Method and system for reducing motor shock of a hybrid vehicle
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
G06F-019/00
G06F-007/00
출원번호
US-0331236
(2002-12-30)
우선권정보
KR-0053521 (2002-09-05)
발명자
/ 주소
Lee, Se-Jin
출원인 / 주소
Hyundai Motor Company
대리인 / 주소
Morgan Lewis &
인용정보
피인용 횟수 :
5인용 특허 :
2
초록▼
The method for reducing motor shock of a parallel hybrid electric vehicle equipped with a continuously variable transmission calculates an upper limit of acceleration and an upper limit of jerk of the vehicle based on vehicle speed; calculates a maximum motor torque and a maximum motor torque change
The method for reducing motor shock of a parallel hybrid electric vehicle equipped with a continuously variable transmission calculates an upper limit of acceleration and an upper limit of jerk of the vehicle based on vehicle speed; calculates a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of the acceleration and upper limit of the jerk; and generates a motor torque command such that a motor torque is less than the calculated maximum motor torque and a motor torque change rate is less than the calculated maximum motor torque change rate.
대표청구항▼
1. A method for reducing motor shock of a parallel hybrid electric vehicle equipped with a continuously variable transmission, the method comprising:calculating an upper limit of acceleration and an upper limit of jerk of the vehicle based on a vehicle speed; calculating a maximum motor torque and a
1. A method for reducing motor shock of a parallel hybrid electric vehicle equipped with a continuously variable transmission, the method comprising:calculating an upper limit of acceleration and an upper limit of jerk of the vehicle based on a vehicle speed; calculating a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of acceleration and the upper limit of jerk; and generating a motor torque command to control a motor, such that a motor torque of the motor is less than the calculated maximum motor torque and a motor torque change rate of the motor is less than the calculated maximum motor torque change rate. 2. The method of claim 1, wherein the maximum motor torque is calculated by the following equation: where Tm?max is the maximum motor torque, aub is the upper limit of the acceleration, Tc?max is a clutch torque when the vehicle acceleration is the upper limit of the acceleration, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, and Te is an engine torque. 3. The method of claim 2, wherein the slip factor is equal to 1 when the clutch is locked, and the slip factor decreases as an amount of slip increases.4. The method of claim 1, wherein the maximum motor torque change rate is calculated by the following equation: where {dot over (T)}m?max is the maximum motor torque change rate, jub is the upper limit of the jerk, {dot over (T)}c?max is a clutch torque change rate when the jerk of the vehicle is the upper limit of the jerk, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, {dot over (R)}g is a gear ratio change rate of the continuously variable transmission, Tc is a clutch torque when the jerk of the vehicle is the upper limit of the jerk, and {dot over (T)}e is an engine torque change rate. 5. The method of claim 4, wherein the slip factor is equal to 1 when the clutch is locked, and the slip factor decreases as an amount of slip increases.6. The method of claim 1, wherein the maximum motor torque is calculated using the following equation: where Tm?max is the maximum motor torque, aub is the upper limit of the acceleration, Tc?max is a clutch torque when the vehicle acceleration is the upper limit of the acceleration, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, and Te is an engine torque. 7. The method of claim 6, wherein the slip factor is equal to 1 when the clutch is locked, and the slip factor decreases as an amount of slip increases.8. A system for reducing a motor shock of a parallel hybrid electric vehicle, comprising:an engine for generating engine torque by burning fuel; a motor for generating motor torque using electrical energy of an electrical energy storage unit; a continuously variable transmission coupled to the engine and the motor and configured to receive the engine and motor torques, where the continuously variable transmission performs gear shifting; a motor control unit for controlling operation of the motor; and a hybrid control unit outputting a motor torque command signal to the motor control unit, the hybrid control unit being programmed to perform a method comprising: calculating an upper limit of acceleration and an upper limit of jerk of the vehicle based on a vehicle speed; calculating a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of acceleration and upper limit of jerk; and generating a motor torque command such that motor torque is less than the calculated maximum motor torque and a motor torque change rate is less than the calculated maximum motor torque change rate. 9. The system of claim 8, wherein the maximum motor torque is calculated by the following equation: where Tm?max is the maximum motor torque, aub is the upper limit of the acceleration, Tc?max is a clutch torque when a vehicle acceleration is the upper limit of the acceleration, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, and Te is an engine torque. 10. The system of claim 8, wherein the maximum motor torque change rate is calculated by the following equation: where {dot over (T)}m?max is the maximum motor torque change rate, jub is the upper limit of the jerk, {dot over (T)}c?max is a clutch torque change rate when a jerk of the vehicle is the upper limit of the jerk, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, {dot over (R)}g is a gear ratio change rate of the continuously variable transmission, Tc is a clutch torque when the jerk of the vehicle is the upper limit of the jerk, and {dot over (T)}e is an engine torque change rate. 11. A method for reducing motor shock in a hybrid electric vehicle, comprising:calculating an upper limit of acceleration and an upper limit of jerk of the vehicle based on a speed of a hybrid electric vehicle; calculating a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of acceleration and the upper limit of jerk; and generating a motor torque command to control a motor, such that a motor torque of the motor is less than the calculated maximum motor torque and a motor torque change rate of the motor is less than the calculated maximum motor torque change rate. 12. The method of claim 11, wherein the maximum motor torque change rate is calculated by the following equation: where {dot over (T)}m?max is the maximum motor torque change rate, jub is the upper limit of the jerk, {dot over (T)}c?max is a clutch torque change rate when the jerk of the vehicle is the upper limit of the jerk, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of a continuously variable transmission, {dot over (R)}g is a gear ratio change rate of the continuously variable transmission, Tc is a clutch torque when the jerk of the vehicle is the upper limit of the jerk, and {dot over (T)}e is an engine torque change rate. 13. The method of claim 12, wherein the slip factor is equal to 1 when the clutch is locked, and the slip factor decreases as an amount of slip increases.14. A system for reducing a motor shock in hybrid electric vehicle, comprising:an engine for generating engine torque by burning fuel; a motor for generating motor torque using electrical energy from a battery; a continuously variable transmission coupled to the engine and the motor via a clutch, where said continuously variable transmission is configured to receive the engine torque and motor torque and to shift between gears; a motor control unit for controlling operation of the motor; and a hybrid control unit outputting a motor torque command signal to the motor control unit, the hybrid control unit including instructions for generating a motor torque command such that motor torque is less than a calculated maximum motor torque and a motor torque change rate is less than the calculated maximum motor torque change rate. 15. The system of claim 14, wherein said control unit includes further instructions for calculating an upper limit of acceleration and an upper limit of jerk of the vehicle based on a vehicle speed and calculating a maximum motor torque and a maximum motor torque change rate based on the calculated upper limit of acceleration and upper limit of jerk.16. The system of claim 14, wherein the maximum motor torque is calculated by the following equation: where Tm?max is the maximum motor torque, aub is the upper limit of the acceleration, Tc?max is a clutch torque when a vehicle acceleration is the upper limit of the acceleration, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, and Te is an engine torque. 17. The system of claim 14, wherein the maximum motor torque change rate is calculated by the following equation: where {dot over (T)}m?max is the maximum motor torque change rate, jub is the upper limit of the jerk, {dot over (T)}c?max is a clutch torque change rate when a jerk of the vehicle is the upper limit of the jerk, f is a slip factor, m is a mass of the vehicle, rt is a tire radius, Rg is a gear ratio of the continuously variable transmission, {dot over (R)}g is a gear ratio change rate of the continuously variable transmission, Tc is a clutch torque when the jerk of the vehicle is the upper limit of the jerk, and {dot over (T)}e is an engine torque change rate.
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