor torque control device for a hybrid vehicle is recorded on the recording medium.

[0228] The present invention described above can be implemented as a computer-readable code of a computer-readable medium having a program recorded therein. The computer-readable medium includes various recording devices in which data that can be read by a computer system is stored. Examples of computer-readable media may 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, and an optical data storage device.

[0229] The above detailed description is not intended to be interpreted as limiting the present invention in all aspects, but is considered by way of example. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all equivalent modifications made without departing from the scope of the present invention should be included in the appended claims.

Claims

1. A motor torque control device for a hybrid vehicle, the motor torque control device include: a first calculator configured to calculate a model speed of the motor and control a model speed; A second calculator configured to calculate the anti-shudder torque and the anti-shudder torque control factor of the motor; a third calculator configured to calculate a maximum difference between a model speed and a motor speed; a fourth calculator configured to calculate a decrease in motor speed; as well as a controller configured to control the first calculator, the second calculator, the third calculator, and the fourth calculator; Among them, when the accelerator is lightly lifted to change gears, if the motor speed is higher than the model speed, the controller is configured as follows: Use anti-shudder torque to control motor speed; determining whether the motor speed controlled using the anti-shudder torque is abnormal based on a maximum difference between the motor speed and the model speed and a decrease in the motor speed; When it is determined that the motor speed is abnormal, the anti-shudder torque is corrected based on the control model speed and the anti-shudder torque control factor; Use the corrected anti-shudder torque to control the motor speed. The reduction in motor speed is an average deceleration of the motor within a reference time period after a time point at which a change in motor speed changes from a positive value to zero.

2. The motor torque control device for a hybrid vehicle according to claim 1, in, When the anti-shudder torque is used to control the motor speed, and when a tip-up shift occurs, the controller is configured to determine whether the motor speed during the shift preparation period is higher than the model speed; When it is determined that the motor speed is higher than the model speed, the controller is configured to control the second calculator to calculate the anti-shudder torque and control the motor speed using the calculated anti-shudder torque.

3. The motor torque control device for a hybrid vehicle according to claim 1, in, When determining whether the motor speed is abnormal, the controller is configured as follows: controlling the third calculator to calculate a maximum difference between the model speed and the motor speed during the gear shift preparation period; controlling a fourth calculator to calculate a decrease in motor speed during a gear shift preparation period; Whether the motor speed is abnormal is determined based on a maximum difference between the calculated motor speed and the model speed and a decrease in the calculated motor speed.

4. The motor torque control device for a hybrid vehicle according to claim 3, in, The maximum difference between the model speed and the motor speed is calculated at the time point when the change in motor speed changes from a positive value to zero.

5. The motor torque control device for a hybrid vehicle according to claim 1, in, In determining whether the motor speed is abnormal, the controller is configured to determine whether a value obtained by dividing a maximum difference between the model speed and the motor speed by a decrease in the motor speed is greater than or equal to a determination reference value; When it is determined that a value obtained by dividing the maximum difference by the decrease in the motor speed is greater than or equal to a determination reference value, the controller is configured to determine that the motor speed is abnormal.

6. The motor torque control device for a hybrid vehicle according to claim 1, in, In correcting the anti-shudder torque, when it is determined that the motor speed is abnormal, the controller is configured to determine whether a difference between a value obtained by dividing a maximum difference between the model speed and the motor speed by a decrease in the motor speed and a determination reference value is greater than or equal to a control reference value; When it is determined that the difference is greater than or equal to the control reference value, the controller is configured as follows: Controlling the first calculator and the second calculator to calculate the control model speed and the anti-shudder torque control factor; The anti-shudder torque is corrected based on the calculated control model speed and the calculated anti-shudder torque control factor.

7. The motor torque control device for a hybrid vehicle according to claim 6, in, The control model speed is a value obtained by adding a change in the motor speed to the model speed, the change in the motor speed decreasing to a negative value; The anti-shudder torque control factor is a factor value having the maximum difference between the model speed and the motor speed and the reduction of the motor speed as input values.

8. The motor torque control device for a hybrid vehicle according to claim 6, in, When correcting the anti-shudder torque, the controller is configured as follows: Correcting the anti-shudder torque so that the anti-shudder torque is reduced by multiplying a gain value used to calculate the anti-shudder torque by a difference between a model speed and a motor speed and an anti-shudder torque control factor; The anti-shudder torque is corrected so that the anti-shudder torque is reduced based on a vibration component value calculated based on a difference between the calculated control model speed and the motor speed.

9. The motor torque control device for a hybrid vehicle according to claim 6, in, When it is determined that the difference is less than the control reference value, the controller is configured as follows: controlling the second calculator to calculate the anti-shudder torque control factor; The anti-shudder torque is corrected based on the calculated anti-shudder torque control factor.

10. The motor torque control device for a hybrid vehicle according to claim 9, in, When correcting the anti-shudder torque, the controller is configured to correct the anti-shudder torque so that the anti-shudder torque is reduced by multiplying a gain value used to calculate the anti-shudder torque by a difference between a model speed and a motor speed and an anti-shudder torque control factor.

11. The motor torque control device for a hybrid vehicle according to claim 1, in, When the anti-shudder torque is corrected, and when the control model speed and the anti-shudder torque control factor are calculated, the controller is configured to determine whether a normal switching condition is satisfied; When it is determined that the normal switching condition is met, the controller is configured to: Outputting the existing anti-shudder torque by setting the anti-shudder torque control factor to 1; Switching from the control model speed to the existing model speed at a constant rate; When the change in motor speed during a transition is greater than a reference speed, the controller is configured to: calculating the vibration component in a state where the converted model velocity is maintained at a constant value; An anti-shudder torque is output based on the vibration component.

12. The motor torque control device for a hybrid vehicle according to claim 11, in, When determining whether the normal transition conditions are met, when the first condition regarding the accelerator pedal sensor being turned off, the second condition regarding the engine clutch being locked, and the third condition regarding the light lift-off throttle shifting are not met, the controller is configured to determine that the normal transition conditions are met.

13. A motor torque control method for a motor torque control device of a hybrid vehicle, in, The motor torque control device includes a calculator and a controller, wherein the calculator is configured to calculate a model speed, a control model speed, an anti-shudder torque, and an anti-shudder torque control factor of the motor, and the controller is configured to control the calculator. The motor torque control method includes: Determining, by a controller, whether a light throttle shift is to be performed; When it is determined that a light throttle shift is to be performed, determining by the controller whether the motor speed is higher than the model speed; When it is determined that the motor speed is higher than the model speed, the motor speed is controlled by the controller using the anti-shudder torque; The controller controls the calculator to calculate the maximum difference between the model speed and the motor speed and the reduction of the motor speed; determining, by the controller, whether the motor speed is abnormal based on a maximum difference between the model speed and the motor speed and a decrease in the motor speed; When it is determined that the motor speed is abnormal, the controller controls the calculator to calculate the control model speed and the anti-shudder torque control factor; Correcting the anti-shudder torque by a controller based on a control model speed and an anti-shudder torque control factor; The controller uses the corrected anti-shudder torque to control the motor speed. The reduction in the motor speed is the average deceleration of the motor within a reference time period after a time point at which a change in the motor speed changes from a positive value to zero.

14. The motor torque control method according to claim 13, in, In controlling the motor speed using the anti-shudder torque, when the motor speed is higher than the model speed, the computer is controlled to calculate the anti-shudder torque, and the motor speed is controlled using the calculated anti-shudder torque.

15. The motor torque control method according to claim 13, in, In determining whether the motor speed is abnormal, determining whether a value obtained by dividing a maximum difference between the model speed and the motor speed by a decrease in the motor speed is greater than or equal to a determination reference value; When a value obtained by dividing the maximum difference by the decrease in the motor speed is greater than or equal to a determination reference value, it is determined that the motor speed is abnormal.

16. The motor torque control method according to claim 13, in, In correcting the anti-shudder torque, when the motor speed is abnormal, determining whether a difference between a value obtained by dividing a maximum difference between the model speed and the motor speed by a decrease in the motor speed and a determination reference value is greater than or equal to a control reference value; When the difference is greater than or equal to the control reference value, a control model speed and an anti-shudder torque control factor are calculated, and the anti-shudder torque is corrected based on the calculated control model speed and the calculated anti-shudder torque control factor.

17. The motor torque control method according to claim 16, in, In correcting the anti-shudder torque, the anti-shudder torque is corrected by: reducing the anti-shudder torque by multiplying a gain value used to calculate the anti-shudder torque by a difference between the model speed and the motor speed and an anti-shudder torque control factor; The anti-shudder torque correction is to reduce the anti-shudder torque based on a vibration component value calculated based on a difference between the calculated control model speed and the motor speed.

18. The motor torque control method according to claim 16, in, In correcting the anti-shudder torque, when the difference is less than the control reference value, an anti-shudder torque control factor is calculated, and the anti-shudder torque is corrected by reducing the anti-shudder torque by multiplying a gain value used to calculate the anti-shudder torque by the difference between the model speed and the motor speed and the anti-shudder torque control factor.

19. The motor torque control method according to claim 13, in, In correcting the anti-shudder torque, when the control model speed and the anti-shudder torque control factor are calculated, determining whether the normal switching condition is satisfied; When the normal conversion condition is satisfied, the current anti-shudder torque is output by setting the anti-shudder torque control factor to 1, and the control model speed is converted to the current model speed at a constant rate; When a change in the motor speed during the conversion is greater than a reference speed, a vibration component in a state where the converted model speed is maintained at a constant value is calculated, and an anti-shudder torque is output based on the vibration component.

20. A hybrid vehicle, include: a hybrid power source including an electric motor and an engine; as well as a motor torque control device configured to control the motor torque of the hybrid power source; Wherein, when the accelerator is lightly lifted to shift gears, if the motor speed is higher than the model speed, the motor torque control device: uses the anti-shudder torque to control the motor speed; determines whether the motor speed controlled by the anti-shudder torque is abnormal based on the maximum difference between the motor speed and the model speed and the reduction of the motor speed; when it is determined that the motor speed is abnormal, corrects the anti-shudder torque based on the control model speed and the anti-shudder torque control factor; and uses the corrected anti-shudder torque to control the motor speed. The reduction in motor speed is an average deceleration of the motor within a reference time period after a time point at which a change in motor speed changes from a positive value to zero.

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