Method of controlling engine and transmission of hybrid vehicle

Patent metadata

Field	Value
Publication number	US-11724685-B2
Application number	US-202017038365-A
Country	US
Kind code	B2
Filing date	Sep 30, 2020
Priority date	Apr 29, 2020
Publication date	Aug 15, 2023
Grant date	Aug 15, 2023

Abstract

A method of controlling an engine and a transmission of a vehicle includes: determining, by a controller, whether the engine is restarted after releasing the vehicle's SSC (Start & Stop coasting) or whether the vehicle is accelerating during NCC (Neutral Coasting control), determining an RPM and gear stage of the transmission if it is determined that the engine is restarted after releasing the vehicle's SSC or the vehicle is accelerating during NCC, determining a mild hybrid starter and generator (MHSG) target RPM and an MHSG target RPM gradient of the vehicle, performing, by the controller, MHSG RPM control of the vehicle to follow the MHSG target RPM and the MHSG target RPM gradient, determining whether the MHSG RPM slips compared to the MHSG target RPM, and performing proportional-integral-derivative (PID) control to follow the MHSG target RPM if the MHSG RPM slips compared to the MHSG target RPM.

First claim

What is claimed is:

1. A method of controlling an engine and a transmission of a vehicle, the method comprising:
determining, by a controller, whether the engine is restarted after releasing the vehicle's SSC (Start & Stop coasting) or whether the vehicle is accelerating during NCC (Neutral Coasting control);
determining, by the controller, an RPM and gear stage of the transmission if it is determined that the engine is restarted after releasing the vehicle's SSC or the vehicle is accelerating during NCC;
determining, by the controller, a mild hybrid starter and generator (MHSG) target RPM and an MHSG target RPM gradient of the vehicle;
performing, by the controller, MHSG RPM control of the vehicle to follow the MHSG target RPM and the MHSG target RPM gradient;
determining, by the controller, whether the MHSG RPM slips compared to the MHSG target RPM; and
performing, by the controller, proportional-integral-derivative (PID) control to follow the MHSG target RPM if the MHSG RPM slips compared to the MHSG target RPM;
wherein:
in determining the MHSG target RPM and the MHSG target RPM gradient of the vehicle,
the controller determines a speed of the vehicle,
the controller determines the MHSG RPM at the time of switching to an engine reference control calculated by the first map table preset for the speed and the gear stage, and
the controller determines the MHSG target RPM and the MHSG target RPM gradient calculated by the preset second map table for the MHSG RPM at the time of switching to the current MHSG RPM and the engine reference control.

2. The method of claim 1 , further comprising:
after performing PID control to follow the MHSG target RPM,
determining, by the controller, whether the MHSG RPM has reached an engine intervention point;
determining, by the controller, the RPM and the gear stage of the transmission if the MHSG RPM has reached the engine intervention point;
determining, by the controller, a first engine target RPM and a first engine target RPM gradient of the vehicle;
performing, by the controller, engine RPM control of the vehicle to follow the first engine target RPM and the first engine target RPM gradient;
determining, by the controller, whether the engine RPM has slipped compared to the first engine target RPM; and
performing, by the controller, PID control to follow the first engine target RPM if the engine RPM slips compared to the first engine target RPM if the engine RPM has slipped compared to the first engine target RPM.

3. The method of claim 2 , further comprising:
after performing PID control to follow the first engine target RPM,
determining, by the controller, whether the engine RPM has reached a transmission RPM control point;
determining, by the controller, the RPM and the gear stage of the transmission if the engine RPM has reached the transmission RPM control point;
determining, by the controller, a second engine target RPM of the vehicle;
performing, by the controller, PID control to follow the second engine target RPM;
transmitting, by the controller, current engine RPM, second engine target RPM, and slip amount information between the current engine RPM and the second engine target RPM to a transmission management system (TMS); and
controlling, by the controller, torque of a clutch based on the information transmitted to the TMS.

4. The method of claim 1 , wherein:
the second map table is presented as a value in which the MHSG RPM of an end point is increased compared to a case where there is no pedal operation of the vehicle when there is pedal operation of the vehicle.

5. The method of claim 2 , wherein:
in determining whether the MHSG RPM has reached an engine intervention point,
the controller determines that the engine intervention point has been reached if the MHSG RPM is 700 rpm/sec or more.

6. The method of claim 1 , wherein:
in performing PID control to follow the MHSG target RPM,
it is performed by adjusting the engine ignition timing and adjusting the throttle opening amount with long duration.

7. The method of claim 6 , wherein:
when the MHSG RPM overshoots the MHSG target RPM,
the controller controls to retard the engine ignition timing and to reduce the throttle opening amount.

8. The method of claim 2 , wherein:
in determining the first engine target RPM and the first engine target RPM gradient of the vehicle,
the controller determines the engine RPM at the time of switching to the transmission RPM control calculated by the third map table preset for the current engine RPM and the current transmission RPM, and
the controller determines the first engine target RPM and the first engine target RPM gradient calculated by a preset fourth map table for the engine RPM at the time of switching to the current engine RPM and the transmission RPM control.

9. The method of claim 8 , wherein:
the fourth map table is presented as a value in which the engine RPM of an end point is increased compared to a case where there is no pedal operation of the vehicle when there is pedal operation of the vehicle.

10. The method of claim 2 , wherein:
in performing PID control to follow the first engine target RPM, it is performed by adjusting the engine ignition timing and adjusting the throttle opening amount with long duration.

11. The method of claim 10 , wherein:
when the engine RPM overshoots the first engine target RPM, the controller controls to retard the engine ignition timing and to reduce the throttle opening amount.

12. The method of claim 3 , wherein:
in determining whether the engine RPM has reached the transmission RPM control point, it is determined that the transmission RPM control point has been reached when the difference between the engine RPM and the transmission RPM is 50 rpm to 100 rpm.

13. The method of claim 3 , wherein:
in determining the second engine target RPM of the vehicle, the controller sets the second engine target RPM to 0.

14. The method of claim 3 , wherein:
in performing PID control to follow the second engine target RPM, it is performed by adjusting the engine ignition timing and adjusting the throttle opening amount with long duration.

15. The method of claim 14 , wherein:
when the engine RPM overshoots the second engine target RPM, the controller controls to retard the engine ignition timing and to reduce the throttle opening amount.

Assignees

• Hyundai Motor Co Ltd
• Kia Motors Corp

Inventors

• Lee Jaebin
• Park Jun Sung
• Hwang Tae Won

Classifications

• B60W20/15 Primary

  Control strategies specially adapted for achieving a particular effect · CPC title

• B60W10/02

  including control of driveline clutches · CPC title

• B60W10/06 Primary

  including control of combustion engines · CPC title

• B60W10/08

  including control of electric propulsion units, e.g. motors or generators · CPC title

• B60W10/10

  including control of change-speed gearings · CPC title