Method for controlling boost mode of vehicle

Abstract

To provide a control method for a boost mode of a vehicle which allows a driver to execute boost-driving actively at a maximum level.SOLUTION: A control method for a boost mode of a vehicle includes the steps of: entering, by a controller a boost mode in which boost-driving may be performed when there is input of boost mode-on from a driver; obtaining real-time driving state variable information while a vehicle is driven with the boost mode entered; increasing or decreasing a boost standby time in accordance with the obtained real-time driving state variable information to change the boost standby time; displaying, by the controller, the boost standby time thus changed on a display device of the vehicle when the boost mode is turned off; and displaying the boost standby time while gradually decreasing the boost standby time displayed on the display device over time. The boost standby time is a time in which the vehicle should stand by for re-entry into the boost mode and re-use of the boost-driving after turning-off of the boost mode.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle boost control method, and more particularly to a vehicle boost mode control method that allows a driver to perform boost driving as actively as possible, thereby improving the commercial value of a vehicle boost function. [Background technology]

[0002] In recent years, an increasing number of drivers place importance on vehicle performance and fun driving. In response to such demands, high-performance vehicles that can implement a driving mode that temporarily increases power performance, i.e., a boost mode, are being sold. Generally, in vehicles that can run in boost mode, the driver can enter the boost mode by pressing a button attached to the steering wheel when driving to accelerate the vehicle. Once in boost mode, the driver performs boost driving and operation of the vehicle through driving operations.

[0003] Vehicles have rated specifications for their drivetrains, but boost mode allows the vehicle to temporarily achieve performance slightly above these rated specifications, maximizing the vehicle's acceleration performance while preventing damage to the drivetrain.When boost mode is entered, the maximum output of the drivetrain (power unit such as engine or motor) that drives the vehicle can be instantaneously increased, and the output can be increased to the specified maximum output within a certain period of time (e.g., 10 seconds).

[0004] Meanwhile, boost modes that can maximize acceleration performance while preventing damage to the drivetrain are applied to vehicles, but in practice, the duration of boost operation is often conservatively controlled to ensure the durability of the drivetrain. That is, even if boost operation can actually be continued for a longer period of time from the perspective of the drivetrain, there are cases where boost operation is terminated based on only a single predetermined condition, for example, a predetermined duration condition. This means that, even though boost operation can be used for a longer period of time, vehicle performance is restricted so that it cannot be used beyond the conservatively set boost duration for reasons such as ensuring the durability of the drivetrain.

[0005] As described above, the limitation of the prior art is that the boost function duration is conservatively set to ensure the durability of the drivetrain, which makes it impossible to maximize the acceleration performance and marketability of the vehicle. There is a demand for efficient management of the time related to boost operation, and there is a demand for efficient management of not only the boost duration but also the boost standby time, which is the time required to wait after the boost ends until the boost can be used again. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2020-158061 Summary of the Invention [Problem to be solved by the invention]

[0007] The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle boost mode control method that variably controls the boost standby time by reflecting both current driveline status information and driver driving input information, allowing the driver to perform boost operation as actively as possible, thereby improving the commercial value of the vehicle boost function. The objects of the present invention are not limited to the above-mentioned objects, and other objects not mentioned will be apparent to those skilled in the art from the following description. [Means for solving the problem]

[0008] A method for controlling a boost mode of a vehicle according to the present invention includes the steps of: entering a boost mode in which boost operation can be performed by a controller when a driver inputs a boost mode on; acquiring real-time driving state variable information while the vehicle is being driven in the boost mode by the controller; increasing or decreasing a boost standby time according to the acquired real-time driving state variable information by the controller; displaying the varied boost standby time on a display device of the vehicle when the boost mode is cancelled by the controller; and gradually decreasing the boost standby time displayed on the display device by the controller as time passes, wherein the boost standby time is a time that must be waited for before re-entering the boost mode and re-using boost operation after the boost mode is cancelled. [Effects of the Invention]

[0009] According to the method for controlling a boost mode of a vehicle according to the present invention, the boost standby time is variably controlled by reflecting both current drivetrain status information and driver driving input information, thereby enabling the driver to perform boost driving as actively as possible, thereby maximizing the commercial value of the vehicle boost function. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a block diagram showing the configuration of a device for performing a boost mode according to the present invention; [Figure 2] 4 is a flowchart showing a boost mode control process according to the present invention. [Figure 3] 10 is a diagram illustrating a state in which a boost waiting time is displayed on a display device in an embodiment of the present invention; [Figure 4] 4 is a diagram illustrating a driving point map for determining and varying a boost standby time and a method of using the driving point map in accordance with an embodiment of the present invention; FIG. [Figure 5] 4 is a diagram illustrating a driving point map for determining and varying a boost standby time and a method of using the driving point map in accordance with an embodiment of the present invention; FIG. [Figure 6] 10 is a diagram illustrating a state in which the boost wait time increases with driveline torque at an operating point of a driveline element. FIG. [Figure 7] 10 is a diagram illustrating a state in which the boost wait time increases with driveline torque at an operating point of a driveline element. FIG. [Figure 8] 10 is a diagram illustrating a state in which the boost wait time increases with driveline torque at an operating point of a driveline element. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0011] The present invention will be described in detail with reference to the accompanying drawings. The specific structures and functions described in the embodiments are illustrative of embodiments according to the concepts of the present invention, and the embodiments according to the concepts of the present invention may be implemented in various forms. Furthermore, the present invention is not limited to the embodiments described herein, and all modifications, equivalents, and alternatives within the spirit and technical scope of the present invention should be understood to be included. Although terms such as "first" and "second" may be used in the present invention, the elements are not limited by these terms. These terms are used to distinguish one element from another. For example, a component may be referred to as a first element or a second element without departing from the concept of the present invention. When a component is "coupled" or "connected" to another element, it means that the component is directly coupled or connected to the other element, but there may also be another element between them. When a component is "directly coupled" or "directly in contact" with another element, there may not be another element between them. Other expressions describing the relationship between elements, such as "between," "immediately between," "adjacent to," and "directly adjacent to," also apply. The same reference numerals refer to the same elements throughout the specification. The terms used herein are for describing embodiments only and are not intended to limit the present invention. In this specification, the singular includes the plural unless otherwise stated in the phrase. As used in the specification, the terms "comprises" and / or "comprising" do not exclude the presence or addition of one or more other components, steps, operations and / or elements to a referenced component, step, operation and / or element.

[0012] The present invention calculates a standby time for using boost (boost standby time) according to vehicle driving conditions and provides the calculated time to the driver as information for using the boost mode. The present invention can calculate and vary the boost standby time by reflecting real-time vehicle driving information, such as current drivetrain status information and driver driving input values. That is, the boost standby time can be varied in real time, such as decreasing or increasing, depending on the current drivetrain status information and driver driving input values.

[0013] The boost standby time can be reduced only when boost operation is actually performed in the boost mode entry state while the vehicle is being driven, and the boost standby time can be increased if boost operation is not actually performed even though the boost mode entry state is set. Furthermore, if a predetermined boost sustainable time has elapsed while boost operation is being performed after the driver has entered the boost mode, the boost operation can be automatically terminated and the boost mode can be simultaneously cancelled.

[0014] As described above, after the boost operation is terminated and the boost mode is terminated, in order to re-enter the boost mode and perform the boost operation again, it is necessary to suspend the boost operation within an appropriate time after the boost operation is terminated and the boost mode is terminated. Such suspension of the boost operation is necessary to ensure the durability and protection of drivetrain components and devices related to the drive, including the drive unit for driving the vehicle. That is, in order to re-enter the boost mode and resume the boost operation after the boost operation is terminated and the boost mode is terminated, a pause period in which the boost operation must be maintained in a suspended state is required. The pause period required for entering the subsequent boost mode and performing the boost operation can be referred to as the boost standby time.

[0015] The boost standby time can be defined as the standby time during which boost operation must be maintained in a suspended (paused) state and waited for re-entry into boost mode and re-use of boost operation, and can also be defined as the remaining standby time until subsequent entry into boost mode and use of boost operation becomes possible.

[0016] In the present invention, this boost standby time can be referred to as the "remaining time until boost can be reused" or "cool time." In the present invention, the terms "boost standby time," "remaining time until boost can be reused," and "cool time" are all used interchangeably. In the prior art, a predetermined boost standby time is set for reusing boost operation after the end of boost operation and the release of boost mode, and after waiting for the predetermined boost standby time, the vehicle enters boost mode and performs boost operation.

[0017] Meanwhile, the present invention aims to enable the driver to perform better boost driving depending on the situation by variably operating the boost standby time (cooling time).The present invention aims to minimize the boost standby time within a range that does not damage the vehicle drive source, i.e., the drive device that drives the vehicle, such as the engine or motor, and other devices and components in the driveline including the same, and therefore calculates the boost standby time by reflecting factors that may damage the vehicle drive source, i.e., damage factors, in real time.

[0018] In the present invention, the boost standby time, which is basically set according to the damage factor, is variably adjusted. The boost standby time value may increase or its rate of increase may become larger as the damage factor increases, and conversely, the boost standby time value may decrease as the damage factor decreases. Alternatively, if the driver performs an input to enter boost mode (input to turn on boost mode, for example, by operating a button) but does not need to use boost operation, the current boost standby time may decrease to 0. A boost standby time of 0 means that boost operation can be used immediately.

[0019] 1 is a block diagram showing the configuration of an apparatus for performing a boost mode according to the present invention. In addition to device elements for controlling the boost mode in a vehicle, FIG. 1 also shows an input device 20, a display device 50, device elements for controlling vehicle driving, and the vehicle's drivetrain. As shown, the apparatus for performing a boost mode according to the present invention is mounted on and installed in a vehicle and includes a driving information detector 10 for detecting vehicle driving information, a controller 30 for generating and outputting a torque command for driving the vehicle based on the vehicle driving information detected by the driving information detector 10, and a drive unit 41 controlled to drive the vehicle in accordance with the torque command output by the controller 30.

[0020] The driving information detection unit 10 is a component that detects vehicle driving information required for controlling and performing a boost mode of the vehicle and for performing vehicle driving control, and real-time vehicle driving information detected by the driving information detection unit 10 is input to the controller 30. In the present invention, the vehicle driving information detected by the driving information detection unit 10 may include driver driving input information and vehicle state information. The driving information detection unit 10 may include an accelerator pedal detection unit that detects an accelerator pedal input value due to an accelerator pedal operation by the driver, and a brake pedal detection unit that detects a brake pedal input value due to a brake pedal operation by the driver.

[0021] Here, the accelerator pedal detector is a normal accelerator position sensor (APS) attached to the accelerator pedal and outputs an electrical signal according to the driver's accelerator pedal operation state. The brake pedal detector is a normal brake pedal sensor (BPS) attached to the brake pedal and outputs an electrical signal according to the driver's brake pedal operation state. Here, the driver driving input information of the vehicle driving information includes a driving input value due to the driver's accelerator pedal operation, which is an accelerator pedal input value (APS value) detected by the accelerator pedal detector, and a driving input value due to the driver's brake pedal operation, which is a brake pedal input value (BPS value) detected by the brake pedal detector.

[0022] In addition, the driving information detection unit 10 may further include a speed detection unit that detects the rotational speed of the vehicle driveline. In this case, the vehicle state information among the vehicle driving information includes the rotational speed of the vehicle driveline (driveline speed) detected by the speed detection unit. In the present invention, the driveline speed is the rotational speed of the drive unit 41, i.e., the rotational speed of the motor (motor speed) or the rotational speed of the engine (engine speed), the rotational speed of the drive wheels 43 (drive wheel speed), or the rotational speed of a drive shaft (drive shaft speed) (not shown). Here, the speed detection unit may be a conventional engine speed sensor that detects the engine speed, a conventional resolver installed in the motor, a conventional wheel speed sensor installed in the drive wheels 43, or a sensor that can detect the drive shaft speed.

[0023] In the present invention, the driving information detection unit 10 may further include a temperature sensor for detecting the driveline temperature. Here, the vehicle state information among the real-time vehicle driving information may further include the driveline temperature. The driveline temperature is the temperature of a device or component in the driveline, which may be detected by the temperature sensor. The driveline temperature may be the temperature of the drive unit 41 of the vehicle driveline, the temperature of a driveshaft, or the like, and is the temperature of a device or component in the driveline estimated based on the temperature detected by the temperature sensor, information detected by other sensors, and information collected by the vehicle.

[0024] The driveline temperature is the temperature of the power electronic (PE) components of the electric vehicle. Here, the power component is the motor of the drive unit 41 or an inverter for driving and controlling the motor. The vehicle status information among the real-time vehicle driving information is a driveline status variable indicating the status of the driveline, and includes driveline torque, driveline power, driveline durability, and battery state of charge (hereinafter referred to as "battery SOC") information in addition to the driveline speed and driveline temperature. The driveline torque is a driver-requested torque (torque command) determined by the controller 30 from real-time vehicle driving information.

[0025] The drivetrain power may be a value obtained from the drivetrain speed and drivetrain torque, or a driver-requested power calculated from a drive power map based on the driver's accelerator pedal input value and vehicle speed, or a driver-requested power calculated from a braking power map based on the driver's brake pedal input value and vehicle speed, etc. In addition, the drivetrain power may be a motor charge / discharge power in an electric vehicle, a predetermined power-related variable for power electronic (PE) components (motor, inverter, etc.), a power-related control variable for vehicle control or control of in-vehicle devices, or a drivetrain power-related variable determined during the control process.

[0026] The drivetrain durability refers to the durability of devices or parts in the drivetrain, and this drivetrain durability is a durability-related variable determined by the controller 30 from the total mileage or model year of the vehicle, or the total mileage or model year, or is durability status information of the drivetrain internally estimated by the controller 30. In the technical field to which the present invention pertains, the use of durability status information for vehicle control or control of in-vehicle devices, and a diagnostic process for estimating the durability status are known to those of ordinary skill in the art, and as such a diagnostic process for estimating the durability status is a well-known technical matter, a detailed description of the diagnostic process will be omitted.

[0027] The battery SOC is real-time battery status information received from a battery management system (BMS). Here, the battery is a battery connected to the motor, which is the drive device 41, via an inverter so that it can be charged and discharged, and supplies power for operating the motor. In boost mode control according to the present invention, in order to vary the boost operation-related time, the controller 30 can selectively use one or more of the driveline status information and diagnostic information, such as driveline temperature, driveline speed and torque, driveline power, driveline durability, and battery SOC, among the vehicle status information.

[0028] 1, the controller 30 may include a first controller that determines, generates, and outputs a torque command based on real-time vehicle driving information, and a second controller that controls the operation of the drive unit 41 according to the torque command output by the first controller. The first controller is a higher-level controller that generates and outputs a torque command based on vehicle driving information in a typical vehicle, for example, a vehicle control unit (VCU) that is a higher-level controller in an electric vehicle, or a hybrid control unit (HCU) that is a higher-level controller in a hybrid vehicle.

[0029] The second controller is a lower controller that performs control in cooperation with the first controller, which is a higher controller, and receives a torque command output from the first controller to control the operation of the driving device 41. The second controller may be a conventional motor control unit (MCU) that drives a motor via an inverter and controls the operation of the motor in an electric vehicle, or a conventional engine control unit (ECU) that drives and controls the engine, or may refer to both a motor controller and an engine controller.

[0030] In the present invention, torque and rotational force output by a drive unit 41 are transmitted to drive wheels 43 via driveline elements 42, such as a reducer, a transmission, and a drive shaft (not shown), as shown in Fig. 1. In the present invention, the first controller and the second controller are controllers involved in boost mode control and driving control of the vehicle. Instead of these multiple controllers, the boost mode control process according to the present invention and the driving control process including the boost mode control process may be performed by a single integrated control element.

[0031] A plurality of controllers and a single integrated control element may be referred to as a controller, and the control process of the present invention may be performed by this controller. In the following description, the controllers may be referred to as a first controller and a second controller. As will be described later, in the present invention, the controller 30 variably determines and operates the boost standby time based on real-time vehicle driving information detected by the driving information detection unit 10 or otherwise collected from the vehicle, particularly the vehicle state information (such as driveline state variables) and driver driving input information (driving input values ​​such as accelerator pedal input value).

[0032] The input device 20 is provided in the vehicle so that the driver can operate it to enter the boost mode, and may include a button that can be operated to enter the boost mode. When the driver operates the button of the input device 20, an electrical signal corresponding to the button operation is input to the controller 30, so that the controller 30 can recognize the driver's input to enter the boost mode, and then enter the boost mode under the control of the controller 30.

[0033] Furthermore, the input device 20 may further include a separate input unit that allows the driver to set or select a boost mode separately from the buttons. The separate input unit is also configured to transmit information input by the driver to the controller 30, and may be a touch screen or the like that is integrated with the display device 50. As will be described later, in the present invention, the driver can input or select a setting value for a boost mode or select one of a plurality of boost modes through the input unit of the input device 20.

[0034] In the present invention, the boost mode is a mode in which boost operation is possible, and the boost operation can be defined as a vehicle operating state in which an output exceeding a rated output set in the drive device 41 is produced. For example, the boost operating state can be a state in which the engine or motor, which is the drive device 41, operates to release a set output limit value and produce an output exceeding the rated output. As a specific example, the boost operating state can include a state in which a turbocharger is operated to increase the boost pressure of the engine and increase the amount of fuel injected into the engine in order to increase the output of the drive device 41 to exceed the rated output.

[0035] In a typical internal combustion engine vehicle, when the driver presses a button for entering the boost mode as the input device 20, the turbo boost mode is entered, which activates the turbocharger, and this is similarly applicable to the present invention. The display device 50 is used to inform the driver of information about the current boost mode, and is controlled by the controller 30 to display real-time information about the boost mode, such as the current boost availability status, time information related to boost operation, and information indicating the boost operation status.

[0036] The display device 50 may be at least one of various display devices installed in a vehicle, for example, a cluster display and / or a head-up display (HUD) that can display and provide information to a driver.

[0037] The boost mode and the configuration of the device for controlling the boost mode according to the present invention have been described above with reference to Figure 1. The method for performing and controlling the boost mode will now be described. Figure 2 is a flowchart showing the boost mode control process according to the present invention.

[0038] As shown in Figure 2, the controller calculates an initial value of the boost standby time (initial boost standby time) based on driving state variable information in the previous boost mode or boost operation usage information in the previous boost mode (S11), and varies the boost standby time using driving state variables during vehicle operation in the previous boost mode (S12). Next, if the driver turns on the boost mode (S13), the controller checks whether the boost standby time determined as above has elapsed (S14), and enters the boost mode if the entire boost standby time has elapsed (S15). Of course, if the entire boost standby time has not elapsed, entry into the boost mode and boost operation are prohibited.

[0039] After entering the boost mode, the driver can perform boost operation, and the boost duration time gradually decreases as the boost operation is performed. Thereafter, the controller 30 checks whether the boost duration time has reached 0 (S16). If the boost duration time has reached 0, the controller 30 terminates the boost operation and the boost operation mode (S17). In the present invention, the controller 30 may display the boost duration time on the display device 50 when the boost mode is on (entered state), and may also display the boost standby time, which varies in real time, on the display device 50. Alternatively, the controller 30 may display the current boost standby time on the display device 50 only after the boost mode is released. In this case, the boost standby time, which decreases by a fixed value or at a fixed rate as time passes, is displayed on the display device 50.

[0040] As described above, the boost mode control process according to the present invention includes a process of determining a boost standby time based on real-time vehicle driving information collected by the vehicle, and is characterized in that the boost standby time is varied depending on the vehicle state information (particularly, driveline state variables) and driver driving input information described above as the real-time vehicle driving information. That is, the boost mode control process according to the present invention may include a process of varying the boost standby time. The present invention does not always apply a consistent boost standby time when boost driving ends and the boost mode is released, but varies the boost standby time depending on vehicle driving information collected and acquired in real time. Here, the vehicle driving information includes driver driving input information and vehicle state information, as described above, and specifically, the vehicle state information includes the driveline state variables.

[0041] In the present invention, the driver's driving input information, which is one of the factors that determine and vary the boost standby time, may include a driving input value or a set value by the driver, and as a specific example, may include an accelerator pedal input value indicating the driver's intention to accelerate. In this way, the boost standby time can be varied depending on the driver's intention to accelerate and the degree of that intention. In addition, in the present invention, the vehicle status information, which is one of the factors that determine and vary the boost standby time, may include driveline status variables. Here, the driveline status variables are status information and diagnostic information indicating the status of the driveline, such as driveline temperature, driveline torque and speed, driveline power, driveline durability, battery SOC, etc.

[0042] The boost standby time varying method will be described in more detail below. In an embodiment of the present invention, when the driver desires to enter the boost mode and performs an input to enter the boost mode, for example, when the driver operates a button to enter the boost mode, the controller 30 displays the boost duration time on the display device 50. Also, in an embodiment of the present invention, when the boost operation ends and the boost mode is released, the controller 30 calculates the boost standby time and displays it on the display device 50.

[0043] In an embodiment of the present invention, the boost duration time and the boost standby time do not necessarily need to be defined in time units such as "seconds" or "minutes." For example, any unit that expresses and defines time conceptually, such as the length of a bar graph or the position of a pointer on a gauge, and that indicates time in a quantitative manner that the driver can recognize, can be used to define the boost duration time and the boost standby time.

[0044] 3 is a diagram illustrating an example of a state in which a boost standby time is displayed via a display device 50 in an embodiment of the present invention. As a time related to boost operation, the boost standby time can be displayed in various ways as shown in the example. For example, the boost standby time can be displayed as a number A, a linear or circular bar graph B, or a gauge pointer. The boost duration time can also be displayed in the same way as the boost standby time. In certain vehicle driving conditions, such as track racing, boost operation and boost activation are often applied in consistent and repetitive situations, so it is important to provide a predictable initial boost standby time (initial value of the boost standby time).

[0045] Therefore, the present invention proposes a method for variably determining and displaying the initial value of the boost standby time (remaining time for boost re-use, cooldown time), which is the time required from the end of boost duration until subsequent reuse, i.e., the initial boost standby time, based on vehicle driving information, rather than assigning a consistent value. Here, the initial boost standby time can be calculated and operated only once. The calculation of the initial boost standby time can use driving state variable information in the previous boost mode or boost operation usage information in the previous boost mode. That is, the controller 30 determines the initial boost standby time for re-entering the subsequent boost mode using driving state variable information in the previous boost mode or boost operation usage information in the previous boost mode.

[0046] Here, the driving state variable information is the vehicle state information and driver driving input information required to calculate the boost standby time. Specifically, the vehicle state information may include the driveline state variables as described above. The driver driving input information may be one or two of an accelerator pedal input value (APS value) and a brake pedal input value (BPS value). In addition, the boost duration in the previous boost mode may be used as the boost operation usage information in the previous boost mode.

[0047] For example, when entering boost mode, except in exceptional circumstances, a possible initial boost wait time of 20 seconds is displayed on the display device 50 to provide the driver with real-time information about the boost mode, and after entering boost mode, it is assumed that after the boost sustainment time has elapsed and ended, a new initial boost wait time of 10 seconds must be waited in order to re-enter the subsequent boost mode.

[0048] In this case, if the driver has input (e.g., button operation) to enter boost mode in the previous boost mode but has not actually performed boost operation (if boost is not used), the initial boost wait time for re-entering the subsequent boost mode can be shortened from 10 seconds to 0 seconds. In other words, if the driver does not perform a boost operation operation (driver input for boost operation) after a button operation to enter boost mode has been performed, the initial boost wait time can be displayed as 0 seconds on the display device 50 after the boost mode is subsequently released. This notifies the driver that boost operation can be used again immediately.

[0049] Conversely, if the driver maintains boost operation after entering boost mode while the vehicle is running, causing the boost sustained time to decrease below a predetermined set time, the controller 30 determines that the driver has used boost operation considerably, and may increase the initial boost wait time for re-entering the boost mode by a predetermined time, and at this time, the increased boost wait time may be displayed on the display device 50. For example, after the driver has used boost operation considerably as described above, the controller 30 may extend the initial boost wait time for re-using boost operation to 30 seconds, and may display the extended 30 seconds as the initial boost wait time on the display device 50.

[0050] In this way, the controller 30 can increase the initial value of the boost standby time by a predetermined time when the driver performs boost operation in the previous boost mode and the boost sustainment time falls below a predetermined set time. Furthermore, the controller 30 can calculate the initial boost standby time based on the driving state variables for the set time period prior to the end of the previous boost operation. In this case, the count or integral value of the values ​​used as input variables can be used. For example, the controller 30 can consider using the WOT (Wide Open Throttle) duration or regenerative torque integral value for the previous minute prior to the end of the previous boost operation, and increasing the calculated value of the duration or regenerative torque integral value as the initial boost standby time increases.

[0051] As explained above, the initial value of the remaining time until boost operation can be used again, i.e., the initial boost wait time (cool time), is calculated, determined, and displayed only once. After that, the boost wait time can be calculated and changed in real time from the initial value. Here, in order to calculate and change the boost wait time in real time, the operating state variable for the current boost wait time that has been consumed and elapsed can be used, rather than the operating state variable for the previous boost mode.

[0052] Here, the current boost standby time being consumed and elapsed can be understood as a state in which the boost standby time is decreasing. Furthermore, the state in which the boost standby time is consumed and elapsed can be understood as a standby state for reusing boost operation, or a state in which boost operation is stopped (paused state) for reusing boost operation. First, in an embodiment of the present invention, the boost standby time can be varied depending on a driver's driving input value. Here, the variable factors can include an accelerator pedal input value (APS value) and a brake pedal input value (BPS value), which are driver driving input values ​​among driving state variables. That is, the boost standby time can be varied depending on the accelerator pedal input value and the brake pedal input value. In addition to the boost standby time, the initial boost standby time (initial value of the boost standby time) can also be calculated and varied depending on the accelerator pedal input value and the brake pedal input value.

[0053] Generally, in an electric vehicle, the acceleration torque (driving torque) and regenerative torque of the vehicle are applied through the motor in response to the driver's accelerator pedal input (operation) and brake pedal input (operation), so power electronic (PE) components such as the motor, inverter, and battery are subjected to a load due to the pedal input. Therefore, the boost standby time must be increased in proportion to the load, and the boost standby time must be set to increase as the pedal input amount increases and the pedal input duration increases.

[0054] In addition, when there is no accelerator pedal input or brake pedal input, the aforementioned power electronic components are not loaded, so the boost standby time can be varied to decrease. To this end, the controller 30 can increase or decrease the boost standby time by a value corresponding to the pedal input value (APS value, BPS value), which is the driver's driving input value. Here, the controller 30 can use a map, and can input the driver's driving input value and determine the increase / decrease value or increase / decrease rate of the boost standby time according to the map.

[0055] In addition, even when the pedal input value (APS value, BPS value), which is the driver's driving input value, is 0, coasting regeneration may be performed depending on the vehicle speed or a set value, and in the case of creep, driving force is generated even when the pedal input value is 0. As such, depending on the settings of the controller 30, even when the pedal input value is 0, the load on the power electronic (PE) components such as the motor does not become 0, so it is necessary to vary the boost operation-related time taking into account both the load on the power electronic components and the pedal input value.

[0056] That is, the map can be set with a boost standby time increase / decrease value or an increase / decrease rate depending on the pedal input value taking into account the load of the power electronic components, thereby making it possible to vary the boost standby time depending on the pedal input value taking into account the load. Furthermore, a plurality of boost modes can be set in the controller 30. Here, the plurality of boost modes are modes with different boost widths and initial boost standby times. In the present invention, a value indicating the amount of boost that can exceed the rated output is defined as the boost width. That is, the boost width is defined as a value indicating the amount of output (the boost amount) that can exceed the rated output. More specifically, the boost width can be defined as the ratio (%) of the amount of output that can exceed the rated output when the rated output, which is the maximum output during normal operation other than the boost mode, is set in the controller 30.

[0057] In the present invention, the controller 30 may preset a boost width and an initial boost wait time for each boost mode. Among the plurality of boost modes, the initial boost wait time for each mode is set to a longer time as the boost width increases. In an embodiment of the present invention, the plurality of boost modes may include a first boost mode as a default mode, a second boost mode as a minimum wait time mode, and a third boost mode as a maximum boost amount mode. The first boost mode is a mode in which the boost width and the initial boost wait time are set to values ​​between the minimum and maximum values ​​within their respective pre-set available ranges. Specifically, the boost width and the initial boost wait time may be set to intermediate values ​​between the minimum and maximum values ​​within their respective pre-set available ranges. The first boost mode may be used as the default mode in the controller 30.

[0058] In addition, the second boost mode is a mode in which an initial boost wait time is set to a maximum value within the set available range, and the third boost mode is a mode in which a boost width, which indicates an amount of boost that can exceed a rated output, is set to a maximum value within the set available range. In the mode in which the initial boost wait time is set to a maximum value within the available range, the boost width can be set to a minimum value within the available range, and conversely, in the mode in which the boost width is set to a maximum value within the available range, the initial boost wait time can be set to a minimum value within the available range.

[0059] For example, in the first boost mode, boost operation is possible up to 10% of the rated output (boost amount) (boost width 10%), and the initial boost standby time can be set to 20 seconds. Here, in the second boost mode, boost operation is possible up to 5% of the rated output (boost amount) (boost width 5%), and the initial boost standby time can be set to a minimum of 5 seconds. Also, in the third boost mode, boost operation is possible up to 15% of the rated output (boost amount) (boost width 15%), and the initial boost standby time can be set to 40 seconds.

[0060] In this way, a plurality of boost modes having different boost amplitudes and initial boost standby times can be preset and used in the controller 30, and the driver can select one of the plurality of boost modes via the input device 20. Although an example in which a total of three boost modes are set has been described above, this is merely an example and the present invention is not limited thereto, and the number of boost modes can be changed in various ways.

[0061] For example, the present invention is not limited to having three boost modes in total, and at least one more boost mode in which either the initial boost wait time or the boost width is set to a value between the respective maximum and minimum values ​​may be set, separate from the default mode, between the boost mode in which the initial boost wait time is the minimum (minimum wait time mode) and the boost mode in which the boost width is the maximum (maximum boost amount mode). That is, four, five, or more boost modes may be set. In addition, in the boost mode setting values ​​in the controller 30, the boost width and initial boost wait time setting values ​​for each boost mode between the minimum wait time mode and the maximum boost amount mode can be selected or changed as desired by the driver via the input device 20.

[0062] In addition, instead of setting and operating a predetermined number of boost modes in the controller 30 as presets, the driver can vary the boost width and initial boost wait time during boost operation to continuous values ​​between their respective maximum and minimum values ​​via the input device 20, regardless of the mode. That is, the driver can set the initial boost wait time during boost operation by continuously increasing it from the minimum value via the input device 20. Here, the boost width can be automatically varied according to an increase or decrease in the initial boost wait time, and the boost width can be automatically increased or decreased by a predetermined amount or ratio when the initial boost wait time is increased or decreased. For example, if the initial boost wait time is increased, the boost width can be increased by an increase value or rate linked to the increase value or rate.

[0063] Similarly, when setting the boost width during boost operation, the driver can continuously decrease the boost width from the maximum value via the input device 20. Here, the initial boost wait time can be automatically varied as the boost width is increased or decreased, and when the boost width is increased or decreased, the initial boost wait time can be automatically increased or decreased by a predetermined amount or ratio. In this way, the driver can freely change the setting value for boost operation of the controller 30 to the value he or she desires via the input device 20.

[0064] In addition, in the embodiment of the present invention, the initial boost standby time of the boost mode can be dualized depending on whether the virtual shift function is on or off. In an electric vehicle, when a driver turns on a virtual gear shifting function, a method is known for generating and providing a virtual gear shift feeling corresponding to vehicle driving information while the vehicle is running. In a known control method for generating a virtual gear shift feeling, a torque command of a motor driving the vehicle is corrected to generate the virtual gear shift feeling. Therefore, when a driver turns on the virtual gear shifting function, the operating point of power electronic (PE) components such as a motor, which is a driving device 41, is changed to generate the virtual gear shift feeling.

[0065] To reflect this change in operating point, the boost operation-related time when the virtual shift function is on can be applied differently compared to the boost operation-related time when the virtual shift function is off. Generally, in order to create a virtual shift feeling, the actual boost use is repeatedly turned on / off depending on the virtual shift event and time point, so when the virtual shift function is used, the boost standby time is shortened compared to when the actual boost is continuously used when the virtual shift function is not used.

[0066] Therefore, when the virtual shift function is in the on state, the initial boost wait time can be shortened compared to when the virtual shift function is in the off state. For example, if the initial boost wait time when the virtual shift function is in the off state is set to 30 seconds, the initial boost wait time when the virtual shift function is in the on state is set to 20 seconds.

[0067] Meanwhile, as explained above, the boost operation related time (boost standby time) can be varied depending on the drivetrain state variables. That is, in the present invention, the boost operation related time can be varied in real time based on the drivetrain temperature, drivetrain speed and torque, drivetrain power, drivetrain durability, battery SOC, etc. This will be described in more detail.

[0068] During boost operation-related times, the boost standby time may be varied depending on the driveline state variables, and the controller 30 may display the boost standby time, which varies in real time depending on the driveline state variables, on the display device 50. The controller 30 may use a map to calculate the boost standby time, which varies in real time depending on the driveline state variables. The map is a map in which an increase / decrease value or an increase / decrease rate for the boost standby time is set for a value corresponding to the driveline state variable.

[0069] That is, the controller 30 can determine an increase / decrease value or an increase / decrease rate corresponding to the current driveline state using a map. Once the increase / decrease value or the increase / decrease rate is determined using the map, the controller 30 calculates a new boost wait time that is changed from the current boost wait time according to the determined increase / decrease value or the determined increase / decrease rate, and displays the new calculated boost wait time on the display device 50. In this way, the boost wait time displayed on the display device 50 is constantly updated according to the driveline state variables, which are real-time information, allowing the driver to check the boost wait time displayed on the display device 50.

[0070] Regarding the driveline temperature, which is one of the driveline state variables, applying a load when the driveline temperature is higher or lower than the normal range can reduce the durability of the driveline. Therefore, the boost standby time is made variable according to the driveline temperature, and can be increased in a temperature range outside the set normal range. Here, the boost standby time is the standby time (boost standby time) from the end of the current boost operation and the end of the boost mode until the next boost operation and re-entry into the next boost mode are possible.

[0071] Among the driveline state variables, the driveline speed and torque, and the driveline power are state variables related to the load or output of the driveline. First, the controller 30 monitors the driveline operating point in real time based on real-time driveline speed and driveline torque information.

[0072] In addition, to vary the boost standby time, the controller 30 may use an operating point map, which is a map in which an extended standby time region and an unextended standby time region are preset based on the operating point of the drive unit 41. Here, the extended standby time region is a boost operation region in which boost operation is actually performed, and the unextended standby time region is a normal (non-boost) operation region in which boost operation is not performed.

[0073] 4 and 5 are diagrams illustrating a driving point map for determining and varying the boost standby time and a method for using the same in an embodiment of the present invention. In the illustrated driving point map, a positive (+) torque region indicates a driving torque region, and a negative (-) torque region indicates a regenerative torque region. As shown in the figures, a rated driving point upper limit value and a rated driving point lower limit value are preset in the driving point map, and a standby time extension region (boost operation region) and a standby time non-extension region (normal operation region) are set by dividing the standby time extension region (boost operation region) and the standby time non-extension region (normal operation region) by the rated driving point upper limit value and the rated driving point lower limit value.

[0074] 4 and 5, the operating point map shows that the upper and lower limits of the rated operating point are set to driveline torque values ​​that change continuously depending on the driveline speed. Here, the standby time extended region and the standby time unextended region include the drive torque region and the regenerative torque region, respectively. The operating point map is input and stored in advance in the controller 30 and is used to determine and vary the boost standby time. The controller 30 monitors the operating point determined by the real-time driveline speed and driveline torque, and determines whether the current driveline state corresponds to the standby time extended region or the standby time unextended region in the operating point map based on the monitored current operating point.

[0075] In the driving torque region of the operating point map, the region where the driving system torque (driving torque) exceeds the upper limit of the rated operating point is the standby time extension region, and in the regenerative torque region of the operating point map, the region where the driving system torque (regenerative torque) is below the lower limit of the rated operating point is the standby time extension region. If the driving torque and the regenerative torque are defined without distinction, it can be determined that the standby time extension region corresponds to a case where the absolute value of the driving system torque exceeds the absolute value of the upper limit of the rated operating point or the absolute value of the lower limit of the rated operating point.

[0076] If the current driving point is located in the standby time extension region on the driving point map, the controller 30 determines that the current driving system state is one in which the boost standby time should be extended, and increases the boost standby time by an increment or rate determined by the current driving point. The controller 30 may determine the increment or rate of the boost standby time as a value corresponding to the difference between the current driving system torque and the rated driving point upper limit or rated driving point lower limit (the amount of excess over the rated torque (output)).

[0077] On the other hand, if the current operating point is located in a standby time non-extension region, the controller 30 determines that the current driveline state is a state in which the boost standby time should not be changed, and maintains the boost standby time without changing it. In this way, the controller 30 monitors the operating point of the driveline elements in real time, and if the current operating point is within the rated operating point range, the controller 30 maintains the boost standby time without increasing it. Furthermore, the controller 30 increases the boost standby time only when the current operating point is outside the rated operating point range and boost operation is actually being performed.

[0078] 6 to 8 are diagrams illustrating an example of how boost standby time increases depending on driveline torque among the operating points of driveline elements. Boost operation refers to operation outside the actual rated operating point range, and it can be said that boost operation is only performed in boost mode, but performing actual boost operation is not the same as simply operating a button to enter boost mode. In other words, actual boost operation may not be performed in boost mode. Furthermore, "boost on" refers to a driver input to enter boost mode, i.e., the driver has operated a button, and "boost off" refers to the boost mode being released after the boost sustained time has been exhausted and boost operation has ended.

[0079] 6 to 8 show the rated operating point upper limit value with a dotted line, and indicate that when the real-time driveline torque is below the rated operating point upper limit value, even if the vehicle has entered boost mode, operation is performed within the rated operating point range, and actual boost operation is not performed (normal operation). As shown, even if the vehicle has entered boost mode, the boost standby time is extended only when actual boost operation is performed outside the rated operating point range. Here, the boost standby time can be increased at a predetermined rate (gradient), and the rate of increase in the boost standby time can be determined to a value corresponding to the amount of driveline torque exceeding the rated operating point upper limit value, unlike the example figures.

[0080] 6 to 8, the boost standby time (cool time, remaining time for boost reuse) at the time of boost off is the time when the next boost on (boost reuse) is possible in the boost off state, and the boost pause time. Also, Figure 6 shows that when boost operation is continued after entering boost mode, the boost standby time increases rapidly, and boost on (reuse of boost) is possible only when a long boost standby time has passed since the boost off point.

[0081] Also, Figure 7 shows that when boost operation is used intermittently after entering boost mode, the boost standby time is extended less than when boost operation is used continuously as in Figure 6, and ultimately the boost standby time at the time of boost off can be shortened. Also, Figure 8 shows that when boost operation is not used after entering boost mode, the boost standby time does not increase but remains at a minimum value (e.g., 0), allowing the driver to immediately turn boost on (reuse boost) whenever desired.

[0082] Next, a method can be applied in which the vehicle's model year or durability status, related to drivetrain durability, also affects the boost standby time. If the vehicle's total mileage or model year, or an internally estimated durability status variable, is available, the drivetrain durability calculated from these values ​​can be used to set a longer boost standby time for vehicles with lower durability. Furthermore, with regard to the battery SOC, there are situations in which output must be limited within a specific SOC range for battery life management. Such battery characteristics can be taken into consideration. To this end, the entire range of battery SOC is divided into multiple ranges, and multiple SOC ranges are preset. The boost standby time can then be varied in real time depending on the SOC range to which the current battery SOC belongs.

[0083] Furthermore, if the current battery SOC is within a preset battery SOC range, the controller may set the boost standby time to infinity. Here, the preset battery SOC range may be a battery SOC range in which boost operation is not possible. Furthermore, an infinite boost standby time means that boost cannot be reused, i.e., re-entry into the boost mode and reuse of boost operation are not possible. As described above, the boost mode control method according to the present invention has been described in detail. As described above, the boost mode control according to the present invention includes varying the boost standby time using vehicle driving state variable information.

[0084] Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and many variations and improvements made by those skilled in the art using the basic concept of the present invention defined in the following claims are also included in the scope of the present invention. [Explanation of symbols]

[0085] 10 Driving information detection unit 20 Input Devices 30 Controller 41 Drive unit 42 Drivetrain elements 43 Drive wheels 50 Display device

Claims

1. When a driver inputs a boost mode on, the controller enters a boost mode in which a boost operation can be performed; acquiring real-time driving state variable information during vehicle driving in the boost mode by the controller; increasing or decreasing a boost standby time according to the acquired real-time operating state variable information by the controller; When the boost mode is cancelled, the controller displays the changed boost standby time on a display device of the vehicle. and displaying the boost waiting time displayed on the display device by the controller so that the boost waiting time gradually decreases over time, The boost standby time is a time period that must be waited for re-entering the boost mode and re-using the boost operation after the boost mode is released.

2. determining, by the controller, whether the displayed boost standby time has completely elapsed until it reaches 0 after the boost mode is released; 2. The method of claim 1, further comprising: re-entering the boost mode by the controller when a driver inputs a boost mode on signal after the boost standby time has elapsed.

3. 2. The method of claim 1, further comprising: canceling the boost mode when a predetermined boost sustaining time has elapsed after the controller enters the boost mode.

4. In the step of increasing or decreasing the boost standby time, 2. The method of claim 1, wherein the controller is configured to increase the boost standby time only when the vehicle is actually in the boost mode and a boost operation is actually performed.

5. the controller is configured to increase the boost standby time by a predetermined increment or rate only when the boost operation is actually performed in the boost mode, The boost operation is an operating state in which a drivetrain of a vehicle, including a drive device that drives the vehicle, operates at an operating point that exceeds a rated output of an operating point map, 5. The boost mode control method for a vehicle according to claim 4, wherein the controller determines the increase value or the increase rate to a value corresponding to an excess amount of torque by which the current operating point exceeds an upper limit value or a lower limit value of a rated operating point preset in the operating point map.

6. 5. The method of claim 4, wherein the controller is configured to maintain the boost standby time without increasing or decreasing it while the boost mode is entered and the boost operation is not actually performed.

7. 5. The method of claim 4, wherein if the boost operation is not performed from the time when the boost mode is entered until the time when the boost mode is released, the controller immediately re-enters the boost mode after the boost mode is released, thereby allowing the boost operation to be immediately resumed.

8. 2. The method of claim 1, wherein the controller is configured to determine an initial value of a boost waiting time for re-entering a subsequent boost mode using driving state variable information in a previous boost mode or boost operation usage information in a previous boost mode.

9. 9. The method of claim 8, wherein the controller increases the initial value of the boost standby time by a predetermined time when the driver performs boost operation in the previous boost mode and the boost sustainment time due to the boost operation usage in the previous boost mode decreases to or below a predetermined set time.

10. 9. The method of claim 8, wherein the controller determines the initial value of the boost standby time based on a wide open throttle (WOT) duration or a regenerative torque integral value for a set time period prior to the end of the previous boost operation as the driving state variable information in the previous boost mode.

11. 2. The method of claim 1, wherein the driving state variable information is one or more of driveline temperature, driveline speed and torque, driveline power, driveline durability, and battery SOC (state of charge).

12. 2. The method of claim 1, wherein, in the step of increasing or decreasing the boost standby time, the controller determines the boost standby time to a value indicating that a subsequent re-entry into the boost mode and reuse of the boost operation are not possible when the current battery SOC is within a predetermined battery SOC range.

13. 2. The method of claim 1, wherein the driving state variable information is one or both of an accelerator pedal input value and a brake pedal input value of a driver.

14. The controller is configured with a plurality of boost modes selectable by a driver via an input device; 2. The method of claim 1, wherein the plurality of boost modes are set to have different boost widths, which are values ​​indicating the amount of boost that can exceed the rated output, and different initial values ​​of the boost wait time.

15. The plurality of boost modes include: a first boost mode in which the initial values ​​of the boost width and the boost wait time are set to values ​​between minimum and maximum values ​​within respective preset available ranges; a second boost mode in which the initial values ​​of the boost width and the boost wait time are both set to the minimum values ​​within the respective set available ranges; and a third boost mode in which the initial values ​​of the boost width and the boost wait time are set to maximum values ​​within the respective set available ranges.

16. 2. The method of claim 1, wherein the controller determines an initial value of a boost waiting time for re-entering the boost mode differently depending on whether the vehicle virtual shift function is on or off.

17. 2. The method of claim 1, wherein, in the step of increasing or decreasing the boost standby time, the controller displays the varied boost standby time on the display device in real time.

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