Hybrid electric vehicle and method for controlling the drive thereof

Abstract

Hybrid electric vehicle, comprising: an engine (100) configured to generate a driving force by injecting fuel into the engine (100); a drive motor (20) configured to generate a driving force by receiving energy from a battery (60); a motor coupling (30) disposed between the motor (100) and the drive motor (20) for engaging and disengaging the motor (100) and the drive motor (20); an integrated starter and generator (200) configured to start the engine (100) or to generate power; a turbocharger (300) comprising a turbine (310) rotated by exhaust gas introduced into an exhaust manifold (312), and an air compressor (320) configured to compress air by torque from the turbine (310) to transfer the compressed air to an air intake (322) of the engine (100); and a deceleration device (400) configured to adjust rotational speeds and a torque of the turbine (310) and the air compressor (320) of the turbocharger (300) and the integrated starter and generator (200) between the turbine (310) and the air compressor (320) of the turbocharger (300) and the integrated starter and generator (200); a controller (500) configured to control the integrated starter and generator, the engine clutch (30), the turbocharger (300), and the deceleration device (400) based on conditions of the engine (100), the drive motor (20), and the battery (60); and a starter and generator clutch (250) configured to transmit a driving force from the engine (100) to the integrated starter and generator (200) or to block the transmission of the driving force from the engine (100) to the integrated starter and generator (200); wherein the controller (500) controls the starter and generator clutch (250) so that the connection between the engine (100) and the integrated starter and generator (200) is blocked after the engine (100) has started; and wherein the controller (500) transmits the torque from the turbine (310) to the integrated starter and generator (200) through the deceleration device (400), and the integrated starter and generator generates power through the torque of the turbine (310) during rotation when the battery (60) needs to be charged, wherein the controller (500) disengages the starter and generator clutch (250) between the engine (100) and the integrated starter and generator (200) and controls the integrated starter and generator (200) and the deceleration device (400) so that the torque of the integrated starter and generator (200) is transmitted to the air compressor (320) through the deceleration device (400) and an amount of intake air supplied to the engine (100) by the air compressor (320) increases when the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque, and the engine (100) is connected to the integrated starter and generator (200).

Description

BACKGROUND(a) Field of the invention

[0001] The present invention relates to a hybrid electric vehicle with a turbocharger and a method for controlling the drive of the hybrid electric vehicle. (b) Description of the prior art

[0002] A turbocharger is a supercharging device used to allow more power to be produced for an internal combustion engine of a given size. A turbocharged engine can be more powerful and efficient than a naturally aspirated engine because a turbine forces more intake air, and proportionally more fuel, into the combustion chamber than if atmospheric pressure alone were used.

[0003] Turbochargers were originally developed for aircraft engines, but have been integrated into vehicle platforms in recent decades due to their increased energy efficiency. Because turbochargers are easily and simply attached to a diesel engine, they have begun to be fitted to a wide range of production diesel vehicles.

[0004] Additionally, as demands for a vehicle with improved fuel efficiency increase worldwide, downsizing has become popular even for reduced engine displacements, and as a result, turbochargers in gasoline vehicles have also become popular.

[0005] Engine efficiency is determined based on various factors. Specifically, engine efficiency can be determined based on the amount of oxygen delivered by the intake air flowing into the engine. Therefore, to increase engine efficiency, it is necessary to compress the intake air as much as possible, and for this purpose, a turbocharger is used.

[0006] A turbocharger compresses the intake air using the exhaust air expelled from the engine. The exhaust air drives the turbocharger, causing it to be expelled to the outside. When the engine rotates at higher speeds, the exhaust air still contains a large amount of energy even after the turbocharger has been sufficiently driven. Therefore, various methods have been investigated to utilize this energy contained in the exhaust air.

[0007] Although turbochargers improve engine performance, it is not easy to realize the beneficial effects of turbochargers at low engine speeds and low torque where the amount of exhaust gas is greatly reduced due to the use of exhaust kinetic energy.

[0008] Furthermore, as oil prices have risen sharply and emissions regulations have become more stringent, environmentally friendly vehicles and improved fuel efficiency have become a focus in the development of most vehicles. Accordingly, automakers have made efforts to develop technology to reduce fuel consumption and emissions in order to meet environmental regulations and improve fuel efficiency.

[0009] Under the above circumstances, automobile manufacturers have particularly put great interest and effort into hybrid electric vehicle (HEV) technology, which efficiently combines and utilizes the power of an engine and the power of an electric motor to achieve high fuel efficiency.

[0010] Hybrid electric vehicles have met the purchasing needs of many customers due to their high fuel efficiency and environmentally friendly image. Fig. 1 shows a conceptual layout of a hybrid electric vehicle.

[0011] With reference to Fig. 1, the hybrid electric vehicle may include an engine (combustion engine) 10, a drive motor 20, a motor clutch 30 that engages or disengages the driving force between the engine 10 and the drive motor 20, a transmission 40, a differential gear 50, a battery 60, a starter / generator motor 70 that starts the engine 10 or generates energy to charge the battery using power from the engine 10, and / or wheels 80.

[0012] Further, a hybrid electric vehicle may include a hybrid control unit (HCU) (i.e., a type of controller that includes a processor and memory) for controlling the overall operation of the hybrid electric vehicle and a battery control unit (BCU) 120 (i.e., also another type of controller that includes its own processor and memory) for managing and controlling the battery 60. The battery control unit 120 may be referred to as a battery management system (BMS). Furthermore, the starter / generator motor 70 may be referred to as an integrated starter and generator (ISG) or a hybrid starter and generator (HSG) in this field of technology.

[0013] The driving modes of the hybrid electric vehicle may include an electric vehicle (EV) mode, which is a mode in which only the driving power from the drive motor 20 is supplied to the transmission. In a hybrid electric vehicle (HEV) mode, torque from the drive motor 20 is used as auxiliary power, while torque from the engine 10 is used as primary power in most hybrid applications. Finally, in a regenerative braking (RB) mode, braking and inertia energy is collected by generation from the drive motor 20 to charge the battery 60 during braking or driving using the inertia of the vehicle.

[0014] As described above, the hybrid electric vehicle uses both mechanical energy from the engine and electrical energy from the battery, uses an optimal operating range of the engine and the drive motor, and accumulates the energy using the drive motor during braking, thereby improving fuel efficiency and using energy efficiently.

[0015] However, hybrid electric vehicles typically do not include a turbocharger, so there is potential for improving fuel efficiency if a suitable arrangement could be found to implement the turbocharger in these types of vehicles. However, in the past, the pressure from the exhaust gas has not been sufficient to properly operate a turbocharger.

[0016] In this context, DE 10 2006 013 502 A1 already discloses a drive device, in particular for a full hybrid drive, comprising an internal combustion engine, an electric motor, a clutch for selectively connecting the internal combustion engine to the electric motor for transmitting torques, and an additional unit that is permanently connected to the electric motor for transmitting torques or that can be selectively connected via an additional unit clutch.

[0017] DE 60 2006 000 892 T2 discloses a method for controlling an electrically driven charger of an internal combustion engine, comprising the following steps: operating the charger at a first speed during a first engine operating state; and operating the charger at a second speed during a second engine operating state, wherein the second speed is lower than the first speed, wherein the second speed is higher as the capacity of the electrical power source to the electrical charger decreases.

[0018] Furthermore, US 2012 / 0 329 603 A1 shows a hybrid vehicle that can be operated with an internal combustion engine and an electric motor as power sources. It has an exhaust turbine that is driven and rotated by the exhaust gases of the internal combustion engine, as well as a generator that is driven and rotated by the exhaust turbine and generates electricity. The electric motor is powered by the electricity generated by the generator.

[0019] The information disclosed above in this Background section is intended only to enhance the understanding of the background of the invention and may therefore contain information that does not constitute prior art already known to a person of ordinary skill in the art in this country. OVERVIEW

[0020] The present invention has been made in an effort to provide a turbocharger-incorporating hybrid electric vehicle that improves engine efficiency and power as well as fuel efficiency by attaching a turbocharger to the hybrid electric vehicle, and a method for controlling the drive of the hybrid electric vehicle.

[0021] Furthermore, the present invention has been made in an effort to provide a hybrid electric vehicle including a turbocharger that improves functions of a turbocharger by an integrated starter and generator of the hybrid electric vehicle, and a method for controlling the drive of the hybrid electric vehicle.

[0022] An embodiment of the present invention provides a hybrid electric vehicle comprising: an engine configured to generate driving force by injecting fuel into the engine; a drive motor configured to generate driving force by receiving energy from a battery; an engine clutch disposed between the engine and the drive motor to engage and disengage the engine and the drive motor; an integrated starter and generator (ISG) configured to start the engine or perform power generation; a turbocharger comprising a turbine rotated by exhaust gas introduced into an exhaust manifold, and an air compressor configured to compress air by torque from the turbine to transmit the compressed air to an air intake of the engine;and a deceleration device configured to adjust speeds and torque of the turbine and air compressor of the turbocharger and the integrated starter and generator between the turbine and air compressor of the turbocharger and the integrated starter and generator; a controller (comprising a processor and a memory) configured to control the integrated starter and generator, the engine clutch, the turbocharger, and the deceleration device based on conditions of the engine, the prime mover, and the battery; and a starter and generator clutch configured to transmit drive power from the engine to the integrated starter and generator or to block the transmission of drive power from the engine to the integrated starter and generator;wherein the controller controls the starter and generator clutch so that the connection between the engine and the integrated starter and generator is blocked after the engine has started;and wherein the controller transmits the torque from the turbine to the integrated starter and generator through the deceleration device, and the integrated starter and generator generates power through the torque of the turbine while rotating when the battery needs to be charged. The controller disengages the starter and generator clutch between the engine and the integrated starter and generator and controls the integrated starter and generator and the deceleration device such that the torque of the integrated starter and generator is transmitted to the air compressor through the deceleration device and an amount of intake air supplied to the engine by the air compressor increases when the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque, and the engine is connected to the integrated starter and generator.;

[0023] The controller may be configured to transmit the torque of the integrated starter and generator to the air compressor of the turbocharger through the deceleration device to rotate the air compressor when the engine is started by the integrated starter and generator.

[0024] The controller may also be configured to control the starter and generator clutch so that the driving force of the engine is transmitted to the integrated starter and generator, and the energy is also generated by the driving force from the engine when the amount of energy generated by the integrated starter and generator by the torque of the turbine is not sufficient to charge the battery.

[0025] The controller may also be configured to transfer torque from the turbine to the integrated starter and generator through the deceleration device when the hybrid electric vehicle is operated at a fixed speed to charge the battery by power generation of the integrated starter and generator.

[0026] The controller can connect the engine and the integrated starter and generator, and the integrated starter and generator and the air compressor through the deceleration device when braking.

[0027] The controller may further rotate the integrated starter and generator for a set period of time to cause the deceleration device, turbine, and air compressor to radiate heat when the engine is turned off after operation of the hybrid electric vehicle.

[0028] Yet another embodiment of the present invention provides a method for controlling the drive of a hybrid electric vehicle, comprising: an engine configured to generate a driving force by fuel injected into the engine; a drive motor configured to generate a driving force by receiving energy from a battery; an engine clutch disposed between the engine and the drive motor for engaging and disengaging the engine and the drive motor; an integrated starter and generator serving as an integrated starter and generator for starting the engine or performing power generation, comprising a starter and generator clutch configured to engage and disengage the integrated starter and generator and the engine; and a turbocharger comprising a turbine rotated by exhaust gas introduced into an exhaust manifold,and an air compressor configured to compress air by torque from the turbine to transfer the compressed air to an air intake of the engine. The method comprises: transferring torque from the integrated starter and generator to the air compressor of the turbocharger through the deceleration device to rotate the air compressor when the engine is started; and controlling the starter and generator clutch to block the connection between the engine and the integrated starter and generator after the engine is started. When the battery needs to be charged, the torque from the turbine is transferred to the integrated starter and generator through the deceleration device, causing the integrated starter and generator to rotate by the torque of the turbine.to generate electricity. If the amount of energy generated by the integrated starter and generator through the turbine torque is insufficient to charge the battery, the driving force of the engine is transferred to the integrated starter and generator in such a way that, through the driving force from the engine, energy is generated by appropriately controlling the starter and generator clutch. When the hybrid electric vehicle travels or accelerates below a predetermined speed / torque, and the engine is connected to the integrated starter and generator, the connection between the engine and the integrated starter and generator is released, and the integrated starter and generator and the deceleration device are controlled in such a way that the torque from the integrated starter and generator is transferred to the air compressor through the deceleration device.to increase the amount of intake air supplied to the engine by the air compressor.

[0029] According to embodiments of the present invention, it is possible to improve the performance of the turbocharger, improve the efficiency and performance of the engine, and improve the fuel efficiency by attaching the turbocharger to the hybrid electric vehicle.

[0030] Furthermore, according to the embodiments of the present invention, it is possible to further improve a function of the turbocharger by the integrated starter and generator of the hybrid electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 shows a configuration diagram of a hybrid electric vehicle according to an exemplary embodiment of the related art. Fig. 2 shows a configuration diagram of a hybrid electric vehicle including a turbocharger according to an embodiment of the present invention. Fig. 3 shows a flowchart of a method for controlling the drive of a hybrid electric vehicle according to an embodiment of the present invention. Fig. 4 to 9 each show flowcharts of a method for controlling the drive of a hybrid electric vehicle according to another embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0031] The present invention will be described in more detail below with reference to the accompanying drawings, in which embodiments of the invention are illustrated. As one skilled in the art would appreciate, the described embodiments may be modified in various ways without departing from the spirit or scope of the present invention.

[0032] Furthermore, unless expressly stated otherwise, the word "comprise" and variations such as "comprises" or "comprising" are understood throughout this specification to imply the inclusion of the recited elements, but not the exclusion of other elements. Like reference numerals refer to like elements throughout the specification.

[0033] It is to be understood that the term "vehicle" or "vehicular" or other synonymous terms as used herein include motor vehicles in general such as passenger cars including sports utility vehicles (SUVs), buses, trucks, various utility vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles, and other alternative fuel vehicles (e.g., fuel derived from sources other than petroleum). As referred to herein, a hybrid vehicle represents a vehicle that has two or more sources of power, such as both gasoline-powered and electric-powered vehicles.

[0034] Furthermore, it is understood that the following methods are executed by at least one controller. The term controller refers to a hardware device comprising a memory and a processor. The memory is configured to store the modules, and the processor is particularly configured to execute said modules to perform one or more processes described below.

[0035] Furthermore, the control logic of the present invention may be embodied as non-transitory computer-readable media on a computer-readable medium comprising executable program instructions executed by a processor, controller, or the like. Examples of computer-readable storage media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium may also be decentralized in network-coupled computer systems such that the computer-readable medium is stored and executed in a distributed manner, e.g., by a telematics server or a controller area network (CAN).

[0036] Fig. 2 is a block diagram schematically illustrating a hybrid electric vehicle according to an embodiment of the present invention. The hybrid electric vehicle according to the embodiment of the present invention is a hybrid electric vehicle that includes a turbocharger within its powertrain. More specifically, the hybrid electric vehicle according to the embodiment of the present invention includes: an engine 100 that generates driving force by injecting fuel into the engine; a drive motor 20 that generates driving force using energy from a battery 60; a motor clutch 30 disposed between the engine 100 and the drive motor 20 for engaging or disengaging the engine 100 and the drive motor 20; andan integrated starter and generator 200 that starts the engine 100 or generates power, comprising a starter and generator clutch 250 that engages or disengages the engine 100 from the starter and generator; a turbocharger 300 that includes a turbine 310 rotated by exhaust gas introduced into an exhaust manifold 312 and an air compressor 320 for compressing air by torque from the turbine 310 to transfer the compressed air to an air intake 322 of the engine; a deceleration device 400 configured to adjust speeds and torque of the turbine 310 and the air compressor 320 of the turbocharger 300 and the integrated starter and generator 200 between the turbine 310 and the air compressor 320 of the turbocharger 300 and the integrated starter and generator 200;a controller 500 configured to control the integrated starter and generator 200, the engine clutch 30, the turbocharger 300, and the deceleration device 400 based on states of the engine 100, the drive motor 20, and the battery 60;

[0037] The drive motor 20, the motor clutch 30 and the battery 60 may each be formed with those generally mounted in the hybrid electric vehicle.

[0038] The engine 100 is configured to receive compressed air from the turbocharger 300. Arrangements and operations of the turbocharger 300 and the engine 100 are well known, and thus a detailed description thereof is omitted.

[0039] The deceleration device 400 adjusts the revolutions per minute of the turbine 310 and the air compressor 320 of the turbocharger 300, which rotate at a higher speed than the rotational speed of the integrated starter and generator 200. The revolutions per minute of the turbine 310 are, for example, 60,000 to 100,000 revolutions per minute.

[0040] The deceleration device 400 in the embodiment of the present invention serves to increase the rotational speed of the integrated starter and generator 200 when torque of the integrated starter and generator 200 is transmitted to the turbine 310 or the air compressor 320. In contrast, the deceleration device 400 decreases the rotational speed of the turbine 310 or the air compressor 320 when torque is transmitted from the turbine 310 or the air compressor 320 to the integrated starter and generator 200.

[0041] The starter and generator clutch 250 is formed as a clutch incorporated in the integrated starter and generator 200 to apply a drive force transmitted through a belt 150 from the engine 100 to the integrated starter and generator 200 or to block the drive force. The starter and generator clutch 250 may be formed, for example, as a magnetic clutch that is engaged or disengaged according to the control of the controller 500 in the embodiment of the present invention, but it should be understood that the scope of the present invention is not limited thereto.If the starter and generator clutch 250 has a configuration that substantially transmits the driving force of the engine 100 to the integrated starter and generator 200, or blocks the transmission of the driving force of the engine 100 to the integrated starter and generator 200, a technical spirit of the present invention will be applied thereto, although the configuration is different from the above-mentioned configuration. One side of the belt 150 can be connected to a crankshaft of the engine 100, and the other side thereof is connected to the starter and generator clutch 250.

[0042] The controller 500 is configured to control the turbocharger 300, the integrated starter and generator 200, the starter and generator clutch 250, the deceleration device 400, the engine clutch 30, and the like of the hybrid electric vehicle according to a predetermined program. The predetermined program comprises a series of commands for performing a method for controlling the drive of a hybrid electric vehicle according to an embodiment of the present invention, which will be described with reference to Fig. 3 to 9 are described below.

[0043] Hereinafter, the hybrid electric vehicle and a method for controlling the drive of a hybrid electric vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0044] Fig. 3 is a flowchart illustrating a method for controlling the drive of a hybrid electric vehicle used when starting an engine of a hybrid electric vehicle according to an embodiment of the present invention.

[0045] With reference to Fig. 3, the controller 500 determines whether the engine 100 is started by a key switch position or a start button signal (S310). That is, the controller 500 determines whether the engine 100 is started by the integrated starter and generator 200. If it is determined that the engine 100 is started, the controller 500 controls the deceleration device 400 so that a rotational speed of the integrated starter and generator 200 is increased by the deceleration device 400 to be transmitted to the air compressor 320 of the turbocharger 300 (S320).

[0046] When the torque of the integrated starter and generator 200 is transmitted to the air compressor 320 through the deceleration device 400, the air compressor 320 compresses the air and supplies the compressed air to the air intake 322 of the engine 100 (S300). By supplying the compressed air to the air intake 322, the efficiency of the engine can be improved and fuel consumption can be minimized during engine start-up.

[0047] It is understood that when the air compressor 320 compresses the air using the torque of the integrated starter and generator 200, the turbocharger 300 compresses the air according to an established method. Once the engine 100 has been started (S340), the controller 500 releases the starter and generator clutch 250 to disconnect the engine 100 and the integrated starter and generator 200 (S350).

[0048] Fig. 4 is a flowchart illustrating a method for controlling the drive used when the hybrid electric vehicle according to another embodiment of the present invention requires battery charging while driving. Referring to Fig. 4, the controller 500 determines whether charging the battery 60 is required during operation (i.e., driving) of the hybrid electric vehicle (S410 and S420). The controller 500 may determine whether the hybrid electric vehicle is driving based on the operation of the motor 100 or a vehicle speed signal. The controller 500 may determine whether charging the battery 60 is required based on state of charge (SOC) information from the BCU 120.

[0049] When the hybrid electric vehicle is running and it is necessary to charge the battery 60, the controller 500 controls the deceleration device 400 and the integrated starter and generator 200 such that a torque of the turbine 310 rotated by the exhaust gas is transmitted to the integrated starter and generator 200 through the deceleration device 400 (S430).

[0050] When the torque of the turbine 310 is transmitted to the integrated starter and generator 200 through the deceleration device 400, the integrated starter and generator 200 generates energy to charge the battery 60 (S440). That is, according to the embodiment of the present invention, the battery 60 is charged by the kinetic energy of the exhaust gas.

[0051] Also, the controller 500 determines whether the amount of energy generated by the integrated starter and generator 200 by the torque of the turbine 310 is insufficient to charge the battery 60 while driving the hybrid electric vehicle (S510, Fig. 5). That is, the controller 500 may determine, based on the SOC information in the BSU 120, that the amount of energy generated by the integrated starter and generator 200 due to the torque from the turbine 310 is insufficient to charge the battery 60. If it is determined that the battery 60 is not charged to a desired state of charge with the amount of energy generated by the integrated starter and generator 200 by the torque of the turbine 310, the controller 500 controls the starter and generator clutch 250 to transmit the driving force of the engine 100 to the integrated starter and generator 200 (S520). When the driving force of the engine 100 is transmitted to the integrated starter and generator 200 through the starter and generator clutch 250, the integrated starter and generator 200 generates energy also by the driving force of the engine 100 to sufficiently charge the battery 60 (S530).

[0052] Fig. 6 is a flowchart illustrating a drive control method applied to a case where the hybrid electric vehicle according to the embodiment of the present invention is traveling at low speeds / low torques or during acceleration. Referring to Fig. 6, the controller 500 determines whether the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque (S610). The controller 500 may determine whether the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque based on the state of the engine 100 or information within the engine control unit (ECU) (i.e., a separate controller) and an accelerator position sensor (APS).

[0053] If it is determined that the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque, the controller 500 determines whether the engine 100 is connected to the integrated starter and generator 200 through the starter and generator clutch 250 (S620). Accordingly, if the engine 100 is connected to the integrated starter and generator 200 through the starter and generator clutch 250, the controller 500 disconnects the connection between the engine 100 and the integrated starter and generator 200 by controlling the starter and generator clutch 250 (S630).

[0054] When the connection between the engine 100 and the integrated starter and generator 200 is released, the controller 500 transmits the torque from the integrated starter and generator 200 to the air compressor 320 through the deceleration device 400 by controlling the integrated starter and generator 200 (S640). When the torque of the integrated starter and generator 200 is transmitted to the air compressor 320, the air compressor 320 further compresses air from the torque of the integrated starter and generator 200 to supply a larger amount of air to the engine 100 (S650). As a result, the power of the engine 100 at low speeds (e.g., below 20 mph) and the efficiency at low torques increase, and the acceleration performance is improved during acceleration.The controller 500 may control the torque of the integrated starter and generator 200 based on a power state of the engine 100 and a driving state of the hybrid electric vehicle.

[0055] Fig. Fig. 7 is a flowchart illustrating a drive control method applied to fixed-speed running, such as a case where the hybrid electric vehicle according to the embodiment of the present invention runs on an expressway. Referring to Fig. 7, when a speed of the hybrid electric vehicle is maintained within a set range, the controller 500 determines that the hybrid electric vehicle is traveling at a fixed speed (S710). Generally, when the vehicle is traveling at a fixed speed, a sufficient amount of exhaust gas is emitted. When the hybrid electric vehicle is traveling at a fixed speed and thus a sufficient amount of exhaust gas is emitted, the controller 500 transmits the torque of the turbine 310 rotated by the exhaust gas to the integrated starter and generator 200 through the deceleration device 400, so that the integrated starter and generator 200 generates electricity (S720).

[0056] When the integrated starter and generator 200 generates power, the controller 500 charges the battery 60 with the generated power of the integrated starter and generator 200 or applies the generated power of the integrated starter and generator 200 as the driving power of the drive motor 20 through the battery 60 (S730). Therefore, according to the embodiment of the present invention, power is generated by energy from the exhaust gas sufficiently discharged during fixed-speed traveling, and the drive motor is driven by the generated power, thereby improving fuel efficiency in a fixed-speed traveling mode such as traveling on an expressway.

[0057] Fig. Fig. 8 is a flowchart illustrating a drive control method applied to a case where the hybrid electric vehicle according to the embodiment of the present invention operates the brakes. Referring to Fig. 8, the controller 500 determines whether the hybrid electric vehicle is braking (S810). The controller 500 may determine whether the hybrid electric vehicle is braking based on a signal from the brake position sensor (BPS). When the hybrid electric vehicle is braking, in order to improve the braking force, the controller 500 connects the engine 100 and the integrated starter and generator 200 by controlling the starter and generator clutch 250, and connects the integrated starter and generator 200 and the air compressor 320 by controlling the deceleration device 400, or engages the integrated starter and generator 200 and the air compressor 320 by controlling the deceleration device 400 (S820). Accordingly, the braking performance of the hybrid electric vehicle according to the embodiment of the present invention is improved.

[0058] Fig. 9 is a flowchart illustrating a drive control method applied in a case where the hybrid electric vehicle according to the embodiment of the present invention completes operation / running and the engine is stopped. Referring to Fig. 9, the controller 500 determines whether the engine 100 is stopped after operation of the hybrid electric vehicle (S910). The controller 500 may determine whether the engine is stopped after driving the hybrid electric vehicle based on a position signal of an ignition key and the engine's revolutions per minute.

[0059] When the engine 100 is stopped after driving the hybrid electric vehicle, the controller 500 controls the deceleration device 400, the turbine 310, and the air compressor 320 to be rotated by the torque of the integrated starter and generator 200 to radiate heat by rotating the integrated starter and generator 200 for a set period of time (S920 and S930). <Beschreibung der Bezugszeichen> 100 engine 200 integrated starter and generator 250 starter and generator clutch 300 turbocharger 310 Turbine 320 air compressor 400 Delay device 500 control

Claims

[1] Hybrid electric vehicle, comprising: an engine (100) configured to generate a driving force by injecting fuel into the engine (100); a drive motor (20) configured to generate a driving force by receiving energy from a battery (60); a motor coupling (30) disposed between the motor (100) and the drive motor (20) for engaging and disengaging the motor (100) and the drive motor (20); an integrated starter and generator (200) configured to start the engine (100) or to generate power; a turbocharger (300) comprising a turbine (310) rotated by exhaust gas introduced into an exhaust manifold (312), and an air compressor (320) configured to compress air by torque from the turbine (310) to transfer the compressed air to an air intake (322) of the engine (100); and a deceleration device (400) configured to adjust rotational speeds and a torque of the turbine (310) and the air compressor (320) of the turbocharger (300) and the integrated starter and generator (200) between the turbine (310) and the air compressor (320) of the turbocharger (300) and the integrated starter and generator (200); a controller (500) configured to control the integrated starter and generator, the engine clutch (30), the turbocharger (300), and the deceleration device (400) based on conditions of the engine (100), the drive motor (20), and the battery (60); and a starter and generator clutch (250) configured to transmit a driving force from the engine (100) to the integrated starter and generator (200) or to block the transmission of the driving force from the engine (100) to the integrated starter and generator (200); wherein the controller (500) controls the starter and generator clutch (250) so that the connection between the engine (100) and the integrated starter and generator (200) is blocked after the engine (100) has started; and wherein the controller (500) transmits the torque from the turbine (310) to the integrated starter and generator (200) through the deceleration device (400), and the integrated starter and generator generates power through the torque of the turbine (310) during rotation when the battery (60) needs to be charged, wherein the controller (500) disengages the starter and generator clutch (250) between the engine (100) and the integrated starter and generator (200) and controls the integrated starter and generator (200) and the deceleration device (400) so that the torque of the integrated starter and generator (200) is transmitted to the air compressor (320) through the deceleration device (400) and an amount of intake air supplied to the engine (100) by the air compressor (320) increases when the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque, and the engine (100) is connected to the integrated starter and generator (200). [2] A hybrid electric vehicle according to claim 1, wherein: the controller (500) is configured to transmit the torque of the integrated starter and generator (200) to the air compressor (320) of the turbocharger (300) through the deceleration device (400) to rotate the air compressor (320) while the engine (100) is started by the integrated starter and generator (200). [3] A hybrid electric vehicle according to claim 1, wherein: the controller (500) controls the starter and generator clutch (250) so that the driving force from the engine (100) is transmitted to the integrated starter and generator (200) and the energy is also generated by the driving force of the engine (100) when the amount of energy generated by the integrated starter and generator (200) by the torque of the turbine (310) is not sufficient to charge the battery (60). [4] A hybrid electric vehicle according to claim 1, wherein: the controller (500) transmits the torque of the turbine (310) to the integrated starter and generator (200) through the deceleration device (400) when the hybrid electric vehicle is traveling at a fixed speed, and charges the battery (60) by power generation of the integrated starter and generator (200). [5] A hybrid electric vehicle according to claim 1, wherein: the controller (500) engages the motor (100) and the integrated starter and generator (200) and engages the integrated starter and generator (200) and the air compressor (320) through the deceleration device (400) during braking. [6] A hybrid electric vehicle according to claim 1, wherein: the controller (500) rotates the integrated starter and generator (200) for a set period of time to cause the deceleration device (400), the turbine (310), and the air compressor (320) to radiate heat when the engine (100) is stopped after the hybrid electric vehicle has stopped driving. [7] A method for controlling the drive of a hybrid electric vehicle, comprising an engine (100) configured to generate a driving force by injecting fuel into the engine (100), a drive motor (20) configured to generate a driving force by receiving power from a battery (60); a motor clutch (30) arranged between the engine (100) and the drive motor (20) for engaging and disengaging the engine (100) and the drive motor (20);an integrated starter and generator (200) serving as an integrated starter and generator (200) for starting the engine (100) or for generating power, the integrated starter and generator (200) comprising a starter and generator clutch (250) configured to engage and disengage the integrated starter and generator (200) and the engine (100), and a turbocharger (300) comprising a turbine (310) rotated by exhaust gas introduced into an exhaust manifold (312), and an air compressor (320) configured to compress air by torque from the turbine (310) to transfer the compressed air to an air intake (322) of the engine (100), the method comprising:; Transmitting, by the controller (500), a torque of the integrated starter and generator (200) to the air compressor (320) of the turbocharger (300) through the deceleration device (400) to rotate the air compressor (320) while the engine (100) is started; and Controlling, by the controller (500), the starter and generator clutch (250) to release the connection between the engine (100) and the integrated starter and generator (200) after the engine (100) has started; when the battery (60) needs to be charged, transferring the torque from the turbine (310) to the integrated starter and generator (200) through the deceleration device (400) and causing the integrated starter and generator (200) to be rotated by the torque of the turbine (310) to generate electricity; if the amount of energy generated by the integrated starter and generator (200) by the torque of the turbine (310) is not sufficient to charge the battery (60), transmitting the driving force of the engine (100) to the integrated starter and generator (200) so that energy is generated by the driving force from the engine (100) by appropriately controlling the starter and generator clutch (250); and when the hybrid electric vehicle is traveling or accelerating below a predetermined speed / torque and the motor (100) is connected to the integrated starter and generator (200), disconnecting the connection between the motor (100) and the integrated starter and generator (200); and Controlling the integrated starter and generator (200) and the deceleration device (400) such that the torque is transmitted from the integrated starter and generator (200) to the air compressor (320) through the deceleration device (400) to increase an amount of intake air supplied to the engine (100) by the air compressor (320). [8] The method of claim 7, wherein: Transferring the torque from the turbine (310) to the integrated starter and generator (200) through the deceleration device (400) if the hybrid electric vehicle is traveling at a fixed speed and the battery (60) is being charged by power generation from the integrated starter and generator (200). [9] The method of claim 7, further comprising: engaging the motor (100) with the integrated starter and generator (200) and connecting the integrated starter and generator (200) to the air compressor (320) through the deceleration device (400) when the hybrid electric vehicle brakes; and Controlling the deceleration device (400), the turbine (310) and the air compressor (320) to radiate heat by the torque of the integrated starter and generator (200) by rotating the integrated starter and generator (200) for a set period of time while the engine (100) is stopped.

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