Abstract:
A system for determining disablement of driving of a hybrid vehicle is disclosed. The system for determining disablement of driving of a hybrid vehicle may include: power electronic components having a battery at which DC electricity is stored, an inverter converting the DC electricity of the battery into AC electricity, and a motor receiving the AC electricity from the inverter and generating driving torque; an engine burning a fuel so as to generate driving torque and being selectively connected to the motor; an engine clutch selectively connecting the engine to the motor; a transmission connected to the motor to receive the driving torque of the motor or the driving torque of the engine; and a control portion controlling operations of the power electronic components, the engine, and the engine clutch, wherein the control portion turns off a system ready indication in a case that driving of the vehicle is disabled.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority to and the benefit of Korean Patent Application No. 10-2011-0049155 filed in the Korean Intellectual Property Office on May 24, 2011, the entire contents of which are incorporated herein by reference. 
     BACKGROUND OF THE INVENTION 
     (a) Field of the Invention 
     The present invention relates to a hybrid vehicle. More particularly, the present invention relates to a system for determining whether driving of a hybrid vehicle is disabled (“disablement” of the vehicle). 
     (b) Description of the Related Art 
     According to a need for enhancement of vehicle fuel consumption, and the strengthening of an exhaust gas regulation in each country, there is increased demand for an environmentally-friendly vehicle, and thus a hybrid vehicle receives much attention. The typical hybrid vehicle includes an engine, a transmission, a electrically driven motor, an inverter, and a battery. In particular, the engine, the transmission, the motor, the inverter, and the battery are adapted to generate target driving torque by control of a control portion. 
     In a case of a gasoline or a diesel vehicle, a driver can perceive whether the engine is started by the “running” (internal combustion) of the engine. Since the hybrid vehicle, however, can be driven by only the motor, the engine may not be operated/running after starting. Therefore, the hybrid vehicle should inform the driver of “enablement” of vehicle&#39;s driving, e.g., the ability to drive the vehicle. Typically, the hybrid vehicle informs the driver of the enablement of vehicle&#39;s driving by turning on a ‘system ready’ lamp installed at an instrument. Thus, a ‘system ready’ means a state at which the vehicle can run in this specification. 
     However, there are reasons why a vehicle may not run during a normal operation after the system ready lamp is turned on. For example, if a transmission is out-of-order, the vehicle cannot run. In this case, “disablement” of vehicle&#39;s driving should be informed to the driver, i.e., the inability to drive the vehicle. 
     The above information disclosed in this Background section is only for enhancement of understanding of the background of the invention and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art. 
     SUMMARY OF THE INVENTION 
     The present invention has been made in an effort to provide a system for determining disablement of driving of a hybrid vehicle. In particular, the invention has the advantages of informing a driver of disablement of vehicle&#39;s driving such that the driver can address/correct the disablement state. 
     A system for determining disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention may include: power electronic components having a battery at which DC electricity is stored, an inverter converting the DC electricity of the battery into AC electricity, and a motor receiving the AC electricity from the inverter and generating driving torque; an engine burning a fuel so as to generate driving torque and being selectively connected to the motor; an engine clutch selectively connecting the engine to the motor; a transmission connected to the motor to receive the driving torque of the motor or the driving torque of the engine; and a control portion controlling operations of the power electronic components, the engine, and the engine clutch, wherein the control portion turns off a system ready indication in a case that driving of the vehicle is disabled. 
     For example, the control portion may turn off a system ready indication in a case that driving of the vehicle is disabled the transmission is determined to be out-of-order in a state that a system ready is indicated and a vehicle is stopped. 
     In addition, the control portion may turn off the system ready indication in a case that the power electronic components is out-of-order and the engine is stopped in a state that the transmission is not out-of-order. 
     Alternatively, the control portion may turn off the system ready indication in a case that the engine clutch is out-of-order in a state that the power electronic components are out-of-order and the engine is operated. 
     The control portion may also maintain the system ready indication in a case that the transmission is not out-of-order and the power electronic components are not out-of-order. 
     The control portion may maintain the system ready indication in a case that the transmission is not out-of-order, the power electronic components are out-of-order, the engine is operated, and the engine clutch is not out-of-order. 
     A system for determining disablement of driving of a hybrid vehicle according to another exemplary embodiment of the present invention may include: power electronic components having a battery at which DC electricity is stored, an inverter converting the DC electricity of the battery into AC electricity, and a motor receiving the AC electricity from the inverter and generating driving torque; an engine burning a fuel so as to generate driving torque and being selectively connected to the motor; an engine clutch selectively connecting the engine to the motor; a transmission connected to the motor to receive the driving torque of the motor or the driving torque of the engine; a differential apparatus receiving the driving torque of the motor or the driving torque of the engine from the transmission and driving a wheel; and a control portion controlling operations of the power electronic components, the engine, and the engine clutch, wherein the control portion turns off a system ready indication in a case that the driving torque of the motor or the driving torque of the engine is not normally transmitted to the differential apparatus in a state that a system ready is indicated and the vehicle is stopped. 
     The driving torque of the motor or the driving torque of the engine may not be transmitted to the differential apparatus when the transmission is out-of-order, the power electronic components are out-of-order and the engine is stopped, or the power electronic components are out-of-order, the engine is operated, and the engine clutch is out-of-order. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic diagram of a hybrid vehicle according to an exemplary embodiment of the present invention. 
         FIG. 2  is a block diagram of a system for determining disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention. 
         FIG. 3  is a flowchart of a method for determining disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     An exemplary embodiment of the present invention will hereinafter be described in detail with reference to the accompanying drawings. 
     It is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles. 
       FIG. 1  is a schematic diagram of a hybrid vehicle according to an exemplary embodiment of the present invention. 
     As shown in  FIG. 1 , a hybrid vehicle according to an exemplary embodiment of the present invention includes an engine  10 , power electronic components  40 ,  50 , and  60 , an integrated starter and generator (ISG)  20 , an engine clutch  30 , a transmission  70 , and a differential apparatus  80 . 
     The engine  10  generates driving torque by burning fuel. A gasoline engine, a diesel engine, a liquefied petroleum gas (LPG) engine, a methanol engine, or a hydrogen engine can be used. 
     The power electronic components  40 ,  50 , and  60  may specifically include an electric drive motor  40 , an inverter  50 , and a battery  60 . 
     The motor  40  receives electricity from the battery  60  and generates driving torque. The motor  40  is selectively connected to the engine  10  through the engine clutch  30  so as to receive the driving torque generated at the engine  10 . In addition, the motor  40  is connected to the transmission  70  so as to transmit the driving torque of the engine  10  and/or the driving torque of the motor  40  to the transmission  70 . 
     The inverter  50  converts DC electricity of the battery  60  into AC electricity and applies the AC electricity to the motor  40 . In addition, the inverter converts AC electricity generated by rotation of the motor  40  or the ISO 20 into DC electricity and applies the DC electricity to the battery  60  in some case. Thereby, the battery  60  is charged. 
     The DC electricity is stored at the battery  60 . The battery  60  supplies the DC electricity to the inverter  50  or receives the DC electricity from the inverter  50 . 
     The ISG  20  is connected to the engine  10  and starts the hybrid vehicle or drives it at a low engine speed. 
     The engine clutch  30  is disposed between the engine  10  and the motor  40 , and connects the engine  10  to the motor  40  selectively. That is, if the engine clutch  30  operates, the engine  10  is connected to the motor  40  and the driving torque of the engine  10  is transmitted to the motor  40 . If the engine clutch  30 , on the contrary, does not operate, the engine  10  is not connected to the motor  40 . 
     The transmission  70  is connected to the motor  40  and receives the driving torque of the engine  10  and/or the driving torque of the motor  40 . The transmission  70  changes strength of the driving torque received from the engine  10  and/or the motor  40  (by changing rotation speed according to engaged gear ratio). 
     The differential apparatus  80  delivers the driving torque received from the transmission  70  to a wheel  90  so as to run the hybrid vehicle. 
       FIG. 2  is a block diagram of a system for determining disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention. 
     As shown in  FIG. 2 , a system for determining disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention includes a detecting portion  100 , an engine control unit (ECU)  110 , a transmission control unit (TCU)  120 , a hybrid control unit (HCU)  130 , a battery management system (BMS)  140 , and a power control unit (PCU)  150 . 
     The detecting portion  110  detects information on such as a displacement of an accelerator pedal, a displacement of a brake pedal, a vehicle speed, an engine speed, a state of charge (SOC) of the battery  60 , and a currently-engaged shift speed, and transmits the information to the HCU  130 . 
     The ECU  110  controls operation of the engine  10  together with the HCU  130  connected through a network. 
     The TCU  120  controls actuators provided at the transmission  70  by a control of the HCU  130  connected through the network so as to control a shift to a target shift speed, controls pressure of fluid supplied to the engine clutch  30  so as to perform an engagement or a release of the engine clutch  30 , and controls delivery of the driving toque of the engine  10 . 
     The HCU  130  is an uppermost controller, and controls subordinate controllers connected through the network so as to control overall operation of the hybrid vehicle. 
     The BMS  140  detects information on voltage, current, and temperature of the battery  60  so as to manage charging state of the battery  60 , and controls charging current or discharging current of the battery  60  such that the battery is not overdischarged below a limit voltage or overcharged above a limit voltage. 
     The PCU  150  includes a motor control unit (MCU), an inverter  60  having a plurality of electricity switching elements, and a protection circuit, and converts the DC electricity supplied from the battery  60  into the AC electricity according to a control signal applied from the HCU  104  so as to control driving of the motor  40 . 
     In addition, the PCU  150  charges the battery  60  by using electricity generated at the motor  40 . 
     At least one of an insulated gate bipolar transistor (IGBT), a MOSFET, a transistor, and a relay is used as the electricity switching elements included in the PCU  150 . 
     In this specification, the ECU  110 , the TCU  120 , the HCU  130 , the BMS  140 , and the PCU  150  are called a “control portion”. 
       FIG. 3  is a flowchart of a method for determining disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention. Note that while an illustrative order of steps are shown, other suitable orders may be used, and the order shown is merely an example. 
     As shown in  FIG. 3 , when a method for determining a disablement of driving of a hybrid vehicle according to an exemplary embodiment of the present invention is begun, the control portion determines whether a system is in a “ready state” at a step S 200 . As described above, the system ready state means a state at which the hybrid vehicle can drive, that is, a starting has successfully completed, and the transmission  70 , the engine clutch  30 , and the power electronic components  40 ,  50 , and  60  are not out-of-order. 
     If the system is not in the ready state at the step S 200 , the control portion turns off a system ready lamp or maintains turn-off state of the system ready lamp in step S 270 . 
     If the system is in a ready state at the step S 200 , the control portion turns on the system ready lamp at a step S 210 . At this state, a driver can drive the hybrid vehicle freely. 
     In a state that the driver drives the hybrid vehicle, the control portion determines whether the vehicle is stopped at a step S 220 . 
     If the vehicle is not stopped at the step S 220 , the control portion returns to a beginning step. 
     If the vehicle is stopped at the step S 220 , the control portion determines whether the transmission  70  is out-of-order at a step S 230 . The transmission  70  is determined to be out-of-order when a shift lever is out-of-order or a gear ratio at any shift speed detected by the detecting portion  100  is different from a gear ratio calculated from an input and an output of the transmission  70 . 
     If the transmission  70  is out-of-order at the step S 230 , the control portion turns off the system ready lamp at a step S 270  and returns to the beginning step because the driving torque of the motor  40  or the engine  10  is not normally transmitted to the differential apparatus  80 . 
     If the transmission  70  is not out-of-order at the step S 230 , the control portion determines whether the power electronic components  40 ,  50 , and  60  are out-of-order at a step S 240 . The power electronic components  40 ,  50 , and  60  are determined to be out-of-order when overvoltage of a battery cell, undervoltage of the battery cell, excess temperature of the battery, dielectric breakdown (insulation resistance is lower than a predetermined resistance), breakdown of a relay module, short or disconnection of a motor cable, short or disconnection of the IGBT, breakage of a power module, breakage of a current sensor, breakage of a motor position sensor, abnormality of a resolver signal, excess temperature of the inverter, excess temperature of the motor, or overcurrent of the motor occurs. 
     If the power electronic components  40 ,  50 , and  60  are not out-of-order at the step S 240 , the control portion returns to the beginning step. 
     If the power electronic components  40 ,  50 , and  60  are out-of-order at the step S 240 , the control portion determines whether the engine  10  is stopped at a step S 250 . 
     If the engine  10  is stopped at the step S 250 , the control portion turns off the system ready lamp at the step S 270  and returns to the beginning step because the engine  10  cannot be started due to breakage of the power electronic components  40 ,  50 , and  60 . 
     If the engine  10  is operated at the step S 250 , the control portion determines whether the engine clutch  30  is out-of-order at a step S 260 . 
     If the engine clutch  30  is out-of-order at the step S 260 , the control portion turns off the system ready lamp at the step S 270  and returns to the beginning step because the driving torque of the engine  10  cannot be transmitted to the transmission  70 . 
     If the engine clutch  30  is not out-of-order at the step S 260 , the control portion returns to the beginning step because the vehicle can drive by the driving torque of the engine  10 . 
     It is exemplified in this specification that the system ready is indicated by turning on the system ready lamp, but is not limited to this. That is, any means for indicating the system ready state can be used. 
     As described above, a disablement of driving of a vehicle is indicated to a driver such that the driver can respond to the disablement state according to an exemplary embodiment of the present invention. 
     While this invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.