Hybrid vehicle and method for supporting audio input / output of a hybrid vehicle

Abstract

To provide a hybrid vehicle and an acoustic input / output support method for the same which can control noise of a power train so that a driver can easily recognize output of a sound guide, by improving a recognition rate, in inputting a voice instruction.SOLUTION: An acoustic input / output support method for a hybrid vehicle according to one embodiment of the present invention may include a step of determining whether a first condition for an acoustic input / output function and a second condition for a degree of indoor noise are satisfied, and a step of carrying out noise reduction control by guiding an engine-off state on the basis of a current travelling mode, when it is determined that the first condition and the second condition are satisfied.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a hybrid vehicle capable of improving the recognition rate during voice command input and controlling the noise of the powertrain so that a driver can easily recognize it during acoustic guidance output, and an acoustic input / output support method therefor.

Background Art

[0002] Recently, input / output functions using voice have been actively applied to vehicles. For example, a destination can be input by the driver's voice to a navigation system, and turn-by-turn guidance can be output by voice during route guidance. However, in the vehicle environment, noise generated by the powertrain continuously occurs during driving, and not only road surface noise but also ambient noise flows into the interior. Therefore, when using the voice input / output function indoors, the recognition rate of the driver's speech may decrease due to noise, and there is a problem that the driver may also have difficulty recognizing the voice guidance output from the vehicle. In particular, although the method of inputting voice commands generally has an excellent effect of preventing driver distraction compared to command input by physical operation, if the voice recognition rate drops, it will rather become a more serious problem because it will distract the driver's attention during the process of repeatedly inputting voice commands and confirming the results.

[0003] On the other hand, recently, with the increasing interest in the environment, there is a trend that environmentally friendly vehicles equipped with an electric motor as a power source are increasing. Environmentally friendly vehicles are also called electrified vehicles, and typical examples include electric vehicles (EV: Electric Vehicle) and hybrid vehicles (HEV: Hybrid Electric Vehicle). Among these, when a hybrid vehicle runs in EV mode, only the electric motor among the drive sources operates, so the self-generated noise is small, but during engine driving, engine noise flows into the interior and is an inhibiting factor for voice input / output by the powertrain.

Prior Art Documents

Patent Documents

[0004] [Patent Document 1] Japanese Patent Publication No. 2016-43910 [Overview of the Initiative] [Problems that the invention aims to solve]

[0005] The object of the present invention is to provide a hybrid vehicle and an acoustic input / output support method therefor that can effectively control vehicle noise when functions related to audio input / output are used. The technical problems that this invention aims to solve are not limited to those mentioned above, and other technical problems not mentioned will be clearly understandable to a person with ordinary skill in the art to which this invention belongs from the description below. [Means for solving the problem]

[0006] An acoustic input / output support method for a hybrid vehicle according to one embodiment of the present invention may include the steps of: determining whether a first condition for acoustic input / output function and a second condition for interior noise level are met; and, if the first and second conditions are met, performing noise reduction control by inducing an engine-off state based on the current driving mode.

[0007] For example, the first condition may include at least one of the following: the start of outputting an audio guidance and the start of inputting a voice command.

[0008] For example, the second condition may include the case where the room noise level is greater than a previously established reference noise level.

[0009] For example, if the current driving mode is EV mode, the step of performing the noise reduction control may include a step of performing at least one of the following: a control to prevent transition to HEV series mode and an increase in the mode change reference torque.

[0010] For example, if the current driving mode is HEV mode, the steps for performing the noise reduction control may include maintaining the HEV mode if the driver-requested torque is greater than the maximum torque in EV mode, and transitioning to EV mode if the driver-requested torque is less than or equal to the maximum torque in EV mode.

[0011] For example, the method may further include a step of increasing the mode switching reference torque if the first and second conditions are met.

[0012] For example, if the current driving mode is HEV mode, the step of performing the noise reduction control may include a step of determining whether engine noise is the primary noise source.

[0013] For example, the step of performing the noise reduction control may further include a step of determining that the engine noise is the main noise source and, if the driver-requested torque is less than or equal to the maximum torque in EV mode, transitioning to EV mode.

[0014] For example, the step of performing the noise reduction control may further include a step of maintaining the HEV mode if it is determined that the engine noise is the main noise source and the driver-requested torque is greater than the maximum torque in EV mode, or if it is determined that the engine noise is not the main noise source.

[0015] For example, the step of determining whether the engine noise is the main noise source may include the steps of comparing the noise of the current engine operation with a table that defines the engine noise entering the cabin for each engine operation, and the steps of comparing the result of the comparison with the cabin noise level.

[0016] Furthermore, a hybrid vehicle according to one embodiment of the present invention may include an engine, a motor, and a controller that determines whether a first condition for acoustic input / output functionality and a second condition for interior noise levels are met, and if the first and second conditions are met, performs noise reduction control by inducing the engine to be turned off based on the current driving mode.

[0017] For example, the first condition may include at least one of the start of the output of the acoustic guidance and the start of the input of the voice command.

[0018] For example, the second condition may include the case where the indoor noise level is greater than a preset reference noise level.

[0019] For example, when the current driving mode is the EV mode, the controller can perform at least one of the control for prohibiting the transition to the HEV series mode and the increase of the mode conversion reference torque.

[0020] For example, when the current driving mode is the HEV mode, if the driver demand torque is greater than the maximum torque of the EV mode, the controller can maintain the HEV mode, and if the driver demand torque is less than or equal to the maximum torque of the EV mode, the controller can control to transition to the EV mode.

[0021] For example, if the first condition and the second condition are satisfied, the controller can increase the mode conversion reference torque.

[0022] For example, when the current driving mode is the HEV mode, the controller can determine whether the engine noise is the main noise source.

[0023] For example, if the controller determines that the engine noise is the main noise source and the driver demand torque is less than or equal to the maximum torque of the EV mode, the controller can control to transition to the EV mode.

[0024] For example, if the controller determines that the engine noise is the main noise source and the driver demand torque is greater than the maximum torque of the EV mode, or if the controller determines that the engine noise is not the main noise source, the controller can maintain the HEV mode.

[0025] For example, the controller compares the indoor inflow engine sound defined in a table for each engine operation with the current engine operation noise, and compares the result of the comparison with the indoor noise level to determine whether the engine noise is the main noise source.

Effect of the Invention

[0026] According to various embodiments of the present invention as described above, when using the acoustic input / output function in a hybrid vehicle, by reducing the noise generated in the vehicle through power train control, the recognition rate of voice commands in the vehicle is improved, and it becomes easier for the driver to recognize the voice guidance output from the vehicle. The effects obtained by the present invention are not limited to the effects mentioned above, and other effects not mentioned will be clearly understandable to those with ordinary knowledge in the technical field to which the present invention belongs from the following description.

Brief Description of the Drawings

[0027] [Figure 1] It is a diagram showing an example of the configuration of a power train of a hybrid vehicle applicable to an embodiment of the present invention. [Figure 2] It is a diagram showing an example of the configuration of a control system of a hybrid vehicle according to an embodiment of the present invention. [Figure 3] It is a diagram showing an example of the configuration of an acoustic input / output support controller according to an embodiment of the present invention. [Figure 4] It is a diagram showing an example of a form for performing EV line adjustment according to an embodiment. [Figure 5] It is a diagram showing an example of an acoustic input / output support process according to an embodiment. [Figure 6] It is a diagram showing an example of an acoustic input / output support process according to another embodiment. [Figure 7] It is a diagram showing an example of a form for outputting warning information according to an embodiment of the present invention.

Mode for Carrying Out the Invention

[0028] In describing the embodiments disclosed herein in detail below with reference to the accompanying drawings, identical or similar components will be given the same reference numerals regardless of the drawing number, and redundant explanations will be omitted. The suffixes "module" and "part" used for components in the following description are added or used interchangeably for the sake of ease of specification preparation and do not have a distinct meaning or role in themselves. Furthermore, in describing the embodiments disclosed herein, if it is determined that a specific description of related known technology may obscure the gist of the embodiments disclosed herein, such detailed description will be omitted. In addition, the accompanying drawings are provided solely to facilitate understanding of the embodiments disclosed herein, and it should be understood that the accompanying drawings do not limit the technical ideas disclosed herein and include all modifications, equivalents, and substitutes that fall within the concept and technical scope of the present invention.

[0029] Terms including ordinal numbers, such as "first," "second," etc., can be used to describe a variety of components, but the components are not limited by such terms. These terms are used solely for the purpose of distinguishing one component from another. When it is stated that one component is “linked” or “connected” to another component, it should be understood that it may be directly linked to or connected to the other component, but that other components may also exist in between. On the other hand, when it is stated that one component is “directly linked” or “directly connected” to another component, it should be understood that there are no other components in between.

[0030] A singular expression includes plural expressions unless the context clearly indicates otherwise. In this specification, terms such as “includes” or “have” are intended to indicate the presence of features, figures, stages, operations, components, parts, or combinations thereof as described in the specification, and should be understood not to preemptively exclude the possibility of the presence or addition of one or more other features, figures, stages, operations, components, parts, or combinations thereof.

[0031] Before describing the powertrain control method for audio input / output support according to an embodiment of the present invention, the structure and control system of a hybrid electric vehicle (HEV) will be described.

[0032] Figure 1 shows an example of a powertrain structure for a hybrid vehicle applicable to embodiments of the present invention. Referring to Figure 1, the powertrain of a hybrid vehicle employing a parallel-type hybrid system is shown, in which an electric motor (or drive motor) 140 and an engine clutch 130 are mounted between the engine (internal combustion engine) (ICE) 110 and the transmission 150.

[0033] In such vehicles, generally, when the driver presses the accelerator after starting (i.e., the accelerator pedal position sensor is turned on), the engine clutch 130 is opened, and the drive motor 140 is first driven using battery power. The motor's power is then transmitted to the wheels via the transmission 150 and the final drive (FD) 160, causing the wheels to move (i.e., EV mode). Although not shown, a differential gear may be provided instead of or in conjunction with the final drive 160.

[0034] As the vehicle gradually accelerates and requires increasingly greater driving force, the auxiliary motor (or starter / generator motor) 120 can operate to drive the engine 110. Therefore, the engine clutch 130 engages only when the rotational speed difference between the engine 110 and the drive motor 140 falls within a certain range, causing the engine 110 and the drive motor 140 to drive the vehicle together (i.e., transitioning from EV mode to HEV mode). When the vehicle decelerates or other pre-set engine-off conditions are met, the engine clutch 130 opens and the engine 110 stops (i.e., transitioning from HEV mode to EV mode). At this time, the vehicle charges the battery 170 via the drive motor 140 using the driving force of the wheels. This is called regenerative braking or braking energy regeneration. Therefore, the starter-generator motor 120 acts as a starter motor when starting the engine, and after starting or when turning off the engine, it operates as a generator to recover the engine's rotational energy, so it can be called a hybrid starter generator (HSG).

[0035] Generally, a 150cc transmission can be a stepped transmission, a multi-plate clutch, or, for example, a dual-clutch transmission (DCT).

[0036] In the above-described transition of driving modes, the HEV mode was described as the HEV Parallel mode in which the driving force of the engine 110 is transmitted to the wheels, but there is also an HEV Series mode. In HEV Series mode, the engine clutch 130 is disengaged, and the power of the engine 110 is not transmitted to the wheels, but can be charged by the starter-generator motor 120.

[0037] Figure 2 is a block diagram showing an example of a control system for a hybrid vehicle to which the embodiment of the present invention can be applied. Referring to Figure 2, in a hybrid vehicle to which an embodiment of the present invention can be applied, the engine (internal combustion engine) 110 is controlled by an engine controller 210, the torque of the starter / generator motor 120 and the drive motor 140 can be controlled by a motor control unit (MCU) 220, and the engine clutch 130 can be controlled by a clutch controller 230. Here, the engine controller 210 is also called an engine management system (EMS). The transmission 150 is controlled by a transmission controller 250.

[0038] Each controller is connected to a Hybrid Controller Unit (HCU) 240, which acts as its higher-level controller and controls the entire mode switching process. The controller can change the driving mode under the control of the Hybrid Controller Unit 240, provide the Hybrid Controller Unit 240 with information necessary for engine clutch control and / or engine stop control during gear changes, or perform actions based on control signals.

[0039] For example, the hybrid controller 240 determines whether to switch between EV-HEV mode or between CD (electric-based driving) mode and CS (fuel-based driving) mode depending on the vehicle's operating state. To this end, the hybrid controller 240 determines the release (open) point of the engine clutch 130 and performs hydraulic control when it is released. The hybrid controller 240 can also determine the state of the engine clutch 130 (lock-up, slip, open, etc.) and control the timing of the interruption of fuel injection for the engine 110. Furthermore, the hybrid controller 240 can transmit a torque command to the motor controller 220 to control the torque of the starter generator motor 120 for engine stop control, thereby controlling the recovery of engine rotational energy. In addition, during driving mode switching control, the hybrid controller 240 can determine the mode switching conditions and control the lower-level controllers for the switching.

[0040] Of course, it will be obvious to those skilled in the art that the above-mentioned relationships between controllers and the functions / classifications of each controller are illustrative examples, and their names are not limited. For example, the hybrid controller 240 can be implemented such that one of the remaining controllers performs the corresponding function, or two or more of the other controllers can share the responsibility for performing the corresponding function.

[0041] The configurations shown in Figures 1 and 2 above are merely examples of hybrid vehicle configurations, and it will be obvious to those skilled in the art that the hybrid vehicles applicable to these embodiments are not limited to such structures.

[0042] One embodiment of the present invention proposes that when a hybrid vehicle receives voice commands or outputs acoustic guidance, it is possible to induce an engine-off state to reduce noise generated from the powertrain, thereby improving voice recognition accuracy and enabling passengers to better recognize the guidance sounds output from the vehicle.

[0043] First, with reference to Figure 3, the configuration of an acoustic input / output support controller capable of performing powertrain control for effective acoustic input / output support according to the embodiment will be described.

[0044] Figure 3 shows an example of the configuration of an audio input / output support controller according to one embodiment of the present invention. Referring to Figure 3, the acoustic input / output support controller 300 according to one embodiment may have as input information information information indicating the start and end of acoustic guidance output, information indicating the start and end of voice command input, vehicle interior noise, driver requested torque (or requested power), and EV mode maximum torque (or maximum power). The acoustic input / output support controller 300 may also have as output information a target driving mode and an EV line.

[0045] Here, acoustic guidance can include, but is not necessarily limited to, information in the form of voice, such as navigation guidance voices. For example, warning sounds that are not voice can also be included in acoustic guidance. Of course, the acoustic guidance that serves as the entry condition for powertrain noise reduction control according to the embodiment can include all types of acoustic guidance output via speakers, and may also restrictively include certain types of important acoustic guidance (e.g., turn-by-turn guidance voices from a navigation system, warning sounds for speed enforcement cameras, etc.) in order to prevent drivability impairment and deterioration of fuel efficiency due to frequent powertrain control.

[0046] Furthermore, information indicating the start and end of the audio guidance output can be provided by the AVN (Audio / Video / Navigation) system, but is not necessarily limited to this, and can be varied in many ways depending on the source of the audio guidance.

[0047] The source of information indicating the start and end of voice command input may be similar to the source of information indicating the start and end of acoustic guidance output. For example, if the driver activates the voice recognition function of the AVN system by operating the voice recognition button on the steering wheel to input a voice command, the start of voice command input can be transmitted to the acoustic input / output support controller 300. Also, if the AVN system determines whether the voice command recognition was successful or unsuccessful, or if the driver terminates the voice recognition function, the AVN system can notify the acoustic input / output support controller 300 of the end of voice command input. Of course, this is illustrative and not necessarily limited to this.

[0048] Noise information inside the vehicle can also be provided through microphones inside the vehicle cabin, and information such as pre-prepared tables based on the current powertrain operation and gear position can be referenced.

[0049] The driver-requested torque can be obtained from a higher-level controller that controls the powertrain, for example, a hybrid controller 240, and the maximum torque in EV mode can effectively mean the maximum torque of the drive motor 140, which can be obtained from a motor controller 220 or a hybrid controller 240.

[0050] On the other hand, in the output information, the target driving mode may be information indicating either EV mode or HEV mode, and the EV line may be in the form of a required torque that serves as a transition criterion between EV mode and HEV mode. For example, if the driver-required torque does not exceed the EV line while driving in EV mode, the EV mode can be maintained, and if the driver-required torque exceeds the EV line, a mode transition to HEV mode can be performed. If a predetermined hysteresis is applied for each transition direction to prevent frequent mode switching, the EV line can be divided into an HEV on line, which serves as a transition criterion from EV mode to HEV mode, and an HEV off line, which serves as a transition criterion from HEV mode to EV mode. The HEV on line may have a higher value than the HEV off line, but is not necessarily limited to this.

[0051] The target driving mode and EV line described above can be transmitted to the hybrid controller 240. In its implementation, the acoustic input / output support controller 300 involves powertrain control (e.g., driving control), and therefore it may be more efficient to implement it as a function of a higher-level controller that controls the entire powertrain, such as the hybrid controller 240. However, this is illustrative and not necessarily limited to this.

[0052] The following describes the detailed configuration of the audio input / output support controller 300. The audio input / output support controller 300 may include a determination unit 310 and a control unit 320. The determination unit 310 may include a control entry / exit determination unit 311, and the control unit 320 may include an EV mode control unit 321, an HEV mode control unit 322, and a control termination unit 323.

[0053] First, the control entry / exit determination unit 311 of the determination unit 310 can determine, based on the input information described above, whether to enter or terminate control for powertrain noise reduction control in order to support the acoustic input / output according to the embodiment. For example, the control entry / exit determination unit 311 can determine whether a pre-set entry condition is met. For example, the entry condition can be met if i) a pre-set type of audible guidance starts or the driver activates the voice recognition function, or ii) the noise inside the vehicle is louder than a reference noise.

[0054] In this case, if the current driving mode is EV mode, the determination unit 310 can request the control unit 320 to enter EV mode control, and if the current driving mode is HEV mode, it can request the control unit 320 to enter HEV mode control. Here, the reference noise can be predetermined by testing to a level of noise that causes the voice recognition rate to fall below a certain level, but it is not necessarily limited to this.

[0055] The control entry / exit determination unit 311 can notify the control unit 320 of the end of control if the above-mentioned entry conditions are not met or if the audible guidance output or voice command input has ended.

[0056] Next, we will describe each component of the control unit 320. The EV mode control unit 321 can increase the default EV line (or HEV on line) to prevent engine startup, particularly entry into HEV parallel mode. This will be explained with reference to Figure 4.

[0057] Figure 4 shows an example of how EV line adjustment is performed according to one embodiment. Referring to Figure 4, the EV mode control unit 321 can adjust the previously set default EV line to an upward EV line for acoustic input / output support. Here, it is preferable, but not necessarily limited to, setting the upward EV line lower than the EV mode maximum torque line.

[0058] Furthermore, the EV mode control unit 321 can prevent entry into the HEV series mode. Here, the requirements for entering the HEV series mode can include not only the need to charge the battery, but also the purpose of air conditioning and the purpose of heating the catalyst of the engine 110.

[0059] The HEV mode control unit 322 can, in response to voice control, transition to EV mode if the driver's requested torque is less than the maximum torque in EV mode, and maintain the current driving mode, HEV mode, if the driver's requested torque is greater than the maximum torque in EV mode. However, the EV line (or HEV off line) can be raised to allow for easy entry into EV mode in any case. One way to transition to EV mode is to set the target driving mode to EV mode as output information of the control unit 320, and the vehicle can also be naturally guided into EV mode by raising the EV line.

[0060] The control termination unit 323 can terminate the powertrain noise reduction control upon notification of control termination from the determination unit 310. Here, terminating the noise reduction control can mean, but is not necessarily limited to, the powertrain operating under default control that takes into account the driver's requested torque (or requested power), battery status, drive source status, etc.

[0061] The powertrain noise reduction control described above is summarized in the flowchart shown in Figure 5. Figure 5 shows an example of the audio input / output support process according to one embodiment. Referring to Figure 5, the determination unit 310 of the audio input / output support controller 300 can determine the start of voice control (S410). Here, the start of voice control can mean the start of the audio guidance output or the start of voice command input as described above, referring to Figure 3.

[0062] If voice control is initiated (S410, "Yes"), the determination unit 310 determines whether the noise inside the vehicle is louder than the reference noise (S420). If it is louder than the reference noise (S420, "Yes"), it decides to initiate control.

[0063] Therefore, if the current driving mode is EV mode (Yes in S430), the determination unit 310 requests the control unit 320 to enter EV mode control, and thus the control unit 320 can prohibit the transition to HEV series mode (S440) and increase the EV line (or HEV on line) (S480).

[0064] In contrast, if the current driving mode is HEV mode (S430 "No"), the determination unit 310 requests the control unit 320 to enter HEV mode control, and therefore, if the driver-requested torque is greater than the maximum torque in EV mode (S450 "Yes"), the control unit 320 can decide to maintain HEV mode as the driving mode (S460). If the driver-requested torque is less than or equal to the maximum torque in EV mode (S450 "No"), the control unit 320 can decide to transition to EV mode (S470). Even if the current driving mode is HEV mode (S430 "No"), the control unit 320 can raise the EV line (or HEV off line) to facilitate subsequent entry into EV mode during the execution of voice control (S480).

[0065] The control described above from step S430 onwards can be repeatedly performed until voice control is completed (S490).

[0066] On the other hand, according to another embodiment of the present invention, if the current driving mode is HEV mode, the determination unit 310 may further determine whether the engine noise is the main noise source and decide whether or not to enter HEV mode control. The reason for further determining whether the engine noise is the main noise source is as follows.

[0067] In this embodiment, the driving mode control focuses on preventing engine startup because the engine 110's operating noise is generally louder than that of the electric motor (drive motor) 140. For example, if the current driving mode is EV mode, it maintains EV mode as much as possible, and if it is HEV mode, it transitions to EV mode. Therefore, a particularly significant effect can be obtained when the engine 110 stops midway through startup, i.e., when the engine 110's operating noise is the main cause of the interior noise. In other words, if the interior noise is high due to external noises other than the engine 110's operating noise, it is difficult to reduce the interior noise by turning off the engine 110. The acoustic input / output process in another embodiment will be explained with reference to Figure 6.

[0068] Figure 6 shows an example of the audio input / output support process according to another embodiment. The flowchart shown in Figure 6 is the same as in Figure 5, except that a step (S435) has been added between steps S430 and S450 to determine whether engine noise is the main noise source, so a redundant explanation will be omitted.

[0069] Referring to Figure 6, if the current driving mode is HEV mode (S430 "No"), the determination unit 310 can determine whether engine noise is the main noise source (S435). In determining whether engine noise is the main noise source, the determination unit 310 compares the magnitude of the cabin noise with the engine noise entering the cabin. If the magnitude of the cabin noise is greater than the magnitude of the engine noise by a certain amount or more, it determines that engine noise is not the main noise source; otherwise, it determines that engine noise is the main noise source. The magnitude of engine noise entering the cabin can be determined by referring to a table created in advance through testing based on engine operation. That is, the determination unit 310 obtains information about the current engine operation from the engine controller 210 or hybrid controller 240, and by comparing the noise of the current engine operation with the table, it can determine the magnitude of engine noise entering the cabin. However, this method using a table is merely illustrative and not necessarily limited to this method. Any method that can determine the magnitude of engine noise entering the cabin is acceptable.

[0070] If engine noise is determined to be the primary noise source (S435, "Yes"), the system can transition to EV mode by comparing it with the driver's requested torque (S450) (S470). However, if engine noise is not the primary noise source (S435, "No"), the effect of reducing cabin noise by turning off the engine is small, so the control unit 320 can maintain the current driving mode (S460).

[0071] On the other hand, in the above-described embodiment, if the current driving mode is HEV mode ("No" in S430), entry into EV mode is induced by a forced transition to EV mode (S470) or by raising the EV line (S480), so the driver can feel a sense of unfamiliarity that is different from normal. For this reason, the HEV mode control unit 322 can also control the output means to output warning information that indicates that HEV mode control is being performed. This will be explained with reference to Figure 7.

[0072] Figure 7 shows an example of a configuration for outputting warning information according to one embodiment of the present invention. Referring to Figure 7, warning information can be output via an area 510 in the cluster 500 that is configured with a graphic-displayable display. However, this is merely an example, and warning information can also be output in the form of warning lights instead of graphics. Needless to say, warning information can also be displayed via a head-up display (HUD) or the display of the head unit, in addition to the cluster.

[0073] According to the embodiments of the present invention described above, the performance of voice recognition and acoustic guidance can be improved by modifying the logic of the hybrid controller, etc., without adding any hardware, thereby improving the marketability of the vehicle. Furthermore, important acoustic guidance can be communicated more clearly to the driver.

[0074] On the other hand, the present invention described above can be embodied in computer-readable code on a medium on which a program is recorded. Computer-readable media include all types of recording devices that store data readable by a computer system. Examples of computer-readable media include HDDs (Hard Disk Drives), SSDs (Solid State Disks), SDDs (Silicon Disk Drives), ROMs, RAMs, CD-ROMs, magnetic tapes, floppy disks, optical data recording devices, and the like. Therefore, the above detailed description should not be interpreted restrictively in any respect and should not be considered illustrative. The scope of the present invention should be determined by a reasonable interpretation of the scope of the appended patent, and all modifications within the equivalent scope of the present invention are included within the scope of the present invention. [Explanation of Symbols]

[0075] 110 Engine (Internal Combustion Engine) 120 Auxiliary motor (starter / generator motor) 130 Engine Clutch 140 Electric motor (drive motor) 150 transmission 160 Final reducer 210 Engine Controller 220 Motor Controller 230 Clutch Controller 240 Hybrid Controllers 250 Transmission Controller 310 Judgment Department 311 Control entry / exit judgment unit 320 Control Unit 321 EV Mode Control Unit 322 HEV Mode Control Unit 323 Control termination section 500 clusters Area composed of 510 displays

Claims

1. A step to determine whether the first condition for acoustic input / output functionality and the second condition for room noise level are met, If the first and second conditions are met, the process includes the step of performing noise reduction control by inducing an engine-off state based on the current driving mode, The first condition includes at least one of the following: the start of outputting an audio guidance and the start of inputting a voice command. The second condition is characterized in that the indoor noise level is greater than a previously set reference noise level, wherein this is a method for supporting acoustic input / output of a hybrid vehicle.

2. When the current driving mode is EV mode, the steps for performing the noise reduction control are as follows: The method for assisting the acoustic input / output of a hybrid vehicle according to claim 1, characterized by including a step of performing at least one of the following: control to prevent transition to HEV series mode and an increase in the mode conversion reference torque.

3. When the current driving mode is HEV mode, the steps for performing the noise reduction control are as follows: If the driver's requested torque is greater than the maximum torque in EV mode, the HEV mode is maintained. The method for assisting acoustic input / output of a hybrid vehicle according to claim 1, characterized by including the step of transitioning to EV mode if the driver-requested torque is less than or equal to the maximum torque of EV mode.

4. The method for assisting acoustic input / output of a hybrid vehicle according to claim 3, further comprising a step of increasing the mode conversion reference torque.

5. When the current driving mode is HEV mode, the steps for performing the noise reduction control are as follows: The method for assisting the acoustic input / output of a hybrid vehicle according to claim 1, characterized by including a step of determining whether engine noise is the primary source of noise.

6. The step of performing the aforementioned noise reduction control is: The method for assisting the acoustic input / output of a hybrid vehicle according to claim 5, further comprising the step of determining that the engine noise is the main noise source and transitioning to EV mode if the driver-requested torque is less than or equal to the maximum torque in EV mode.

7. The step of performing the aforementioned noise reduction control is: The method for assisting acoustic input / output of a hybrid vehicle according to claim 5, further comprising the step of maintaining the HEV mode if it is determined that the engine noise is the main noise source and the driver-requested torque is greater than the maximum torque in EV mode, or if it is determined that the engine noise is not the main noise source.

8. The step of determining whether the engine noise is the main noise source is: The process involves comparing a table defining the engine noise entering the cabin for each engine operation with the noise level of the current engine operation, The method for supporting acoustic input / output of a hybrid vehicle according to claim 5, characterized by comprising the step of comparing the results of the above comparison with the indoor noise level.

9. The engine and Motor and, A controller that determines whether a first condition for acoustic input / output functionality and a second condition for the level of noise inside the cabin are met, and if the first and second conditions are met, performs noise reduction control by inducing the engine to be turned off based on the current driving mode, The first condition includes at least one of the following: the start of outputting an audio guidance and the start of inputting a voice command. The second condition is characterized in that the indoor noise level is greater than a previously set reference noise level.

10. The hybrid vehicle according to claim 9, characterized in that the controller performs at least one of the following when the current driving mode is EV mode: a control to prevent transition to HEV series mode and an increase in the mode transition reference torque.

11. The hybrid vehicle according to claim 9, characterized in that, when the current driving mode is HEV mode, the controller maintains the HEV mode if the driver-requested torque is greater than the maximum torque in EV mode, and transitions to EV mode if the driver-requested torque is less than or equal to the maximum torque in EV mode.

12. The hybrid vehicle according to claim 11, characterized in that the controller increases the mode switching reference torque when the first condition and the second condition are met.

13. The hybrid vehicle according to claim 9, characterized in that the controller determines whether engine noise is the main noise source when the current driving mode is HEV mode.

14. The hybrid vehicle according to claim 13, characterized in that the controller determines that the engine noise is the main noise source and controls the vehicle to transition to EV mode if the driver-requested torque is less than or equal to the maximum torque in EV mode.

15. The hybrid vehicle according to claim 13, characterized in that the controller determines that the engine noise is the main noise source, and maintains the HEV mode if the driver-requested torque is greater than the maximum torque in EV mode, or if it determines that the engine noise is not the main noise source.

16. The hybrid vehicle according to claim 13, characterized in that the controller compares the noise of the engine entering the cabin with a table that defines the engine noise for each engine operation and the noise of the current engine operation, and compares the result of the comparison with the cabin noise level to determine whether the engine noise is the main noise source.

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