Hybrid electric vehicle capable of maximizing driving distance in engine clutch failure situation and method of controlling the same

• US 10,322,716 B2
• Filed: 11/27/2017
• Issued: 06/18/2019
• Est. Priority Date: 06/08/2017
• Status: Active Grant

• Current Assignee: Hyundai Motor Company (Hyundai Motor Group), Kia Motors Corporation (Kia Corp.)
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group), Kia Motors Corporation (Kia Corp.)
• Inventors: Park, Joon Young, Kim, Yeon Bok
• Primary Examiner(s): Shriver, II, James A
• Assistant Examiner(s): Triggs, James J
• Application Number:
  US15/822,720
• Publication Number:
  US 20180354499A1
• Time in Patent Office: 568 Days
• CPC Class Codes: B60K 2006/4825 Electric machine connected or connectable to gearbox input shaft
• CPC Class Codes: B60K 6/387 Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
• CPC Class Codes: B60K 6/442 Series-parallel switching type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 20/20 Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
• CPC Class Codes: B60W 20/50 Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
• CPC Class Codes: B60W 2510/0208 Clutch engagement state, e.g. engaged or disengaged
• CPC Class Codes: B60W 2510/0275 Clutch torque
• CPC Class Codes: B60W 2510/081 Speed
• CPC Class Codes: B60W 2556/10 Historical data
• CPC Class Codes: B60W 2710/0666 Engine torque
• CPC Class Codes: B60W 2710/083 Torque
• CPC Class Codes: F16D 2500/30401 On-off signal indicating the engage or disengaged position of the clutch
• CPC Class Codes: F16D 2500/5114 Failsafe
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A hybrid electric vehicle which may maximize a driving distance in an engine clutch failure situation and a method of controlling the same are disclosed. The method of controlling the hybrid electric vehicle provided with an engine clutch installed between a first motor and an engine includes, in response to a determination that failure of the engine clutch occurs, determining a state of the engine clutch just prior to the failure, in response to a determination that the state of the engine clutch just prior to the failure is an open state, driving the first motor alone, and in response to a determination that the state of the engine clutch just prior to the failure is not the open state, starting the engine.

Claims

1. A method of controlling a hybrid electric vehicle provided with an engine clutch installed between a first motor and an engine, the method comprising:

in response to a determination that failure of the engine clutch occurs, determining a state of the engine clutch finally obtained before the failure;

in response to a determination that the state of the engine clutch finally obtained before the failure is an open state, driving the first motor alone; and

in response to a determination that the state of the engine clutch finally obtained before the failure is not the open state, starting the engine.

2. The method according to claim 1, wherein the starting of the engine includes:

determining whether or not engine starting conditions are satisfied; and

if the engine starting conditions are satisfied, starting the engine.

3. The method according to claim 2, wherein the engine starting conditions include that a lower value of a speed of the first motor and a speed of the engine is a minimum starting speed of the engine or higher.

4. The method according to claim 1, wherein the starting of the engine includes executing HEV mode driving control, in response to a determination that the state of the engine clutch finally obtained before the failure is a lock-up state.

5. The method according to claim 4, wherein the execution of the HEV mode driving control includes controlling torque of the engine to be less than or equal to torque acquired by subtracting designate margin torque from a torque capacity of the engine clutch finally obtained before the failure.

6. The method according to claim 5, wherein the execution of the HEV mode driving control further includes controlling torque of the first motor to correspond to a value acquired by subtracting the torque of the engine from demanded torque.

7. The method according to claim 1, wherein the starting of the engine includes executing second motor charging control to charge a battery by operating a second motor connected to the engine in a generator mode using power of the engine, in response to a determination that the state of the engine clutch finally obtained before the failure is a slip state.

8. The method according to claim 7, wherein the execution of the second motor charging control includes controlling torque of the engine to compensate for charging torque of the second motor.

9. The method according to claim 8, wherein the execution of the second motor charging control further includes controlling torque of the first motor to correspond to demanded torque.

10. A non-transitory computer readable recording medium having a program recorded therein to implement the method according to claim 1.

11. A hybrid electric vehicle comprising:

a first controller configured to control a first motor;

a second controller configured to control an engine;

a third controller configured to control an engine clutch disposed between the first motor and the engine; and

a fourth controller configured to;

determine a state of the engine clutch finally obtained before the failure, if failure of the engine clutch is detected by the third control unit,

in response to a determination that the state of the engine clutch finally obtained before the failure is an open state, control the first controller to drive the first motor alone, and

in response to a determination that the state of the engine clutch finally obtained before the failure is not the open state, control the second controller to start the engine.

12. The hybrid electric vehicle according to claim 11, wherein the fourth controller confirms whether or not engine starting conditions are satisfied and starts the engine, if the engine starting conditions are satisfied.

13. The hybrid electric vehicle according to claim 12, wherein the engine starting conditions include that a lower value of a speed of the first motor and a speed of the engine is a minimum starting speed of the engine or higher.

14. The hybrid electric vehicle according to claim 11, wherein the fourth controller executes HEV mode driving control, in response to a determination that the state of the engine clutch finally obtained before the failure is a lock-up state.

15. The hybrid electric vehicle according to claim 14, wherein the fourth controller controls torque of the engine to be less than or equal to torque acquired by subtracting a designate margin torque from a torque capacity of the engine clutch finally obtained before the failure.

16. The hybrid electric vehicle according to claim 15, wherein the fourth controller controls torque of the first motor to correspond to a value acquired by subtracting the torque of the engine from demanded torque.

17. The hybrid electric vehicle according to claim 11, wherein the fourth controller executes second motor charging control to charge a battery by operating a second motor connected to the engine in a generator mode using power of the engine, in response to a determination that the state of the engine clutch finally obtained before the failure is a slip state.

18. The hybrid electric vehicle according to claim 17, wherein the fourth controller controls torque of the engine to compensate for charging torque of the second motor.

19. The hybrid electric vehicle according to claim 18, wherein the fourth controller controls torque of the first motor to correspond to demanded torque.