Device and method for controlling a hybrid vehicle having an electric supercharger

Abstract

The present disclosure relates to a device and method for controlling a hybrid vehicle with an electric supercharger. A control device for a hybrid vehicle, the device includes an engine that burns fuel to generate power. A drive motor assists the engine power and selectively operates as a generator to generate electrical energy. A clutch is arranged between the engine and the drive motor. A battery provides electrical energy to the drive motor or is charged by the generated electrical energy. A DC converter converts DC from the battery. The electric supercharger supplies pressurized air to the engine. A controller determines an optimal air volume that maximizes system efficiency based on a limited output value of the drive motor determined by a battery SOC, and determines the drive motor power output and the engine power output based on the optimal air volume when the air pressure is less than a predetermined pressure, the intake air temperature is less than a predetermined temperature, and the SOC is less than a predetermined value.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of Korean Patent Application No. 10-2019-0127695, filed on October 15, 2019, which is hereby incorporated by reference in its entirety. Technical Field

[0003] The present disclosure relates to an apparatus for controlling a hybrid vehicle including an electric supercharger, and more particularly, to an apparatus and method for controlling the hybrid vehicle to determine an optimal operating line of an engine when the output of a drive motor is limited by the charge state of a battery. Background Art

[0004] A hybrid vehicle is a vehicle that uses two or more power sources, and generally refers to a hybrid electric vehicle that is driven by an engine and an electric motor. A hybrid electric vehicle can form various structures using two or more power sources including an engine and an electric motor. Generally, a hybrid electric vehicle uses a powertrain in the form of a transmission mounted electronic device (TMED), in which a drive motor, a transmission, and a drive shaft are connected in series.

[0005] In addition, a clutch is provided between the engine and the motor, and the hybrid electric vehicle is driven in an electric vehicle (EV) mode or a hybrid electric vehicle (HEV) mode depending on whether the clutch is engaged. The EV mode is a mode in which the vehicle is driven by the driving torque of the driving motor, and the HEV mode is a mode in which the vehicle is driven by the driving torque of the driving motor and the engine.

[0006] In a hybrid vehicle, it is important to manage the state of charge (SOC), which is the charge amount of the battery that supplies power to the drive motor and electrical components provided in the vehicle. Specifically, when the hybrid vehicle is traveling in a high-altitude area, the engine output is reduced due to the low pressure of the intake air flowing into the engine. In addition, when the vehicle is traveling in a high-temperature area, the engine output is reduced due to the low density of the air flowing into the engine and the reduction in engine torque due to knocking. Therefore, when the driver's demand torque is increased by the drive motor, the SOC of the battery is reduced due to the frequent operation of the drive motor. Specifically, since the engine output cannot be assisted by the drive motor and the driver's demand torque cannot be met, the engine operates in a high-load / high-speed state, thereby deteriorating fuel efficiency and exhaust gas.

[0007] The above information disclosed in this section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art. Summary of the invention

[0008] The present disclosure provides an apparatus for controlling an engine including an electric supercharger and a control method thereof, which have advantages of satisfying a driver's demand torque and minimizing fuel efficiency loss when driving a vehicle in a high altitude area where air pressure and intake air temperature are low.

[0009] According to an exemplary embodiment of the present disclosure, an apparatus for controlling a hybrid vehicle including an electric supercharger may include: an engine configured to burn fuel to generate power; a drive motor configured to assist the power of the engine and selectively function as a generator to generate electrical energy; a clutch configured to be disposed between the engine and the drive motor; a battery configured to supply electrical energy to the drive motor or to be charged by electrical energy generated by the drive motor; a direct current (DC) converter configured to convert direct current output by the battery; an electric supercharger configured to supply pressurized air to the engine; and a controller configured to: determine an optimal air volume that maximizes system efficiency based on a limited output value of the drive motor determined by a state of charge (SOC) of the battery, and determine a drive motor power output from the drive motor and an engine power output from the engine based on the optimal air volume when an air pressure is less than a predetermined pressure, an intake air temperature is less than a predetermined temperature, and the SOC is less than a predetermined value.

[0010] The system efficiency may be determined based on the driver's demand power, the amount of fuel supplied to the engine, the low thermal power of the fuel, the consumed power in the electric supercharger, the output power supplied to the DC converter, the engine power output from the engine, the efficiency of the drive motor, and the power transfer efficiency. The system efficiency may be determined based on the following equation:

[0011]

[0012] Among them, P driver is the driver's required power, M fuel is the amount of fuel supplied to the engine, LHV is the lower thermal power of the fuel, P esc is the power consumption of the electric supercharger, P LDC is the power consumption of the DC converter, P eng is the engine power, η mot is the efficiency of the drive motor, η tran is the power transfer efficiency.

[0013] According to another exemplary embodiment of the present disclosure, a method for controlling a hybrid vehicle with an electric supercharger may include: receiving, by a controller, driving information including a driver's required power, an engine speed, a battery's state of charge (SOC), an air pressure, and an intake air temperature; determining, by the controller, an optimal air volume for maximizing system efficiency based on a limited output value of a drive motor determined by the SOC of the battery when the SOC is less than a predetermined value; determining, by the controller, an engine torque output from the engine based on the optimal air volume; and determining, by the controller, an output torque of the drive motor for satisfying the driver's required torque based on the engine torque.

[0014] The system efficiency may be determined based on the driver demand power, the amount of fuel supplied to the engine, the low thermal power of the fuel, the consumed power of the electric supercharger, the power output from the DC converter, the engine power output from the engine, the efficiency of the drive motor, and the power transfer efficiency. The system efficiency may be determined based on the following equation:

[0015]

[0016] Among them, P driver is the driver's required power, M fuel is the amount of fuel supplied to the engine, LHV is the lower thermal power of the fuel, P esc is the power consumption of the electric supercharger, P LDC is the power supplied to the DC converter, P eng is the engine power, η mot is the efficiency of the drive motor, η tran is the power transfer efficiency.

[0017] According to an apparatus for controlling an engine having an electric supercharger and a control method thereof, when a vehicle travels in a high altitude area where air pressure is low and intake air temperature is low, it is possible to satisfy a driver's demand torque and minimize fuel efficiency loss. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are intended to be used as a reference to describe exemplary embodiments of the present disclosure, and the accompanying drawings should not be construed to limit the technical spirit of the present disclosure.

[0019] Figure 1 is a schematic diagram of an apparatus for controlling a hybrid vehicle including an electric supercharger according to an exemplary embodiment of the present disclosure;

[0020] Figure 2 is a schematic diagram showing a relationship between a hybrid vehicle and an electric supercharger according to an exemplary embodiment;

[0021] Figure 3 is a block diagram illustrating an apparatus for controlling an engine including an electric supercharger according to an exemplary embodiment of the present disclosure;

[0022] Figure 4 is a schematic diagram showing an SOC region of a battery according to an exemplary embodiment;

[0023] Figure 5 is a flowchart illustrating a method of controlling a hybrid vehicle according to an exemplary embodiment of the present disclosure; and

[0024] Fig. 6A and Figure 6B is a diagram illustrating an operating point of an engine according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0025] It is understood that the term "vehicle" or "vehicular" or other similar terms used herein include general motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, watercraft including various boats and ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels from non-petroleum resources). As referred to herein, a hybrid vehicle is a vehicle having two or more power sources, such as gasoline-powered and electric-powered vehicles.

[0026] Although the exemplary embodiments are described as using multiple units to perform the exemplary processes, it should be understood that the exemplary processes can also be performed by one or more modules. In addition, it should be understood that the term controller / control unit refers to a hardware device including a memory and a processor. The memory is configured to store the modules, and the processor is specifically configured to execute the modules to perform one or more processes described further below.

[0027] The terms used herein are only used for the purpose of describing specific embodiments, rather than to limit the present disclosure. As used herein, the singular forms "one", "an" and "the" are intended to also include plural forms, unless the context clearly indicates otherwise. It will be further understood that when used in this specification, the terms "include" and / or "comprise" specify the presence of the features, integers, steps, operations, elements and / or components, but do not exclude 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 related listed items.

[0028] Unless otherwise specified or apparent from the context, as used herein, the term "about" is to be understood as being within the normal tolerance range in the art, such as within 2 standard deviations of the mean. "About" may be understood as being 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 indicated from the context, all numerical values ​​provided herein are modified by the term "about".

[0029] The present disclosure will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the present disclosure are shown. As will be appreciated by those skilled in the art, the described embodiments may be modified in various ways without departing from the spirit or scope of the present disclosure. The accompanying drawings and the specification should be considered to be illustrative rather than restrictive in nature, and throughout the specification, the same reference numerals represent the same elements. In addition, the size and thickness of each element are arbitrarily shown in the accompanying drawings, but the present disclosure is not necessarily limited thereto, and in the accompanying drawings, for clarity, the thickness of layers, films, panels, regions, etc. are exaggerated.

[0030] Hereinafter, an apparatus for controlling an engine including an electric supercharger and a control method thereof according to exemplary embodiments are described in detail with reference to the accompanying drawings. Figure 1 is a schematic diagram of an apparatus for controlling a hybrid vehicle including an electric supercharger according to an exemplary embodiment of the present disclosure. And, Figure 2 is a schematic diagram illustrating a relationship between a hybrid vehicle and an electric supercharger according to an exemplary embodiment.

[0031] Hereinafter, a hybrid vehicle according to an exemplary embodiment adopts an example of a transmission mounted electronic device (TMED) structure. However, the scope of the present disclosure is not limited thereto and may be applied to another type of hybrid electric vehicle. Figures 1 to 3 As shown, a hybrid vehicle to which an apparatus for controlling or operating an engine including an electric supercharger is applied according to an exemplary embodiment of the present disclosure may include a driving information detector 100, an engine 10, a hybrid starter and generator (HSG) 40, a driving motor 50, a clutch 60, a battery 70, a low voltage DC converter (20, LDC: low voltage DC / DC converter), an electric supercharger 30, and a controller 90.

[0032] The driving information detector 100 may be configured to detect driving information including engine speed, driver's required torque (or required power), air pressure, intake air temperature, and battery state of charge (SOC), and the driving information is sent to the controller 90. Therefore, the driving information detector 100 may include: a speed sensor configured to sense the engine speed, an accelerator pedal sensor configured to sense the driver's required torque, a pressure sensor configured to sense air pressure, and a temperature sensor configured to sense intake air temperature. In addition, the SOC of the battery 70 may be configured to be received from a battery management system (BMS) that manages the battery 70.

[0033] The drive motor 50 may be operated using electric energy charged in the battery 70, and the electric energy generated by the drive motor 50 and the HSG 40 may be charged in the battery 70. The electric supercharger 30 may be configured to supply pressurized air to a combustion chamber of the engine, and may include a motor 31 and an electric compressor 33. The electric compressor 33 may be operated by the motor 31, and may be configured to compress ambient air based on driving conditions to supply compressed air to the combustion chamber. The apparatus for controlling a hybrid vehicle according to an exemplary embodiment of the present disclosure may be configured to change the output of the engine and the drive motor based on the SOC of the battery 70.

[0034] Reference Figure 4 , the SOC region of the battery 70 can be divided into a high region (SOC high), a normal region (SOC normal) and a low region (SOC low). In addition, the high region can be divided into a critical high (CH) and a high (H) region, the normal region can be divided into a normal high (NH) and a normal low (NL) region, and the low region can be divided into a low (L) and a critical low (CL) region.

[0035] The low voltage DC converter 20 (LDC) may be configured to convert the low voltage DC (direct current) output from the battery 70 into a DC corresponding to the operating voltage of each electronic component. In other words, the low voltage DC converter 20 is configured to convert and output the low voltage DC output from the battery 70 into a DC corresponding to the operating voltage of the electric supercharger 30 and a DC corresponding to the operating voltage of the electronic components of the vehicle.

[0036] The accelerator pedal position sensor may be configured to detect the operation of the accelerator pedal. The accelerator pedal position detected by the accelerator pedal position sensor may be sent to the controller 90. The controller 90 may then be configured to determine the required power based on the driver's acceleration intention according to the accelerator pedal position detected from the accelerator pedal position sensor, and the driving mode may be selectively converted to an electric vehicle (EV) mode, a hybrid electric vehicle (HEV) mode, and an engine mode.

[0037] The controller 90 may be configured to operate constituent elements of the vehicle, including the engine 10, the HSG 40, the drive motor 50, the electric supercharger 30, the battery 70, and the clutch 60. The controller 90 may be provided as at least one processor operable by a predetermined program, wherein the predetermined program may include instructions for each step of the method of controlling an engine including an electric supercharger based on a tendency of a driver according to an exemplary embodiment.

[0038] The clutch 60 may be disposed between the engine 10 and the drive motor 50, and based on whether the clutch 60 is engaged, the hybrid vehicle may operate in an electric vehicle (EV) mode or a hybrid electric vehicle (HEV) mode. The EV mode is a mode in which the vehicle is driven by the driving torque of the motor, and the HEV mode is a mode in which the vehicle is driven by the driving torque of the motor and the engine 10. The driving power output from the engine 10 and the drive motor 50 may be transmitted to the drive wheels disposed in the vehicle. In addition, a transmission 80 may be disposed between the clutch 60 and the drive wheels. A speed gear may be installed in the transmission 80, and the output torque of the engine 10 and the drive motor 50 may be shifted according to the speed stage.

[0039] Hereinafter, a method for controlling an engine including an electric supercharger according to an exemplary embodiment of the present disclosure is described in detail with reference to the accompanying drawings. Figure 5 As shown, in step S10, the driving information detector 100 can be configured to detect driving information including engine speed, driver's required torque (or required power), air pressure, intake air temperature and battery SOC, and the driving information detected by the driving information detector 100 can be sent to the controller 90.

[0040] In step S20, the controller 90 may be configured to determine the SOC of the battery, and when the SOC is greater than the SOC low region (e.g., SOC normal or SOC high), in step S30, the controller 90 may be configured to operate the engine 10 at the optimal operating line (OOL). That is, when the driver's demand torque is greater than the engine torque in OOL, the drive motor 50 may assist the engine output (e.g., engine torque) to meet the driver's demand torque. In other words, the difference between the driver's demand torque and the engine torque is assisted by the torque of the drive motor 50. Conversely, when the driver's demand torque is less than the engine torque at OOL, the drive motor 50 may operate as a generator to generate electricity corresponding to the torque difference between the driver's demand torque and the engine torque at OOL, and the electricity generated by the drive motor 50 is charged in the battery 70.

[0041] In the low SOC area, in step S40, the controller 90 may be configured to determine the engine torque that meets the driver's demand torque based on the limited output value of the drive motor 50 determined by the SOC of the battery 70. Specifically, the controller 90 may be configured to determine the engine torque from the optimal air volume to maximize the system efficiency. The limited output value of the drive motor 50 may refer to the maximum output power that can be output from the drive motor 50 in the low SOC area to prevent the SOC of the battery from decreasing below a predetermined value. Therefore, the output of the drive motor 50 may be limited to below the limited output value of the drive motor 50. Specifically, it can be determined that the limited output value of the drive motor 50 decreases as the SOC of the battery 70 decreases in the low SOC area. The system efficiency can be determined according to the following equation 1.

[0042] Equation 1

[0043]

[0044] In Equation 1, P driver is the driver's required torque, M fuel is the amount of fuel supplied to the engine 10, LHV is the low thermal power of the fuel, P esc is the power consumption of the electric supercharger 30, P LDC is the power supplied to the DC converter, P eng is the engine power, η mot is the efficiency of the drive motor, η tran is the power transfer efficiency.

[0045] The amount of fuel supplied to engine 10 may be determined as a function of the amount of air supplied to the engine, engine speed, air pressure, and intake air temperature. The amount of fuel may be determined from Equation 2 below.

[0046] Equation 2

[0047] M fuel =f(M air , RPM, AMP, TIA)

[0048] In Equation 2, M fuel is the amount of fuel supplied to the engine 10 , RPM is the engine speed, AMP is the air pressure, and TIA is the intake air temperature.

[0049] Specifically, the fuel amount may be calculated from Equation 3 below, and a compensation value may be applied as needed.

[0050] Equation 3

[0051] M fuel =M air ×AFR×λ

[0052] In equation 3, AFR (Air-Fuel Ratio) is the theoretical air-fuel ratio and in the case of a gasoline engine a constant in the range of 14.5-14.7 may be used, and λ is the air excess coefficient which is 1 under most driving conditions of a gasoline engine but is 1 at high RPM and M. air Under this condition, the coefficient is less than 1.

[0053] Therefore, λ can be calculated based on M air and RPM are determined experimentally and may be pre-stored in the controller in the form of mapping data or an approximate formula. If necessary, a compensation value may be applied to the air excess coefficient based on the air pressure or intake air temperature. The air excess coefficient may be corrected by the following equation 4.

[0054] Equation 4

[0055] λ final =λ base ×λ AMP ×λ TIA

[0056] In Equation 4, λ final Indicates the final air excess coefficient, λ base represents the initial air excess coefficient, λ AMP represents the pressure compensation value, and λ TIA Indicates the intake air temperature compensation value.

[0057] The engine power P may be determined as a function of the amount of air supplied to the engine 10, the engine speed RPM, the air pressure, and the intake air temperature. eng . This can be expressed as the following equation 5.

[0058] Equation 5

[0059] P eng =f(M air , RPM, AMP, TIA)

[0060] In Equation 5, M air represents the amount of air supplied to the engine 10 , RPM represents engine speed, AMP represents air pressure, and TIA represents intake air temperature.

[0061] Specifically, the engine power may be calculated from the following Equation 6, and a compensation value may be applied to Equation 6 if necessary.

[0062] Equation 6

[0063]

[0064] In Equation 6, T engDenotes the engine torque, which can be calculated from the following Equation 7.

[0065] Equation 7

[0066] T eng =T ind，max ×η ign +T fric

[0067] In Equation 7, T ind,max Indicates the expected air volume M air and the maximum indicated torque at engine speed RPM, which can be calculated based on M air and RPM are determined experimentally and can be stored in the controller in the form of mapping data or approximate formulas. ign represents the torque efficiency according to the ignition timing, and can be expressed as an approximate expression of a quadratic polynomial or a cubic polynomial according to the ignition timing. The torque efficiency according to the ignition timing can be based on M air and RPM are determined experimentally and can be stored in the controller in the form of mapping data or approximate formulas. fric Indicates that the engine is at a predetermined air volume M air and the friction torque at engine speed RPM, which can be calculated based on M air and RPM are determined experimentally and may be stored in the controller in the form of mapping data or an approximate formula.

[0068] Therefore, T eng It can be based only on the predetermined air volume M air and engine speed RPM. In addition, it can be expressed by eng Correction is performed by applying the effect of TIA or AMP during the final calculation of the factor or during the calculation of each factor.

[0069] The power consumption P of the electric supercharger 30 can be determined based on the function of the optimal air quantity supplied to the engine 10, the engine speed, the air pressure and the intake air temperature. esc . This can be expressed as the following equation 8.

[0070] Equation 8

[0071] P eSC =f(M air , RPM, AMP, TIA)

[0072] In Equation 8, M air represents the amount of air supplied to the engine 10, RPM represents the engine speed, AMP represents the air pressure, and TIA represents the intake air temperature. esc is the amount of air supplied to the engine M airand the pressure ratio of the electric supercharger. esc It can be determined experimentally and can be stored in the controller in the form of mapping data or an approximate formula.

[0073] Determine P experimentally esc When the temperature of the inlet air changes, the test can be carried out under standard conditions. If the inlet air temperature changes, a correction factor can be used. For example, P esc The correction is as follows Equation 9.

[0074] Equation 9

[0075] P esc =P esc，ref ×f TIA

[0076] In Equation 9, P esc,ref represents the power of the electric supercharger under standard conditions, f TIA Indicates the correction factor for intake air temperature.

[0077] Meanwhile, the pressure ratio PR is a dimensionless number and represents the pressure ratio between the upstream and downstream of the electric supercharger. This can be expressed as the following equation 10.

[0078] Equation 10

[0079]

[0080] Where P loss,int Represents the pressure loss in the intake duct, intake pipe or air filter, etc. It can be ignored or determined experimentally to be approximately M air A quadratic or cubic polynomial of . In addition, P boost Indicates the required boost pressure, which is M air and RPM, which can be determined experimentally.

[0081] The efficiency of the drive motor η mot It can be determined based on the function of the motor torque and the motor speed, and can be stored in the controller in the form of mapping data or an approximate formula. This can be expressed as the following equation 11.

[0082] Equation 11

[0083] η mot =f(T driver -T eng , rpm)

[0084] In Equation 11, T driver represents the driver's required torque, T eng represents engine torque, and rpm represents motor speed.

[0085] In a TMED type hybrid vehicle, the motor speed is the same as the engine speed. Therefore, the motor torque can be expressed as the following equation 12.

[0086] Equation 12

[0087] T mot =T driver -T eng

[0088] In Equation 12, T driver represents the driver's required torque, which can be calculated by Equation 7 eng .

[0089] Power transfer efficiency (η tran ) can be calculated based on the power consumption P of the electric supercharger 30. esc , the power P supplied to the DC converter LDC , the driver's required power, the engine power, and the efficiency of the drive motor η mot This can be expressed as the following equation 13.

[0090] Equation 13

[0091]

[0092] Power transfer efficiency η tran is the power transfer efficiency in the high-voltage power system of the hybrid vehicle, is a function of the power consumed in the electrical components or the power supplied to the electrical components, and may be stored in the controller in a mapping data format or an approximate form. The power consumed or supplied in the high-voltage power system of the hybrid vehicle may include the power P consumed by the electric supercharger 30. esc , the power P supplied to the DC converter LDC and the power consumed by the motor P mot .

[0093] Specifically, the power consumed by the motor P mot It can be expressed as the following equation 14.

[0094] Equation 14

[0095]

[0096] In the above equation, the driver's demand power (or torque) is a value determined according to the amount of change of the accelerator pedal and is constant. The power supplied to the DC converter is constant, and the lower heating value of the fuel is also constant. Therefore, in step S40, the controller may be configured to receive the air pressure, intake air temperature, and engine speed from the driving information detector 100, and determine the optimal air volume (M) using equation 1.air ).

[0097] In step S50, the controller 90 may be configured to determine a final engine torque to be output in the engine 10 from the optimal air quantity. This may be expressed as Equation 15 below.

[0098] Equation 15

[0099] T eng·final =f(M air , RPM, AMP, TIA)

[0100] In addition, in step S60, the controller 90 may be configured to determine the rotation speed of the electric supercharger 30 so as to adjust the determined optimal air volume M to the desired value. air The controller 90 may be configured to supply the electric supercharger 30 to the engine, and determine the power consumed by the electric supercharger 30. For example, when the operating point of the engine for outputting the final engine torque is located at the optimal operating point in the NA engine (naturally aspirated engine), the controller 90 may be configured to stop the operation of the electric supercharger 30. On the other hand, when the operating point of the engine 10 for outputting the final engine torque is greater than the optimal operating point of the NA engine, the controller 90 may be configured to operate the electric supercharger 30 to supply the supercharged air to the engine 10, thereby operating the engine in the region of the optimal operating point.

[0101] Reference Fig. 6A , in the case of a naturally aspirated engine, the region in which the engine operates at the optimum operating point is very narrow. Figure 6B In the engine to which the electric supercharger 30 is applied, the region in which the engine operates at the optimal operating point is relatively wide compared to the naturally aspirated engine. Therefore, when the vehicle is driven in a region where the air pressure is low or the intake air temperature is low, the engine can be operated in the region of the optimal operating point by the power assist of the drive motor 50, thereby improving the fuel efficiency of the vehicle and reducing emissions.

[0102] Explanation of symbols

[0103] 10: Engine

[0104] 11: Intake pipe

[0105] 30: Electric supercharger

[0106] 40: HSG

[0107] 50: Driving motor

[0108] 60: Clutch

[0109] 70: Battery

[0110] 80: Transmission

[0111] 90: Controller

[0112] 100: Drive information detector

[0113] While the present disclosure has been described in conjunction with what are presently considered to be practical exemplary embodiments, it should be understood that the present disclosure is not limited to the disclosed embodiments, but is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.

Claims

1. A device for controlling a hybrid vehicle having an electric supercharger, the device comprising: an engine configured to combust fuel to produce power; a drive motor configured to assist the power generated by the engine and selectively function as a generator to generate electrical energy; a clutch disposed between the engine and the drive motor; a battery configured to supply electric energy to the drive motor or to be charged with electric energy generated by the drive motor; a DC converter configured to convert the DC output from the battery; an electric supercharger configured to supply boost air to the engine; as well as The controller is configured as: determining an optimum air volume for maximizing system efficiency based on a limited output value of the drive motor determined by a state of charge of the battery; as well as determining a drive motor power output from the drive motor and an engine power output from the engine based on the optimum air volume when the air pressure is less than a predetermined pressure, the intake air temperature is less than a predetermined temperature, and the state of charge is less than a predetermined value; Among them, the system efficiency is determined based on the driver's demand power, the amount of fuel supplied to the engine, the low thermal power of the fuel, the power consumption of the electric supercharger, the output power supplied to the DC converter, the engine power output from the engine, the efficiency of the drive motor and the power transfer efficiency.

2. The device according to claim 1, wherein: The system efficiency is determined by the following equation: Among them, P driver is the driver demand power, M fuel is the amount of fuel supplied to the engine, LHV is the low thermal power of the fuel, P esc is the power consumption of the electric supercharger, P LDC is the power consumption of the DC converter, P eng is the engine power, η mot is the efficiency of the drive motor, η tran is the power transfer efficiency.

3. A method of controlling a hybrid vehicle having an electric supercharger, the method comprising: The controller receives driving information including the driver's required power, engine speed, battery charge state, air pressure and intake air temperature; When the state of charge is less than a predetermined value, determining, by the controller, an optimum air volume for maximizing system efficiency based on a limited output value of a drive motor determined by the state of charge of the battery; determining, by the controller, an engine torque output from an engine based on the optimal air quantity; and The controller determines, based on the engine torque, an output torque of the drive motor for satisfying a driver's demand torque; Among them, the system efficiency is determined based on the driver's demand power, the amount of fuel supplied to the engine, the low thermal power of the fuel, the power consumption of the electric supercharger, the power output from the DC converter, the engine power output from the engine, the efficiency of the drive motor and the power transfer efficiency.

4. The method according to claim 3, wherein: The system efficiency is determined by the following equation: Among them, P driver is the driver demand power, M fuel is the amount of fuel supplied to the engine, LHV is the low thermal power of the fuel, P esc is the power consumption of the electric supercharger, P LDC is the power supplied to the DC converter, P eng is the engine power, η mot is the efficiency of the drive motor, η tran is the power transfer efficiency.

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