Vehicle drive control device and method, and vehicle including same

Abstract

The present invention relates to a vehicle drive control device and method and a vehicle including the same. A device configured to control driving of a vehicle including a transmission arranged between a first drive wheel and a first motor and a second motor connected to a second drive wheel. The device includes a first controller configured to determine an input shaft compensation torque and a shift ratio for a switching period based on a power-on upshift occurring in the transmission, and a second controller configured to determine whether all of the input shaft compensation torque can be compensated for with the first motor, and control the first motor or control the first motor and the second motor based on the input shaft compensation torque and the shift ratio according to a result of the determination of whether compensation can be made with the first motor.

Description

Technical Field

[0001] This invention relates to a technology for controlling vehicle drive. Background Technology

[0002] Transmissions are used to optimize driving efficiency when driving a vehicle. Transmissions are broadly classified into manual transmissions and automatic transmissions. Automatic transmissions include A / T transmissions (e.g., those including a torque converter) and dual-clutch transmissions (DCTs).

[0003] In the basic shift types of A / T and DCT, power-on upshift is a shift to a higher gear when the vehicle speed increases to a certain speed or higher, for efficiency reasons, when the driver wants to accelerate (i.e., the accelerometer position sensor (APS) is active).

[0004] During the upshifting process, frictional losses occur during the period when the torque on the release side and the torque on the engagement side are exchanged ("switching period") due to the increase in torque on the engagement side.

[0005] In the past, in vehicles where the automatic transmission was positioned between the drive wheels and the drive source, frictional losses during switching periods were compensated by utilizing the spare or additional torque of the drive source (e.g., provided by the drive source).

[0006] However, if a torque limit of revolutions per minute (RPM) is imposed on the drive source, such as a drive motor (i.e., the maximum output of the drive motor is limited), the drive source will struggle to provide additional torque to compensate for frictional losses. In other words, if a torque limit is imposed on the drive motor via RPM, frictional losses cannot be compensated for using the drive motor during switching periods.

[0007] Therefore, a method is needed to compensate for clutch friction losses that occur during the shifting period when power is engaged and upshifting when the torque limit of RPM is applied to the drive source.

[0008] The foregoing description of background art is provided merely to enhance the understanding of the background art of the present invention. Therefore, the existence of the above information provided in the background art section does not imply an admission that the above information corresponds to prior art known to those skilled in the art. Summary of the Invention

[0009] The present invention provides an improved vehicle drive control device and method, and a vehicle including the same, wherein the vehicle drive control device and method are capable of maintaining linear acceleration during the switching period during power engagement upshift.

[0010] The present invention also provides an improved vehicle drive control device and method, and a vehicle including the same, which can compensate for the clutch friction loss of the transmission even when the spare torque of the front wheel motor cannot be used to compensate for the clutch friction loss due to the torque limitation of the front wheel motor.

[0011] The present invention can also provide an improved vehicle drive control device and method, and a vehicle including the same, wherein the vehicle drive control device and method can compensate for insufficient compensation torque in the input shaft compensation torque that is not compensated by the front wheel motor by driving the rear wheel motor.

[0012] The technical objectives to be achieved by this invention are not limited to those described above. Those skilled in the art should clearly understand other technical objectives not mentioned in the following description.

[0013] According to one aspect of the invention, the above and other objectives can be achieved by providing an apparatus for controlling the drive of a vehicle, the vehicle including a transmission disposed between a first drive wheel and a first motor and a second motor connected to a second drive wheel. The apparatus includes: a first controller configured to: determine an input shaft compensation torque and a shift ratio during a switching period based on power engagement upshifts occurring in the transmission; and a second controller configured to: determine whether the first motor can be used to compensate for all input shaft compensation torque without using the second motor, and based on the determination of whether compensation can be performed using the first motor without using the second motor, control the first motor without controlling the second motor, or control both the first and second motors, based on the input shaft compensation torque and the shift ratio.

[0014] According to an embodiment of the present invention, the first controller can determine the input shaft compensation torque α based on mathematical expression 1.

[0015] [Mathematical Expression 1]

[0016]

[0017] Here, ω i It is the input shaft speed, ω y It is the RPM of the clutch on the engaging side, T y It is the clutch torque on the engagement side at the end of the switching time, T ye It is the clutch torque on the engagement side at the start time of switching, and F is the correction coefficient.

[0018] According to an embodiment of the present invention, the first controller may determine the smaller value between a first switching ratio determined based on a time ratio and a second switching ratio determined based on a torque ratio as the switching ratio.

[0019] According to an embodiment of the present invention, the second controller can: determine whether the first motor can be used to compensate for all input shaft compensation torques without using the second motor, based on a comparison between the sum of the starting input torque and the input shaft compensation torque corresponding to the torque of the input shaft at the switching start time and the maximum input torque preset for the transmission.

[0020] According to an embodiment of the present invention, the second controller can: apply the maximum EV torque corresponding to the maximum torque in EV mode as the maximum input torque based on the vehicle's driving mode being a power consumption (CD) mode, and determine that using the first motor instead of the second motor cannot compensate for all the input shaft compensation torque based on the sum of the starting input torque and the input shaft compensation torque being greater than the maximum EV torque.

[0021] According to an embodiment of the present invention, the second controller can: apply the maximum torque of each stage as the maximum input torque based on the vehicle's driving mode being the battery hold (CS) mode, and determine that using the first motor instead of the second motor cannot compensate for all the input shaft compensation torque based on the sum of the starting input torque and the input shaft compensation torque being greater than the maximum torque of each stage.

[0022] According to an embodiment of the present invention, based on the determination that the first motor can compensate for all input shaft compensation torque without using the second motor, the second controller can: determine the input shaft torque of the first motor based on the input shaft compensation torque, the switching ratio, and the starting input torque corresponding to the torque of the input shaft at the switching start time, and output the input shaft torque to the first motor controller for controlling the first motor.

[0023] According to an embodiment of the present invention, the second controller can determine the input shaft torque of the first motor by adding the product of the input shaft compensation torque and the switching ratio to the starting input torque.

[0024] According to an embodiment of the present invention, the second controller can: determine an additional compensation torque to be applied by the second motor based on the determination that the first motor cannot compensate for all the input shaft compensation torque, so as to compensate for the insufficient compensation torque that the first motor did not compensate for.

[0025] According to an embodiment of the present invention, the second controller can determine the additional compensation torque γ based on mathematical expression 4.

[0026] [Mathematical Expression 4]

[0027]

[0028] Here, T isIt is the starting input torque corresponding to the input shaft torque at the start time of the switch. α is the input shaft compensation torque. The final gear ratio of the front wheel motor is the gear ratio of the front wheel final reduction gear. The final gear ratio of the rear wheel motor is the gear ratio of the rear wheel final reduction gear. The maximum torque is the EV maximum torque in CD mode and the maximum torque per stage in CS mode.

[0029] According to an embodiment of the present invention, the second controller can: determine the input shaft torque of the first motor based on the input shaft compensation torque, the switching ratio, and the starting input torque corresponding to the torque of the input shaft at the switching start time, and determine the rear wheel motor compensation torque based on the additional compensation torque and the switching ratio.

[0030] According to an embodiment of the present invention, the second controller can determine the input shaft torque of the first motor by adding the product of the input shaft compensation torque and the switching ratio to the starting input torque.

[0031] According to an embodiment of the present invention, the second controller can determine the rear wheel motor compensation torque by multiplying the additional compensation torque by the switching ratio.

[0032] According to an embodiment of the present invention, the second controller can output the input shaft torque to a first motor controller for controlling the first motor, and output the rear wheel motor compensation torque to a second motor controller for controlling the second motor.

[0033] According to an embodiment of the present invention, the first motor controller can control the first motor based on the input shaft torque, so that the transmission operates at maximum torque, and the second motor controller can control the second motor based on the rear wheel motor compensation torque, so that the insufficient compensation torque in the input shaft compensation torque that was not compensated by the first motor is compensated according to the drive of the second motor.

[0034] According to another embodiment of the present invention, a method for controlling the drive of a vehicle is provided, the vehicle including a transmission disposed between a first drive wheel and a first motor, and a second motor connected to a second drive wheel. The method includes: determining, using a first controller, an input shaft compensation torque and a shift ratio during a shifting period based on power engagement upshifts occurring in the transmission; determining, using a second controller, whether the first motor can be used to compensate for all input shaft compensation torque without using the second motor; and, based on the determination of whether compensation can be performed using the first motor without using the second motor, controlling the first motor without controlling the second motor, or controlling both the first and second motors, based on the input shaft compensation torque and the shift ratio, using the second controller.

[0035] According to another embodiment of the invention, a vehicle includes: a first powertrain including a first motor and a transmission disposed between the first motor and a first drive wheel; a second powertrain including a second motor connected to a second drive wheel; and a vehicle drive control device configured to control the first powertrain and the second powertrain. Specifically, based on power engagement and upshifting occurring in the transmission, the vehicle drive control device: determines the input shaft compensation torque and a shift ratio, determines whether the first motor can be used to compensate for all input shaft compensation torque without using the second motor, and, based on the determination of whether compensation can be performed using the first motor without using the second motor, controls the first motor without controlling the second motor or controls both the first and second motors based on the input shaft compensation torque and the shift ratio.

[0036] According to an embodiment of the present invention, the vehicle drive control device may be configured to: determine whether the first motor can be used to compensate for all input shaft compensation torques without using the second motor, based on a comparison between the sum of the starting input torque and the input shaft compensation torque corresponding to the torque of the input shaft at the switching start time and the maximum input torque preset for the transmission.

[0037] According to an embodiment of the present invention, the vehicle drive control device may be configured to determine the smaller value between a first switching ratio determined based on a time ratio and a second switching ratio determined based on a torque ratio as the switching ratio.

[0038] According to an embodiment of the present invention, the vehicle drive control device may be configured to: determine an additional compensation torque to be applied by a second motor based on the determination that the first motor cannot compensate for all the input shaft compensation torque, so as to compensate for the insufficient compensation torque that the first motor has not compensated.

[0039] In addition to the description provided above for solving the aforementioned problems, specific details of various embodiments of the present invention are included in the following description and drawings. Attached Figure Description

[0040] The above and other objects, features, and advantages of the invention should be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0041] Figure 1 This is a schematic diagram illustrating an embodiment of the configuration of the powertrain system of a vehicle according to an embodiment of the present invention;

[0042] Figure 2 This is a schematic diagram illustrating an embodiment of a control configuration for implementing vehicle drive control according to an embodiment of the present invention;

[0043] Figure 3This is a schematic diagram illustrating a vehicle drive control method according to an embodiment of the present invention;

[0044] Figure 4 It is shown Figure 3 A schematic diagram illustrating the specific process of step S330; and

[0045] Figure 5 This is a graph showing the improvement in acceleration linearity during the switching period when the torque of the front wheel motor is limited, when the vehicle drive control method according to an embodiment of the present invention is applied. Detailed Implementation

[0046] In the following description, detailed descriptions of known functions and configurations incorporated herein may obscure the subject matter of the invention, but are omitted. The same reference numerals are used in the drawings to denote the same or similar parts. Furthermore, the drawings are intended only to aid in understanding the embodiments disclosed in this specification, and the technical concepts disclosed herein are not limited to the accompanying drawings. The technical concepts disclosed in this specification should be understood to include all modifications, equivalents, or alternatives within the spirit and scope of the invention.

[0047] Terms such as "first" and / or "second" are used to describe various components, but these components are not limited by these terms. These terms are used to distinguish one component from another.

[0048] Unless the context clearly indicates otherwise, elements described in the singular are intended to include multiple elements.

[0049] In this specification, the terms “comprising” or “including” are intended to specify the presence of the described features, values, steps, operations, components, parts or combinations thereof, but should be understood to preclude the possibility of the presence or addition of one or more other features, values, steps, operations, components, parts or combinations thereof.

[0050] The suffixes “module” and “unit” used for the elements in the following description are for ease of description and are therefore used interchangeably without any distinguishing meaning or function.

[0051] When a component is "attached" or "connected" to another component, it should be understood that a third component may exist between the two components, although the component may be directly attached or connected to other components. When a component is "directly attached" or "directly connected" to another component, it should be understood that there is no element between the two components.

[0052] Furthermore, the term "unit" or "control unit" included in the name is a widely used term for naming control devices (controllers) that control specific functions of a vehicle, and does not imply a general-purpose functional unit. When the components, units, controllers, devices, elements, devices, etc., of the present invention are described as having a purpose or performing an operation, function, etc., said components, units, controllers, devices, elements, or devices should be considered herein as "configured to" satisfy said purpose or perform said operation or function. Each component, unit, controller, device, element, device, etc. may individually embody or include a processor and memory (e.g., a non-volatile computer-readable medium) as part of the device.

[0053] A controller may include a communication device that communicates with other controllers or sensors to control related functions, a memory that stores operating system or logic instructions and input / output information, and one or more processors that perform determination, calculation, decision-making, etc., required to perform control-related functions.

[0054] Any number or variety of components in any configuration described in this specification may be included in the disclosure of this specification. Components may include any combination of features described in this specification and may be arranged in any of the various configurations described in this specification. The concepts regarding the structure and arrangement of the components of the present invention, as well as their use and operation, can be applied to any number of examples in any combination and to the specific examples discussed in this specification. Embodiments including various features in various arrangements are described below with reference to the accompanying drawings.

[0055] In the following description, various embodiments of the invention are described in detail with reference to the accompanying drawings, and identical or similar components are given the same reference numerals and redundant descriptions thereof are omitted, regardless of the symbols used.

[0056] Figure 1 This is a schematic diagram illustrating the configuration of the powertrain system of a vehicle according to an embodiment of the present invention.

[0057] Figure 1 The powertrain of a four-wheel drive hybrid vehicle is shown, which combines a front-wheel powertrain including an engine 100 and a front-wheel motor 120 with a rear-wheel powertrain including a rear-wheel motor 170.

[0058] According to the implementation scheme, the front-wheel powertrain may include: an engine 100; a front-wheel motor (or first motor) 120; an engine clutch 110 disposed between the engine 100 and the front-wheel motor 120 to transmit or disconnect engine power; a transmission 130 that shifts gears and outputs power to the front-wheel motor 120; a front-wheel final reduction gear (or first final reduction gear) 140 coupled to the transmission 130 and transmitting power from the transmission 130 to the front wheels; a hybrid starter-generator (HSG) 150 connected to the engine 100 to start the engine and generate electricity; and a battery 160 that is rechargeable and connected to the front-wheel motor 120 and the hybrid starter-generator 150.

[0059] In the implementation scheme, the transmission 130 can be implemented as an automatic transmission (AT) or a dual-clutch transmission (DCT).

[0060] In this implementation, the transmission 130 can be connected to the front wheel motor 120 via the input shaft 131 and to the front wheel final reduction gear 140 via the output shaft 132. Therefore, the transmission 130 can convert the torque input via the input shaft 131 (hereinafter referred to as input shaft torque) into output shaft torque and output it to the output shaft 132 according to the shift conditions.

[0061] According to the implementation scheme, the rear wheel power system may include: a rear wheel motor (or a second motor) 170 connected to a battery 160 such that the battery 160 is rechargeable; and a rear wheel final reduction gear (or a second final reduction gear) 180 that outputs power from the rear wheel motor 170 to the rear wheel RW.

[0062] According to an embodiment of the present invention, in a four-wheel drive hybrid vehicle that combines a front-wheel powertrain and a rear-wheel powertrain, when the clutch friction loss that occurs during the shifting period when the power of the front wheel motor 120 is engaged and upshifted cannot be compensated by the spare torque of the front wheel motor 120, the clutch friction loss can be compensated by the rear wheel motor 170.

[0063] Therefore, consistent acceleration linearity can be provided when the power of the front wheel motor 120 is engaged and upshifted. This prevents feelings of deceleration, power cut-off, and unfamiliar shifting sensations (e.g., experienced by vehicle passengers), improves ride comfort by maintaining linear acceleration, and ensures shifting consistency and robustness.

[0064] For ease of description, we assume that... Figure 1 The vehicle configuration shown, and any vehicle including a transmission arranged between the first drive wheel and the first motor and a second motor connected to the second drive wheel, are suitable for embodiments of the present invention.

[0065] Figure 2 This is a schematic diagram illustrating a control configuration for implementing vehicle drive control according to an embodiment of the present invention.

[0066] Reference Figure 2 According to an embodiment of the present invention, the vehicle drive control device 1 may include a hybrid power control unit (HCU) 10, an electric motor control unit (MCU) 20, and a transmission control unit (TCU) 30.

[0067] According to the example, the drive control unit 1 may further include an engine control unit (ECU) 40 and a battery management system (BMS) 50.

[0068] The hybrid power control unit 10 can be a high-level control unit that distributes or determines the front and rear wheel torque for each gear according to driving conditions. The hybrid power control unit 10 can control lower (e.g., less advanced) level control units such as the motor control unit 20, transmission control unit 30, engine control unit 40, and battery management system 50.

[0069] For example, the hybrid power control unit 10 can communicate with lower-level control units based on a vehicle network (such as a controller area network (CAN)).

[0070] The hybrid power control unit 10 can control the lower-level control unit and receive information from the lower-level control unit about the devices or components (e.g., engine, front wheel motor, rear wheel motor, transmission, battery, etc.) controlled and managed by the lower-level control unit.

[0071] The motor control unit 20 can receive torque commands from the hybrid power control unit 10 and control the overall operation of the front wheel motor 120 and the rear wheel motor 170. For example, the motor control unit 20 may include a first motor control unit 21 that controls the operation of the front wheel motor 120 and a second motor control unit 22 that controls the operation of the rear wheel motor 170.

[0072] The transmission control unit 30 can control the gears of the transmission 130 (e.g., the transmission control unit 30 can control which gear the transmission 130 is in). The engine control unit 40 can control the overall operation and operating point of the engine 100 according to instructions from the hybrid control unit 10. The battery management system 50 can collect battery status information and use it for the charging and discharging control of the battery 160 or provide it to the hybrid control unit 10.

[0073] Since the decrease in output shaft torque due to frictional losses during the switching period is proportional to the increase in clutch torque on the engaging side, the required input shaft compensation torque (i.e., the decrease in output shaft torque) during the switching period can be determined based on the state of the engaging side clutch (torque increase rate and torque amount).

[0074] According to an embodiment of the present invention, the transmission control unit 30 can determine the input shaft compensation torque for compensating for the reduction in output shaft torque that occurs during the switching period, taking into account the state of the engagement-side clutch and the vehicle speed.

[0075] Since the clutch torque on the engagement side gradually increases from the start time to the end time of the shift, the input shaft compensation torque should also gradually increase from the start time to the end time of the shift according to the handover ratio, in order to prevent a sudden start-up feeling and an unfamiliar shifting feel.

[0076] According to an embodiment of the invention, the transmission control unit 30 can determine the shift ratio, such that shift control can be performed by reflecting on or based on the shift ratio. Here, the shift ratio can have a value between 0 and 1. According to the invention, the shift ratio can vary from 0 at the start time of the shift to 1 at the end time of the shift.

[0077] For example, the transmission control unit 30 may determine the switching ratio based on the progress time of the target clutch torque on the engagement side (corresponding to the engagement side clutch torque at the end of the switching) or the current torque increase.

[0078] According to an embodiment of the present invention, the hybrid power control unit 10 can determine whether it is necessary to drive the rear wheel motor 170 to compensate for the reduction in output shaft torque caused by friction loss during the switching period based on the sum of the input shaft torque (starting input torque) at the switching start time and the input shaft compensation torque, as well as the maximum input torque preset for the transmission 130.

[0079] The hybrid power control unit 10 can determine whether the front wheel motor 120 can be used to compensate for the reduction in output shaft torque caused by frictional losses during the switching period.

[0080] For example, the hybrid control unit 10 can apply the maximum EV torque as the maximum input torque when the vehicle driving mode is charge-depleting (CD) mode, and can apply the maximum torque at each stage as the maximum input torque when the vehicle driving mode is charge-sustaining (CS) mode.

[0081] When it is determined that it is not necessary to drive the rear wheel motor 170 to compensate for the reduction in output shaft torque, the hybrid power control unit 10 can calculate the input shaft torque of the front wheel motor 120 by adding the final compensation torque (switching ratio × input shaft compensation torque) calculated by multiplying the switching ratio by the input shaft compensation torque to the starting input torque. The hybrid power control unit 10 can output a command including the input shaft torque to the first motor control unit 21 of the motor control unit 20.

[0082] Therefore, the first motor control unit 21 can control the front wheel motor 120 based on the input shaft torque corresponding to the command of the hybrid power control unit 10. The front wheel motor 120 can operate according to the control of the first motor control unit 21 to rotate the input shaft 131.

[0083] Therefore, the hybrid power control unit 10 can perform switching by increasing the input shaft torque from the starting input torque to the final compensation torque, and can compensate for the decrease in output shaft torque by increasing the input shaft torque during switching.

[0084] When it is determined that the rear wheel motor 170 needs to be driven to compensate for the reduction in output shaft torque, the hybrid power control unit 10 can calculate the compensation torque of the rear wheel motor 170.

[0085] According to the implementation scheme, the hybrid power control unit 10 can calculate the compensation torque provided by the rear wheel motor 170 by multiplying the insufficient or lacking compensation torque of the front wheel motor 120 by the ratio of the final gear ratio of the rear wheel motor to the final gear ratio of the front wheel motor.

[0086] The hybrid power control unit 10 can calculate the input shaft torque of the front wheel motor 120 by adding the final compensation torque (switching ratio × input shaft compensation torque) calculated by multiplying the switching ratio by the input shaft compensation torque to the starting input torque.

[0087] In addition, the hybrid power control unit 10 can calculate the rear wheel motor compensation torque by multiplying the compensation torque of the rear wheel motor 170 by the switching ratio.

[0088] According to the implementation scheme, the hybrid power control unit 10 can output a command including the input shaft torque to the first motor control unit 21 of the motor control unit 20, and can output a command including the rear wheel motor compensation torque to the second motor control unit 22 of the motor control unit 20.

[0089] Therefore, the first motor control unit 21 can control the front wheel motor 120 based on the input shaft torque corresponding to the command of the hybrid power control unit 10, and the front wheel motor 120 can operate according to the control of the first motor control unit 21 to rotate the input shaft 131.

[0090] Furthermore, the second motor control unit 22 can control the rear wheel motor 170 based on the rear wheel motor compensation torque corresponding to the instructions of the hybrid power control unit 10. The rear wheel motor 170 can operate according to the control of the second motor control unit 22 to rotate the rear wheel RW.

[0091] Therefore, the hybrid power control unit 10 can control the front wheel motor 120 to increase the input shaft torque during switching to compensate for the decrease in output shaft torque, and can drive the rear wheel motor 170 to compensate for the insufficient compensation torque of the front wheel motor 120.

[0092] Figure 3 This is a schematic diagram illustrating a vehicle drive control method according to an embodiment of the present invention.

[0093] The vehicle drive control method according to an embodiment of the present invention may include control that compensates for frictional losses of the transmission clutch during gear shift control.

[0094] According to an embodiment of the present invention, the vehicle drive control method is configured to compensate for the decrease in torque of the output shaft 132 of the transmission 130 caused by the increase in torque of the clutch on the engagement side during the switching period when the hybrid vehicle enters power engagement upshift, thereby maintaining a constant torque of the output shaft 132 of the transmission 130 during the switching condition.

[0095] Furthermore, according to an embodiment of the present invention, the vehicle drive control method is configured to compensate for the insufficient compensation torque of the front wheel motor 120 by driving the rear wheel motor 170 when the reduction in torque of the output shaft 132 of the transmission 130 cannot be compensated by simply increasing the torque of the input shaft 131.

[0096] Reference Figures 1 to 3 When power is engaged and upshift occurs in the vehicle (S300), the transmission control unit 30 of the vehicle drive control device 1 can calculate the input shaft compensation torque α during the switching period (S310).

[0097] In step S310, the transmission control unit 30 can calculate the input shaft compensation torque α during the switching period based on the following mathematical expression 1.

[0098] [Mathematical Expression 1]

[0099]

[0100] Here, ω i It is the input shaft speed, ω y It is the RPM of the clutch on the engaging side, T y It is the clutch torque on the engagement side at the end of the switching process (target clutch torque on the engagement side), T ye It is the clutch torque on the engagement side at the start of the switching, and F is the correction coefficient.

[0101] Furthermore, the transmission control unit 30 can calculate the switching ratio β (S320). For example, the transmission control unit 30 can calculate the switching ratio β based on the time ratio or the torque ratio.

[0102] In step S320, the transmission control unit 30 can calculate the switching ratio β1 using the ratio of the progress time from the switching start time to the current time to the target progress time of the switching, as expressed in the following mathematical expression 2.

[0103] [Mathematical Expression 2]

[0104]

[0105] In step S320, the transmission control unit 30 can calculate the switching ratio β2 based on the ratio of the current torque increase of the engagement-side clutch (current clutch torque on the engagement side - initial clutch torque on the engagement side) to the target torque increase of the engagement-side clutch (target clutch torque on the engagement side - initial clutch torque on the engagement side), as expressed by the following mathematical expression 3.

[0106] [Mathematical Expression 3]

[0107]

[0108] In this way, when the switching ratio is calculated using two methods, the transmission control unit 30 can ultimately determine the switching ratio β that has the smaller value between the two switching ratios β1 and β2.

[0109] The transmission control unit 30 can provide the hybrid power control unit 10 with the input shaft compensation torque α and the switching ratio β for the switching period.

[0110] Subsequently, the hybrid power control unit 10 can determine whether the front wheel motor 120 can be used to compensate for all input shaft compensation torque (S330).

[0111] Figure 4 It is shown Figure 3 A schematic diagram illustrating the specific process of step S330.

[0112] Reference Figure 4 The hybrid control unit 10 can determine whether the vehicle driving mode is energy consumption (CD) mode or energy retention (CS) mode (S331). If the vehicle driving mode is CD mode①, the hybrid control unit 10 can determine the torque (starting input shaft torque) T of the input shaft 131 at the switching start time. is The sum of the input shaft compensation torque α and T isIs +α equal to or less than the maximum torque in EV mode (EV maximum torque) (S332)?

[0113] If the starting input shaft torque T is The sum of the input shaft compensation torque α and T is If +α is equal to or less than the maximum torque of the EV (S332 - Yes), the hybrid control unit 10 can execute step S340. If the sum T of the starting input shaft torque Tis and the input shaft compensation torque α is... is If +α is greater than the maximum torque of the EV (S332-No), then the hybrid power control unit 10 can execute step S360.

[0114] If the vehicle driving mode is CS mode ②, the hybrid control unit 10 can determine the starting input shaft torque T. is The sum of the input shaft compensation torque α and T is Is +α equal to or less than the maximum torque per stage (S333)?

[0115] If the starting input shaft torque T is The sum of the input shaft compensation torque α and T is If +α is equal to or less than the maximum torque per stage (S333-Yes), the hybrid power control unit 10 can execute step S340. If the starting input shaft torque T is The sum of the input shaft compensation torque α and T is If +α is greater than the maximum torque per stage (S333-No), then the hybrid power control unit 10 can execute step S360.

[0116] Return to reference Figure 3 If the front wheel motor 120 can compensate for all input shaft compensation torque (S330-Yes), then the hybrid power control unit 10 can compensate for the starting input shaft torque T by using the front wheel motor 120 to compensate for all input shaft compensation torque (S330-Yes). is The input shaft torque T of the front wheel motor 120 is calculated by adding the product α×β of the input shaft compensation torque α and the switching ratio β. i (S340).

[0117] The hybrid power control unit 10 can calculate the input shaft torque T, including the input shaft compensation torque α×β, based on the switching ratio. i .

[0118] Here, the situation where the front wheel motor 120 can compensate for all input shaft torque corresponds to the starting input shaft torque T when the vehicle driving mode is CD mode. is The sum of the input shaft compensation torque α and T is +α equals or is less than the maximum torque of the EV, and when the vehicle driving mode is CS mode, it corresponds to the starting input shaft torque T. isThe sum of the input shaft compensation torque α and T is +α is equal to or less than the maximum torque of each stage.

[0119] Subsequently, the hybrid power control unit 10 can output the input shaft torque T to the first motor control unit 21 of the motor control unit 20. i This allows the first motor control unit 21 to base its operation on the input shaft torque T. i Control the front wheel motor 120 (S350).

[0120] Therefore, the input shaft torque T i The input shaft 131 can be applied by the front wheel motor 120 driven under the control of the first motor control unit 21.

[0121] If the front wheel motor 120 cannot compensate for all the input shaft compensation torque α (S330 - No), the hybrid power control unit 10 can calculate the additional compensation torque γ in order to compensate for the insufficient compensation torque not compensated by the front wheel motor 120 by using the rear wheel motor 170 (S360).

[0122] In step S360, the hybrid power control unit 10 can compensate for the insufficient torque (T) of the front wheel motor. is The additional compensation torque γ is calculated by multiplying the final transmission ratio of the front wheel motor (+α - maximum torque) by the ratio of the final transmission ratio of the front wheel motor to the final transmission ratio of the rear wheel motor, as shown in the following mathematical expression 4.

[0123] [Mathematical Expression 4]

[0124]

[0125] Here, when the vehicle driving mode is CD mode, the maximum torque can be the EV maximum torque, while when the vehicle driving mode is CS mode, the maximum torque can be the maximum torque per stage.

[0126] Furthermore, the final gear ratio of the front wheel motor can be the gear ratio of the front wheel final reduction gear 140, while the final gear ratio of the rear wheel motor can be the gear ratio of the rear wheel final reduction gear 180.

[0127] Subsequently, the hybrid power control unit 10 can input the starting shaft torque T is The input shaft torque T of the front wheel motor 120 is calculated by adding the product α×β of the input shaft compensation torque α and the switching ratio β. i Furthermore, the rear wheel motor compensation torque T can be calculated by multiplying the additional compensation torque γ by the switching ratio β. r (S370).

[0128] Subsequently, the hybrid power control unit 10 can output the input shaft torque T to the first motor control unit 21 of the motor control unit 20. i This allows the first motor control unit 21 to base its operation on the input shaft torque T. i Controls the front wheel motor 120 and can output the rear wheel motor compensation torque T to the second motor control unit 22 of the motor control unit 20. r This allows the second motor control unit 22 to be based on the rear wheel motor compensation torque T. r Control the rear wheel motor 170 (S380).

[0129] Therefore, based on the switching ratio, the input shaft torque T includes the input shaft compensation torque α×β. i The input shaft 131 can be applied by the front wheel motor 120 driven by the first motor control unit 21.

[0130] Furthermore, since the rear wheel RW is driven by the rear wheel motor 170 driven according to the control of the second motor control unit 22, the insufficient compensation torque that is not compensated by the front wheel motor 120 can be compensated.

[0131] In this way, the hybrid power control unit 10 can increase the input shaft torque during switching by controlling the front wheel motor 120 to compensate for the reduction in output shaft torque and driving the rear wheel motor 170 to compensate for the insufficient compensation torque of the front wheel motor 120.

[0132] Figure 5 This is a graph showing the improvement in acceleration linearity during the switching period when the torque of the front wheel motor is limited, when the vehicle drive control method according to an embodiment of the present invention is applied.

[0133] To compensate for the decrease in output shaft torque that occurs during the shifting period when the power is engaged and upshifted, it is necessary to increase the input shaft torque of the front wheel motor.

[0134] Traditionally, when the torque of the front wheel motor is limited, the reduction in output shaft torque cannot be compensated, and therefore the acceleration linearity during the switching period inevitably deteriorates (see the solid line for the g value).

[0135] However, according to an embodiment of the present invention, when the input shaft torque of the front wheel motor cannot be increased due to the limitation of the front wheel motor torque, the rear wheel motor is controlled based on the rear wheel motor compensation torque corresponding to the insufficient compensation torque not compensated by the front wheel motor, thereby improving the acceleration linearity during the switching period (see the dashed line of the g_ value).

[0136] According to an embodiment of the present invention, since the compensation torque of the rear wheel motor is calculated based on the switching ratio β, the compensation torque of the rear wheel motor can be increased proportionally to the switching ratio β.

[0137] According to embodiments of the present invention, an improved vehicle drive control device and method can be provided, which can maintain linear acceleration during the switching period when power is engaged and upshifted.

[0138] According to embodiments of the present invention, an improved vehicle drive control device and method can be provided, which can compensate for the clutch friction loss of the transmission even if the clutch friction loss cannot be compensated solely by the margin of the front wheel motor due to the torque limitation of the front wheel motor.

[0139] According to embodiments of the present invention, an improved vehicle drive control device and method can be provided, which can compensate for insufficient compensation torque in the input shaft compensation torque that is not available and / or cannot be compensated by the front wheel motor by utilizing the drive of the rear wheel motor.

[0140] When the vehicle drive control device and method according to the embodiment of the present invention are applied to a vehicle, even if the clutch friction loss that occurs during the shifting period when the power is engaged and the gear is shifted cannot be compensated by the margin torque of the front wheel motor, the clutch friction loss can be compensated by the rear wheel motor.

[0141] Therefore, consistent linear acceleration can be provided when power is engaged and upshifting. This prevents the feeling of deceleration, power cut-off, or power loss due to reduced output torque, as well as an unfamiliar shift feel, and maintains linear acceleration, thereby improving ride comfort and ensuring shift consistency and stability.

[0142] The effects obtained from this invention are not limited to those described above. Other effects not mentioned should be clearly understood by those skilled in the art through the following description.

[0143] Although the invention has been described and illustrated with respect to specific embodiments thereof, it will be apparent to those skilled in the art that the invention may be modified and altered in various ways without departing from the spirit of the invention as defined by the appended claims.

Claims

1. An apparatus configured to control the drive of a vehicle, the vehicle including a transmission disposed between a first drive wheel and a first motor and a second motor connected to a second drive wheel, the apparatus comprising: The first controller is configured to determine the input shaft compensation torque and switching ratio during the switching period based on the power engagement and upshifting occurring in the transmission. as well as The second controller is configured to: determine whether the first motor can be used to compensate for all input shaft compensation torque, and based on the determination result of whether the first motor can be used for compensation without using the second motor, control the first motor or control the first motor and the second motor based on the input shaft compensation torque and the switching ratio.

2. The device configured to control the drive of a vehicle according to claim 1, wherein, The first controller is configured to determine the input shaft compensation torque α based on mathematical expression 1. [Mathematical Expression 1] Where, ω i It is the input shaft speed, ω y It is the RPM of the clutch on the engaging side, T y The clutch torque on the engagement side at the end of the switching time, T ye It is the clutch torque on the engagement side at the start of the switching, and F is the correction coefficient.

3. The device configured to control the drive of a vehicle according to claim 1, wherein, The first controller is configured to determine the smaller value between a first switching ratio determined based on a time ratio and a second switching ratio determined based on a torque ratio as the switching ratio.

4. The device configured to control the drive of a vehicle according to claim 1, wherein, The second controller is configured to determine whether the first motor can be used to compensate for all input shaft compensation torques based on a comparison between the sum of the starting input torque and the input shaft compensation torque corresponding to the torque of the input shaft at the start of the switching time and the maximum input torque preset for the transmission.

5. The device configured to control the drive of a vehicle according to claim 4, wherein, The second controller is configured to: based on the vehicle's driving mode being the power consumption mode, apply the maximum EV torque corresponding to the maximum torque in EV mode as the maximum input torque, and determine that the first motor cannot compensate for all input shaft compensation torques based on the sum of the starting input torque and the input shaft compensation torque being greater than the maximum EV torque.

6. The device configured to control the drive of a vehicle according to claim 4, wherein, The second controller is configured to: apply the maximum torque of each stage as the maximum input torque based on the vehicle's driving mode being the battery hold mode, and determine that the first motor cannot compensate for all input shaft compensation torques based on the sum of the starting input torque and the input shaft compensation torque being greater than the maximum torque of each stage.

7. The device configured to control the drive of a vehicle according to claim 1, wherein, Based on the determination that the first motor can compensate for all input shaft compensation torques, the second controller is configured to: determine the input shaft torque of the first motor based on the input shaft compensation torque, the switching ratio, and the starting input torque corresponding to the torque of the input shaft at the switching start time, and output the input shaft torque to the first motor controller for controlling the first motor.

8. The device for controlling the drive of a vehicle according to claim 7, wherein, The second controller is configured to determine the input shaft torque of the first motor by adding the product of the input shaft compensation torque and the switching ratio to the starting input torque.

9. The device configured to control the drive of a vehicle according to claim 1, wherein, The second controller is configured to: determine an additional compensation torque applied by the second motor based on the determination that the first motor cannot compensate for all the input shaft compensation torque, so as to compensate for the insufficient compensation torque that the first motor did not compensate for.

10. The device for controlling the drive of a vehicle according to claim 9, wherein, The second controller is configured to determine the additional compensation torque γ based on mathematical expression 4. [Mathematical Expression 4] Among them, T is It is the starting input torque corresponding to the torque of the input shaft at the start time of the switch. α is the input shaft compensation torque. The final gear ratio of the front wheel motor is the gear ratio of the front wheel final reduction gear. The final gear ratio of the rear wheel motor is the gear ratio of the rear wheel final reduction gear. The maximum torque is the EV maximum torque in the power consumption mode and the maximum torque per stage in the power holding mode.

11. The device configured to control the drive of a vehicle according to claim 9, wherein, The second controller is configured to determine the input shaft torque of the first motor based on the input shaft compensation torque, the switching ratio, and the starting input torque corresponding to the torque of the input shaft at the switching start time, and to determine the compensation torque of the rear wheel motor based on the additional compensation torque and the switching ratio.

12. The device configured to control the drive of a vehicle according to claim 11, wherein, The second controller is configured to determine the input shaft torque of the first motor by adding the product of the input shaft compensation torque and the switching ratio to the starting input torque.

13. The device for controlling the drive of a vehicle according to claim 11, wherein, The second controller is configured to determine the rear wheel motor compensation torque by multiplying the additional compensation torque by the switching ratio.

14. The device for controlling the drive of a vehicle according to claim 11, wherein, The second controller is configured to output the input shaft torque to a first motor controller for controlling the first motor, and to output the rear wheel motor compensation torque to a second motor controller for controlling the second motor.

15. The device for controlling the drive of a vehicle according to claim 14, wherein, The first motor controller is configured to control the first motor based on the input shaft torque, so that the transmission operates at maximum torque. The second motor controller is configured to control the second motor based on the rear wheel motor compensation torque, so that the insufficient compensation torque in the input shaft compensation torque that was not compensated by the first motor is compensated by the drive of the second motor.

16. A method for controlling the drive of a vehicle, the vehicle including a transmission disposed between a first drive wheel and a first motor and a second motor connected to a second drive wheel, the method comprising: The first controller determines the input shaft compensation torque and switching ratio during the switching period based on the power engagement and upshifting in the transmission. The second controller is used to determine whether the first motor can compensate for the torque of all input shafts. Based on the determination of whether compensation can be achieved using the first motor, the second controller is used to control the first motor or the first and second motors based on the input shaft compensation torque and switching ratio.

17. A vehicle comprising: A first powertrain includes a first electric motor and a transmission disposed between the first electric motor and the first drive wheel; The second power system includes a second motor connected to the second drive wheel; as well as A vehicle drive control unit configured to control the first powertrain and the second powertrain. Specifically, based on the power engagement and upshifting in the transmission, the vehicle drive control device is configured to: determine the input shaft compensation torque and switching ratio, determine whether the first motor can be used to compensate for all input shaft compensation torque, and based on the determination result of whether the first motor can be used for compensation, control the first motor or control the first motor and the second motor.

18. The vehicle according to claim 17, wherein, The vehicle drive control device is configured to determine whether the first motor can be used to compensate for all input shaft compensation torques based on a comparison between the sum of the starting input torque and the input shaft compensation torque corresponding to the torque of the input shaft at the switching start time and the maximum input torque preset for the transmission.

19. The vehicle according to claim 17, wherein, The vehicle drive control device is configured to determine the smaller value between a first switching ratio determined based on a time ratio and a second switching ratio determined based on a torque ratio as the switching ratio.

20. The vehicle according to claim 17, wherein, The vehicle drive control device is configured to: determine an additional compensation torque to be applied by the second motor based on the determination that the first motor cannot compensate for all the input shaft compensation torque, so as to compensate for the insufficient compensation torque that the first motor did not compensate for.

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