Apparatus and method for controlling hybrid electric vehicle

Abstract

A method of controlling a hybrid electric vehicle of the present invention includes: checking, by a controller, a vehicle driving state and determining whether a predetermined engine clutch engagement prohibition condition is satisfied; generating and outputting, by the controller, a control command for prohibiting engagement of the engine clutch and maintaining the engine clutch in an open state when it is determined that a predetermined engine clutch engagement prohibition condition is satisfied according to the vehicle driving state; and performing control to maintain the engine clutch in an open state, which is a power cut-off state, by means of the control command output from the controller.

Description

Technical Field

[0001] The present disclosure relates to an apparatus and method for controlling a hybrid electric vehicle, which can solve the problem of unexpected engagement of an engine clutch due to software or hardware errors. Background Art

[0002] A hybrid electric vehicle is a vehicle driven by using an engine (internal combustion engine) and a motor as power sources. As one type of power train for a hybrid electric vehicle, a transmission mounted electric device (TMED) type hybrid system is known.

[0003] Figure 1 1 is a diagram showing the configuration of a powertrain of a TMED hybrid electric vehicle. In the TMED type hybrid system, an engine 1 and a motor 3 as a driving device for driving the vehicle are arranged in series, and a transmission 4 is connected to the output side of the motor 3 to convert the power of the engine and the motor and then transmit the power to the drive shaft of the vehicle.

[0004] The engine clutch 2 is provided between the engine 1 and the motor 3 to selectively control the power between the engine and the motor. The engine clutch 2 selectively connects or disconnects the power between the engine 1 and the motor 3 by closing (engaging) or opening (releasing) operation. The engine clutch 2 is engaged or disengaged (released) by controlling the operation of the actuator unit in response to a control command output from the controller.

[0005] In addition, an inverter 5 for driving and controlling the motor 3 is installed in the vehicle, and the motor 3 is connected to a high voltage main battery 6 in the vehicle through the inverter 5 to achieve charging and discharging. When the motor is driven, the inverter 5 converts the DC current supplied from the battery 6 into AC current, and then applies it to the motor 3 through a power cable. During motor regeneration, the inverter converts the AC current generated by the motor into DC current, and then supplies it to the battery 6.

[0006] In addition, a starter generator, a hybrid starter generator 7 (hereinafter abbreviated as "HSG"), which is a motor connected to the engine 1 to transmit power to start the engine or generate electricity using the rotational force transmitted from the engine is provided in the vehicle. Similar to the motor 3 for driving the vehicle, the HSG 7 can also be used as a motor and a generator at the same time, and is connected to the battery 6 through the inverter 5 to achieve charging and discharging.

[0007] In the hybrid electric vehicle having the above configuration, a driving mode (i.e., a powertrain (PT) driving mode) is selected according to operating conditions. The vehicle is driven in an electric vehicle (EV) mode of a pure electric vehicle mode using only the power of the motor 3, or in a hybrid electric vehicle (HEV) mode using both the power of the engine 1 and the electric power of the motor 3.

[0008] In a hybrid electric vehicle, a regeneration mode is performed in which the kinetic energy of the vehicle is recovered as electrical energy by generating electricity through a motor during braking or coasting to charge the battery. A hybrid electric vehicle basically requires the function of the regeneration mode to improve the efficiency of the vehicle and increase fuel efficiency.

[0009] In addition, the hybrid electric vehicle requires proper power distribution between the engine 1 and the motor 3 to minimize fuel consumption and improve the fuel efficiency of the vehicle. The process of determining the target operating point and generating the engine torque command and the motor torque command in the TMED hybrid electric vehicle is as follows.

[0010] Figure 2 1 is a block diagram showing a configuration of a control device that performs power control and transmission control in a hybrid electric vehicle. As shown in the figure, in a hybrid electric vehicle, a plurality of controllers 10 to 40 perform coordinated control for power control and transmission control of the vehicle.

[0011] The upper controller 10 of the hybrid electric vehicle, such as a hybrid controller (HCU) or a vehicle domain controller (VDCU), determines the driver's required torque according to the driver's driving intention based on vehicle driving information such as the driver's accelerator pedal input value (APS value) and brake pedal input value (BPS value).

[0012] Among the driving input values ​​(pedal input values) of the driver, an accelerator pedal input value may be detected by an accelerator position sensor (APS), and a brake pedal input value may be detected by a brake pedal position sensor (BPS).

[0013] Furthermore, the host controller (HCU or VDCU) 10 determines whether to drive in the EV mode with the engine clutch 2 open or in the HEV mode with the engine clutch 2 closed (driving mode determination) in consideration of the driver's demand torque and the state of charge (SOC) of the main battery 6 .

[0014] At this time, the host controller 10 determines engine start and stop, and performs torque distribution to the engine 1 and the motor 3 as drive devices based on the determined driver demand torque and the engine start / stop information.

[0015] During the torque distribution process, the host controller 10 determines the engine torque and the motor torque according to the distribution ratio of the power distribution and the distribution torque curve to meet the driver's required torque, and then generates and outputs the torque command of each power source.

[0016] Therefore, the engine controller (ECU) 20 and the motor controller (MCU) 30 receive the engine torque command and the motor torque command from the hybrid controller 10 and control the torque of the engine 1 and the motor 3 according to the respective received torque commands.

[0017] The transmission control is performed together with the power control of the vehicle. A transmission controller (TCU) 40 determines a target gear position based on information collected from the vehicle, and controls the operation of the transmission 4 to perform a gear shift to the target gear position.

[0018] In addition, the transmission controller 40 provides the hybrid controller 10 with current shift state information, such as a target shift stage, a shift class, and a shift phase, and the hybrid controller 10 performs torque intervention control and the like with reference to the shift state information.

[0019] In the TMED type hybrid system, in the case of EV mode, with the engine clutch 2 disengaged, the motor torque is used as the power to drive the vehicle. In the case of HEV mode, with the engine clutch 2 engaged, the vehicle is driven using a compound power obtained by adding the torques of the engine 1, the motor 3, and the HSG 7.

[0020] Figure 3 is a flow chart showing a control process of a hybrid electric vehicle according to the prior art. Figure 3 To describe the problems of the prior art.

[0021] As shown in the figure, when the driver demand torque is determined based on the vehicle driving information (S1), the travel mode of the vehicle (PT driving mode) is determined based on the determined driver demand torque and the battery SOC information (S2).

[0022] In addition, the operation of the engine clutch 2 is controlled according to the determined driving mode. When the driving mode is the EV mode, the engagement of the engine clutch 2 is not required, so the engine clutch is disengaged (released) (S3, S6), and then the motor 3 is used as a power source to drive the vehicle (S7). On the other hand, when the driving mode is the HEV mode, with the engine clutch 2 engaged (S3, S4), the vehicle is driven by the composite power of the engine 1, the motor 3 and the HSG 7 (S5).

[0023] However, in the basic control logic used to determine the torque of each power source (engine, motor, HSG) and generate instructions, when only the motor torque is used as the power drive with the engine 1 started and the engine clutch 2 open, if the engine clutch 2 is accidentally engaged due to a software (SW) or hardware (HW) error, the engine torque and HSG torque may be instantaneously added to the motor torque.

[0024] However, conventionally, there is no protection logic that monitors the state of the engine clutch to protect the vehicle and the driver from risks that may occur in the event that an error occurs as described above. Summary of the invention

[0025] Therefore, the present disclosure takes into account the above-mentioned problems occurring in the prior art, and an object of the present disclosure is to provide a device and method for controlling a hybrid electric vehicle, which, when the engine is started and the engine clutch is open, prohibits the engine clutch from engaging when the vehicle creeps using a motor, thereby preemptively preventing the engine clutch from engaging due to software or hardware errors, and preventing the occurrence of dangerous situations due to errors as in the prior art, thereby improving vehicle stability.

[0026] The objects of the present disclosure are not limited to the above objects, and other objects not mentioned will be clearly understood by those skilled in the art from the following description.

[0027] In order to achieve the above-mentioned purpose, the present disclosure provides a method for controlling a hybrid electric vehicle, the method comprising the following steps: a controller checks a vehicle driving state and determines whether a predetermined engine clutch engagement prohibition condition is satisfied; when it is determined that the predetermined engine clutch engagement prohibition condition is satisfied based on the vehicle driving state, the controller generates and outputs a control instruction for prohibiting the engine clutch from engaging and keeping the engine clutch in an open state; and through the control instruction output from the controller, controls the engine clutch to be kept in an open state as a power cut-off state.

[0028] The vehicle driving status may include: engine clutch status, vehicle driving status and engine status.

[0029] The engine clutch engagement prohibition condition, as a condition of the vehicle driving state, may include: a condition that the engine clutch is in an open state, a condition that the vehicle is creeping using the motor, and a condition that the engine is started, ie, the engine is running.

[0030] As a vehicle driving state when the brake is enabled, ie, the vehicle brake is operating, the controller may determine that the engine clutch engagement prohibition condition is not satisfied.

[0031] In the step of generating and outputting a control instruction for maintaining the engine clutch in an open state, when generating a control instruction for engaging the engine clutch, if it is determined that the engine clutch engagement prohibiting condition is satisfied, the controller may generate and output a control instruction for prohibiting the engine clutch from engaging and maintaining the engine clutch in an open state.

[0032] The method may also include the following steps: a controller, when the driver's required torque is determined and the vehicle's driving mode is determined, determines whether the engine clutch needs to be engaged based on the determined vehicle's driving mode; when it is determined that the engine clutch needs to be engaged, the controller generates and outputs a control instruction for engaging the engine clutch; and the engine clutch is controlled to be in a closed state, that is, in a power-connected state, by means of the control instruction for engaging the engine clutch output from the controller.

[0033] The present disclosure provides a device for controlling a hybrid electric vehicle, the device comprising: a driving information detection component for detecting vehicle driving information, and a controller for executing an engine clutch engagement prohibition control logic, wherein the controller checks a vehicle driving state based on the detected vehicle driving information, and determines whether a predetermined engine clutch engagement prohibition condition is satisfied, and when it is determined based on the vehicle driving state that the predetermined engine clutch engagement prohibition condition is satisfied, generates and outputs a control instruction for prohibiting the engine clutch from engaging and keeping the engine clutch in an open state, and controls the engine clutch to be kept in an open state as a power cut-off state.

[0034] Therefore, an advantage of the device and method for controlling a hybrid electric vehicle according to the present disclosure is that when the vehicle is creeping using the motor when the engine is started and the engine clutch is open, the engine clutch is prohibited from engaging, thereby preemptively preventing the engine clutch from engaging due to software or hardware errors, and preventing dangerous situations caused by errors as in the prior art (such as collisions when the vehicle is accelerating), thereby improving vehicle stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The above and other objects, features and other advantages of the present disclosure will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0036] Figure 1 2 is a diagram showing the configuration of a powertrain of a general hybrid electric vehicle.

[0037] Figure 2 is a block diagram showing the configuration of a control device that performs power control and transmission control in a general hybrid electric vehicle.

[0038] Figure 3 is a flowchart showing a control flow of a hybrid electric vehicle according to the prior art.

[0039] Figure 4 is a schematic diagram showing a configuration of a controller that executes a control procedure of a hybrid electric vehicle according to the present disclosure.

[0040] Figure 5 is a flowchart showing a control flow of a hybrid electric vehicle according to the present disclosure.

[0041] Figure 6 is a diagram showing a control state of a hybrid electric vehicle according to the present disclosure. DETAILED DESCRIPTION

[0042] Hereinafter, the embodiments of the present disclosure will be described in more detail with reference to the accompanying drawings. The specific structure or function description in the embodiments of the present disclosure is only used to describe the embodiments of the present disclosure. However, the present disclosure can be embodied in many different forms and should not be interpreted as being limited to the embodiments set forth herein, but should be interpreted as covering modifications, equivalents or substitutes falling within the scope of the ideas and techniques of the present disclosure.

[0043] It should be understood that although the terms "first", "second", etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the rights according to the concept of the present disclosure, the first element may be referred to as the second element. Similarly, the second element may also be referred to as the first element.

[0044] It should be understood that when an element is referred to as being "coupled" or "connected" to another element, it can be directly coupled or connected to the other element, or there can be intervening elements therebetween. Conversely, it should be understood that when an element is referred to as being "directly coupled" or "directly connected to" another element, there are no intervening elements. Other expressions that explain the relationship between elements, such as "between," "directly between," "adjacent to," or "directly adjacent to," should also be interpreted in the same manner.

[0045] The same reference numerals are used throughout the drawings to refer to the same or similar parts. The terms used herein are only for the purpose of describing specific embodiments and are not intended to be limiting. In the present disclosure, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. It should be further understood that the terms "comprises", "comprising" and "having" etc., when used in this specification, specify the presence of the features, integers, steps, operations, elements, components and / or combinations thereof, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or combinations thereof.

[0046] In the following description, for the configuration of the powertrain of the hybrid electric vehicle, reference is made to Figure 1 .

[0047] Figure 4 1 is a schematic diagram showing a configuration of a controller for executing a control process of a hybrid electric vehicle according to the present disclosure. As shown in the figure, an engine clutch monitoring component 116 is added to the controller 100 to execute an engine clutch engagement prohibition control logic.

[0048] Figure 5 1 is a flow chart showing a control flow of a hybrid electric vehicle according to the present disclosure. The figure shows a process of prohibiting the engagement of the engine clutch and an existing engine clutch control flow of the basic control logic.

[0049] The control device of the hybrid electric vehicle according to the present disclosure includes: a driving information detection component 90, which detects information indicating the vehicle driving state for executing the engine clutch engagement prohibition control logic, that is, vehicle driving information; and a controller 100, which executes the engine clutch engagement prohibition control logic based on the vehicle driving information.

[0050] Here, the engine clutch engagement prohibition control logic is logic that monitors whether the vehicle driving state satisfies a predetermined engine clutch engagement prohibition condition and prohibits the engagement of the engine clutch when the engine clutch engagement prohibition condition is satisfied.

[0051] To this end, according to the present disclosure, in addition to the components that execute the basic control logic for determining the torque of each power source (engine, motor, HSG) and generating instructions, and the engine clutch control component 115 that controls the operation of the engine clutch 2, the controller 100 also includes: an engine clutch monitoring component 116, which monitors whether the vehicle driving state satisfies a predetermined engine clutch engagement prohibition condition, and prohibits the engine clutch from engaging when the engine clutch engagement prohibition condition is met.

[0052] According to the present disclosure, when the engine clutch engagement prohibition condition is met, even if a control instruction for engine clutch engagement is generated and output from the engine clutch control component 115, the engine clutch monitoring component 116 does not allow and prohibits the engine clutch engagement, and outputs a control instruction to keep the engine clutch open as the final control instruction for the engine clutch 2.

[0053] On the contrary, when the engine clutch engagement prohibition condition is not met, when a control instruction for engine clutch engagement is generated and output from the engine clutch control component 115, the engine clutch monitoring component 116 generally allows the engine clutch to engage, outputs and transmits the control instruction for engine clutch engagement as the final control instruction, thereby realizing control of the actuator unit for engine clutch engagement.

[0054] According to the present disclosure, the controller 100 for controlling a hybrid electric vehicle may be a higher level controller such as a hybrid controller (HCU) or a vehicle domain controller (VDCU) The controller is used to control the torque of a vehicle driving system according to a driver's request.

[0055] In the present disclosure, the controller 100 determines the torque value output by each power source in order to meet the driver's demand torque, generates and outputs a command for each power source to output the determined torque, that is, a torque command for each power source. To this end, the controller 100 includes: a driving information receiving component 111, a demand torque determining component 112, a driving mode determining component 113 and a torque distribution component 114.

[0056] The driving information receiving component 111 receives a signal (e.g., an APS signal, a BPS signal) from the driving information detecting component 90 such as an accelerator position sensor (APS) and a brake pedal position sensor (BPS). The required torque determining component 112 determines the driver required torque (S11) based on the vehicle driving information obtained from the received signal of the driving information detecting component 90, that is, the vehicle driving information including the driver's driving input value such as an accelerator pedal input value (APS value) or a brake pedal input value (BPS value).

[0057] In one embodiment of the present disclosure, the driving information receiving component 111 may further receive a vehicle speed signal, and the vehicle speed signal may be a signal from a wheel speed sensor in the driving information detecting component 90. Since obtaining vehicle speed information from the signal of the wheel speed sensor is well known to those skilled in the art, a detailed description thereof is omitted.

[0058] The driving mode determination component 113 determines the driving mode of the vehicle (PT driving mode) (S12) based on information related to charging and discharging such as a charging and discharging strategy according to the state of the main battery 6 and the determined driver demand torque. The torque distribution component 114 distributes the driver demand torque to each power source according to the determined driving mode, and finally determines the command torque of each power source reflecting the intervention torque.

[0059] To this end, the torque distribution component 114 executes a preset torque distribution logic. According to the torque distribution logic, the intervention torque is added to the torque of each power source distributed from the driver's demand torque to determine the final command torque of each power source reflecting the intervention torque. In addition, when the command torque of each power source is determined, the torque command of each power source is generated and output.

[0060] In addition, the components in the controller 100, such as the driving information receiving component 111, the required torque determining component 112, the driving mode determining component 113, the torque distribution component 114, the engine clutch control component 115, and the engine clutch monitoring component 116, can be configured to perform coordinated control of the drive system torque control, the engagement or disengagement of the engine clutch, and the prohibition of the engagement of the engine clutch while exchanging necessary signals and information with each other. In addition, the upper controller can be configured to perform coordinated control with other controllers such as an engine controller or a motor controller.

[0061] For example, in the process of executing the basic control logic, after the controller 100 receives the vehicle driving information through the driving information receiving component 111 and determines the driving mode of the vehicle through the driving mode determination component 113, the engine clutch monitoring component 116 can be set to: check the vehicle driving state, and then determine whether the predetermined engine clutch engagement prohibition condition is met according to the vehicle driving state (S13).

[0062] Here, the vehicle driving state includes: engine clutch state, vehicle running state, and engine state. In addition, the engine clutch engagement prohibition condition includes: the engine clutch is open, the vehicle is creeping using the motor 3, and the engine 1 is in the starting state.

[0063] At this time, when all three conditions are met, in other words, the engine clutch is open, the vehicle is creeping with the motor 3, and the engine 1 is started, the engine clutch monitoring component 116 can determine that the engine clutch engagement prohibition condition is met.

[0064] In contrast, when it is determined that any one of the three conditions is not satisfied, the engine clutch monitoring component 116 may determine that the engine clutch engagement prohibition condition is not satisfied.

[0065] In the engine clutch monitoring component 116, the state in which the vehicle is creeping using the motor 3 may be determined by selectively using the vehicle speed, the driver's pedal input state, and the motor torque command acquired through the sensor.

[0066] For example, if the motor torque command is a creep torque, and the vehicle speed occurs in an accelerator pedal disconnected state and a brake pedal disconnected state, it can be determined that the vehicle is creeping using the motor 3 .

[0067] Here, the accelerator pedal disconnected state and the brake pedal disconnected state refer to a non-operation state in which the driver does not step on the corresponding pedal. This can be determined based on the signals of the accelerator position sensor and the brake pedal position sensor received by the driving information receiving component 111.

[0068] Separate from the engine clutch monitoring component 116, the engine clutch control component 115 generates and outputs a control instruction for controlling the operating state of the engine clutch according to whether the engine clutch needs to be engaged at present. That is, when the driving mode determined by the driving mode determination component 113 is the HEV mode that requires the engine clutch to be engaged, the engine clutch control component 115 generates and outputs a control instruction for engaging the engine clutch (S14, S17).

[0069] At this time, the engine clutch monitoring component 116 may receive a control command for the engine clutch engagement from the engine clutch control component 115. At the same time, when it is determined that the engine clutch engagement prohibition condition is not satisfied according to the vehicle driving state, the engine clutch is allowed to engage, and the control command for the engine clutch engagement is output as the final control command of the engine clutch, thereby engaging the engine clutch through the actuator unit.

[0070] In addition, when the engine clutch is engaged, the controller 100 controls the operation of the engine 1 and the motor 3 as the power source; or the engine 1, the motor 3 and the HSG 7, so that the vehicle is driven by the sum of the torques of the power sources. In the HEV mode, the vehicle is driven using the engine 1 and the motor 3; or the engine 1, the motor 3 and the HSG 7 as the power source (S18), and the operation of each power source is controlled according to the torque command for each power source finally generated and output by the torque distribution component 114.

[0071] Furthermore, when the driving mode determined by the driving mode determination part 113 is the EV mode which does not require the engine clutch to be engaged, the engine clutch control part 115 generates and outputs a control command for controlling the engine clutch 2 to be in a disengaged state (S14, S15).

[0072] At this time, the engine clutch monitoring component 116 receives a control instruction for controlling the engine clutch 2 to be in a disengaged state from the engine clutch control component 115, outputs it as a final control instruction, and controls the operation of the actuator unit according to the final control instruction, thereby disengaging the engine clutch 2.

[0073] In the state where the engine clutch is disengaged, the controller 100 controls the driving of the motor 3 as the power source so that the vehicle is driven only by the torque of the motor 3. The vehicle is driven using only the motor 3 as the power source (S16), and the driving of the motor 3 is controlled according to the motor torque command generated and output to meet the driver's demand torque.

[0074] In addition, when the engine clutch monitoring component 116 determines that the engine clutch engagement prohibition condition is satisfied, it is determined that the engine clutch engagement is prohibited (S19). Subsequently, even if a control instruction for engaging the engine clutch is received from the engine clutch control component 115, a control instruction for prohibiting the engine clutch 2 from engaging is generated and output, that is, a control instruction for keeping the engine clutch in an open state (S20).

[0075] At this time, the engine clutch monitoring component 116 may generate and output a hydraulic command for keeping the engine clutch 2 open (eg, engine clutch engagement hydraulic command=0) as a final control command.

[0076] When the engine clutch monitoring component 116 generates and outputs a hydraulic command for keeping the engine clutch 2 open, the actuator unit and the engine clutch 2 may be kept in an open state.

[0077] Since it is known to those skilled in the art that the operation of the actuator unit is controlled according to the hydraulic command (control command for the engine clutch) output from the controller 100 and the state of the engine clutch is controlled when the operation of the actuator unit is controlled, a detailed description of maintaining or controlling the operation of the actuator unit and the state of the engine clutch in a closed state or an open state is omitted.

[0078] Figure 6 is a diagram showing a control state of a hybrid electric vehicle according to the present disclosure. The description is as follows.

[0079] First, located Figure 6 The top graph represents the engine speed (RPM). The current figure shows that the engine 1 is in a starting state because the engine speed is generated. Starting from the top, the graphs respectively show the motor speed (RPM), the gear stage, the accelerator pedal input value (APS value), the presence or absence of braking, and the vehicle speed.

[0080] exist Figure 6 In the example of , the gear stage is D. Furthermore, according to the graph showing the motor speed and the vehicle speed, the graph shows that the speed gradually increases from the starting point of "Section 2" where the engine clutch engagement prohibition control is executed.

[0081] In particular, depending on the vehicle speed, during "Section 2", even if a control instruction for engine clutch engagement is generated and output due to an error in the engine clutch control component 115, engine clutch engagement prohibition control is performed, so the engine clutch engagement is not allowed, so that it can be seen that the vehicle has no unexpected acceleration.

[0082] exist Figure 6 In the example of , it can be seen that because the accelerator pedal input value (APS value) is 0, the driver continues to keep the accelerator pedal disconnected. The accelerator pedal is connected to the state where the driver presses and operates the accelerator pedal, while the accelerator pedal is disconnected to the state where the driver does not press the accelerator pedal (non-operated state).

[0083] The accelerator pedal input value may be obtained from a signal of an accelerator position sensor (APS), and the accelerator pedal disconnect state may be determined based on the accelerator pedal input value. Figure 6 In the example, an accelerator pedal input value of 0 means that the accelerator pedal is disconnected.

[0084] In addition, the presence or absence of braking indicates: a brake-on state in which the brakes of the vehicle are operated, or a brake-off state in which the brakes of the vehicle are not operated. This may indicate a brake pedal-on or a brake pedal-off state by the driver. Brake pedal-on refers to a state in which the driver depresses and operates the brake pedal, while brake pedal-off refers to a non-operation state in which the driver does not depress the brake pedal.

[0085] See also Figure 6 , it can be seen that: before "section 1", the driver keeps the brake pedal turned on, and then switches the brake pedal to the disconnected state from "section 2". Whether to brake can be determined based on the signal of the brake pedal position sensor BPS.

[0086] As from Figure 6 As can be seen from the curve diagram, when the accelerator pedal is in the disconnected state and the brake pedal is also turned into the disconnected state, the vehicle creeps due to the motor torque. At this time, the motor speed and the vehicle speed are generated.

[0087] In addition, reference Figure 6 , after the starting point of "Section 1", due to a software or hardware error, when the brake pedal is turned on, a control instruction for engaging the engine clutch ("engine clutch engagement control instruction") is generated and output from the engine clutch control component 115.

[0088] However, during "Section 1", since this state is the brake pedal-on state in which the driver depresses the brake pedal, the engine clutch engagement prohibition condition is not met. Therefore, the engine clutch monitoring component 116 does not output a control instruction for keeping the engine clutch open, and ultimately outputs an engine clutch engagement control instruction to allow the engine clutch to engage.

[0089] Since the state of “Zone 1 ” is a state in which the driver depresses the brake pedal, the vehicle is not in a creeping state using the motor 3 , and thus the engine clutch engagement prohibition condition is not satisfied.

[0090] When the brake pedal is turned on, the driver depresses the brake pedal according to the engine clutch engagement prohibition control logic executed in the engine clutch monitoring component 116. Therefore, even if the engine clutch engagement control command is accidentally output from the engine clutch control component 115 due to a software or hardware error, the engine clutch monitoring component 116 determines that this is not a dangerous situation caused by the engine clutch engagement, thereby finally allowing the engine clutch to engage.

[0091] However, subsequently, as in "Section 2", when the vehicle creeps using motor 3 with both the brake pedal and the accelerator pedal disconnected, the engine clutch is in the open state and the engine is in the starting state, the engine clutch engagement prohibition condition is met, and the engine clutch monitoring component 116 outputs a control instruction to prohibit the engine clutch from engaging, that is, a control instruction to keep the engine clutch in the open state.

[0092] Therefore, during "Segment 2", even if the engine clutch control component 115 generates and outputs a control instruction for engine clutch engagement, the engine clutch monitoring component 116 performs engine clutch engagement prohibition control, thereby not allowing the engine clutch to engage and the engine clutch can be maintained in an open state.

[0093] According to the prior art, the engine clutch can be engaged even in "segment 2", so the engine torque can be added to the motor torque through the engine clutch and applied to the vehicle drive system. At this time, the vehicle may be accidentally accelerated because the driver does not step on the brake pedal.

[0094] In contrast, according to the present disclosure, the engine clutch monitoring component 116 is added, and therefore, in "Section 2", the engine clutch engagement prohibition control can be performed by the engine clutch monitoring component 116. In "Section 2", since the engine clutch engagement prohibition control is performed and the engine clutch is not allowed to engage, unintended vehicle acceleration does not occur.

[0095] Although the present disclosure has been described with reference to specific embodiments shown in the accompanying drawings, it will be apparent to those skilled in the art that the present disclosure can be changed and modified in various ways without departing from the scope of the present disclosure described in the appended claims.

Claims

1. A method for controlling a hybrid electric vehicle, the method comprising the following steps: By the controller, checking the vehicle driving state and determining whether a predetermined engine clutch engagement prohibition condition is satisfied; When it is determined according to the vehicle driving state that the predetermined engine clutch engagement prohibition condition is satisfied, the controller generates and outputs a control instruction for prohibiting the engine clutch from engaging and keeping the engine clutch in an open state; as well as The engine clutch is maintained in the open state as a power cutoff state by the control command output from the controller.

2. The method according to claim 1, wherein: The vehicle driving state includes: engine clutch state, vehicle driving state, and engine state.

3. The method according to claim 2, wherein: The engine clutch engagement prohibition condition, as a condition of the vehicle driving state, includes: The condition that the engine clutch is in the open state; The vehicle creeps using the motor; and Conditions for engine starting.

4. The method according to claim 1, wherein: When the brake is applied as the vehicle driving state, the controller determines that the engine clutch engagement prohibition condition is not satisfied.

5. The method according to claim 1, wherein: In the step of generating and outputting the control instruction for maintaining the engine clutch in the open state, when generating the control instruction for engaging the engine clutch, when it is determined that the engine clutch engagement prohibiting condition is satisfied, the controller generates and outputs the control instruction for prohibiting the engine clutch from engaging and maintaining the engine clutch in the open state.

6. The method according to claim 1, wherein: The following steps are also included: By the controller, when the driver demand torque is determined and the driving mode of the vehicle is determined, determining whether the engine clutch engagement is required based on the determined driving mode of the vehicle; When it is determined that the engine clutch needs to be engaged, the controller generates and outputs the control instruction for engaging the engine clutch; as well as The engine clutch is controlled to be in a closed state by the control command for engaging the engine clutch output from the controller.

7. A device for controlling a hybrid electric vehicle, wherein: The device comprises: a driving information detection component configured to detect vehicle driving information; and a controller configured to execute engine clutch engagement inhibit control logic; Wherein, the controller is further configured as follows: checking the vehicle driving state according to the detected vehicle driving information and determining whether a predetermined engine clutch engagement prohibition condition is satisfied; When it is determined according to the vehicle driving state that the predetermined engine clutch engagement prohibition condition is satisfied, generating and outputting a control instruction for prohibiting the engine clutch from engaging and maintaining the engine clutch in an open state; and The engine clutch is maintained in the open state as a power cutoff state.

8. The device according to claim 7, wherein: The vehicle driving state includes: engine clutch state, vehicle driving state, and engine state.

9. The device according to claim 8, wherein: The engine clutch engagement prohibition condition, as a condition of the vehicle driving state, includes: The condition that the engine clutch is in the open state; The vehicle creeps using the motor; and Conditions for engine starting.

10. The device according to claim 7, wherein: The controller is further configured to determine that the engine clutch engagement prohibition condition is not satisfied when a brake is applied as the vehicle driving state.

11. The device according to claim 7, wherein: The controller is further configured to, when generating the control command for engaging the engine clutch, generate and output a control command to inhibit the engagement of the engine clutch and to maintain the engine clutch in the open state when it is determined that the engine clutch engagement inhibiting condition is satisfied.

12. The device according to claim 7, wherein: The controller is further configured to: when the driver demand torque is determined and the driving mode of the vehicle is determined, determining whether engagement of the engine clutch is required based on the determined driving mode of the vehicle; When it is determined that the engine clutch needs to be engaged, generating and outputting a control command to engage the engine clutch; and The engine clutch is controlled to be in a closed state by the control command for engaging the engine clutch output from the controller.

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