KR20220084852A - System and method for controlling engine starting of hybrid electric vehicle - Google Patents

Abstract

The present invention relates to an engine starting control apparatus and method for a hybrid vehicle, an HSG connected to an engine and a belt, a sensor for measuring the rotational speed of the HSG, and a starting torque applied to the HSG for starting the engine. The amount of slip of the belt is calculated based on the difference between the input final starting torque and the output torque of the HSG, the compensation torque is calculated based on the calculated slip amount, and the final starting torque is controlled by reflecting the calculated compensation torque. includes a processor that

Description

SYSTEM AND METHOD FOR CONTROLLING ENGINE STARTING OF HYBRID ELECTRIC VEHICLE

The present invention relates to an engine start control apparatus and method for a hybrid vehicle.

The engine starter serves to start the vehicle to rotate the engine. Such an engine starting device may include a starter motor and a generator. A starter motor can be used for starting an engine in an internal combustion engine vehicle. Since the starter motor is connected to the engine by a gear, there is no problem due to slip when starting the engine. The generator can serve to produce electrical energy to charge the battery. The generator may be connected to the crankshaft to transmit power in the form of being directly connected to the engine. In addition, since the generator and the engine are directly connected, a problem due to slip does not occur when the engine is started. However, as the generator is directly connected to the engine, there is a disadvantage that a lot of space is required during packaging. In order to solve this drawback, a structure for connecting the generator and the engine using a belt has been proposed. In a structure in which the engine and the generator are connected by a belt, noise and vibration may occur due to the difference in rotational speed between the engine and the generator, that is, slip generation, and the friction of the belt may change depending on environmental conditions, which may cause excessive slip, and reduce the durability of the belt. can be

An object of the present invention is to provide an engine starting control apparatus and method for a hybrid vehicle for compensating and controlling the starting torque of a starting generator by sensing a slip amount in order to minimize slip of a belt connecting an engine and a starting generator.

The apparatus for controlling engine start of a hybrid vehicle according to embodiments of the present invention includes an HSG connected to an engine and a belt, a sensor for measuring the rotation speed of the HSG, and a starting torque applied to the HSG to start the engine and then input to the HSG Calculate the slip amount of the belt based on the difference between the final starting torque and the output torque of the HSG, calculate the compensation torque based on the calculated slip amount, and control the final starting torque by reflecting the calculated compensation torque It is characterized in that it includes a processor.

The processor is characterized in that it calculates the output torque according to the rotation speed of the HSG based on a nominal model.

The processor may calculate a final slip amount through HPF processing and LPF processing for the calculated slip amount.

The processor may set a maximum allowable rate of change of the compensation torque in consideration of a response characteristic of the HSG.

The processor, when the calculated compensation torque exceeds the first reference torque, it characterized in that it determines the starting torque compensation control entry.

The processor, when the calculated compensation torque is equal to or less than a second reference torque, it is characterized in that it determines to release the starting torque compensation control.

The processor may determine the final starting torque by subtracting the calculated compensation torque from the starting torque.

The method for controlling engine starting of a hybrid vehicle according to embodiments of the present invention includes applying a starting torque to HSG connected to the engine by a belt when the engine is started, and the final starting torque input to the HSG after application of the starting torque and the HSG calculating the slip amount of the belt based on a difference in output torque of characterized.

The calculating of the slip amount includes measuring the rotational speed of the HSG using a sensor, calculating the output torque of the HSG according to the rotational speed based on a nominal model, and the final input to the HSG and calculating the slip amount by calculating a difference between the starting torque and the output torque of the HSG.

The calculating of the slip amount may further include calculating a final slip amount through HPF processing and LPF processing.

The calculating of the compensation torque may further include setting a maximum allowable rate of change of the compensation torque in consideration of a response characteristic of the HSG.

The present invention detects the slip amount in order to minimize the slip of the belt connecting the engine and the starting generator and compensates the starting torque of the starting generator, thereby reducing noise and vibration caused by the slip of the belt and securing the belt durability. can

1 is a diagram illustrating a configuration of a hybrid vehicle related to the present invention.
2 is a block diagram illustrating an engine start control apparatus for a hybrid vehicle according to embodiments of the present invention.
3 is a functional block diagram illustrating an engine start control apparatus according to embodiments of the present invention.
4 shows an equivalent circuit of an engine and an HSG according to embodiments of the present invention.
5 is a flowchart illustrating an engine starting method according to embodiments of the present invention.
6 is a view for explaining a belt slip change according to the starting torque compensation control of the HSG according to embodiments of the present invention.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. In adding reference numerals to the components of each drawing, it should be noted that the same components are given the same reference numerals as much as possible even though they are indicated on different drawings. In addition, in describing the embodiment of the present invention, if it is determined that a detailed description of a related known configuration or function interferes with the understanding of the embodiment of the present invention, the detailed description thereof will be omitted.

In describing the components of the embodiment of the present invention, terms such as first, second, A, B, (a), (b), etc. may be used. These terms are only for distinguishing the elements from other elements, and the essence, order, or order of the elements are not limited by the terms. In addition, unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

1 is a diagram illustrating a configuration of a hybrid vehicle related to the present invention.

A hybrid electric vehicle (HEV) is a vehicle that uses two or more different driving sources, and is generally driven by an engine that burns fuel to generate driving power and a motor that generates driving power with electric energy from a battery. it means.

Referring to FIG. 1 , a hybrid vehicle may include an engine 10 , a hybrid starter generator (HSG) 20 , an engine clutch 30 , a motor 40 , a transmission 50 and an inverter 60 . can

The engine 10 may generate power (engine torque) required to drive the vehicle by burning fuel. As the engine 10 , various known engines such as a gasoline engine or a diesel engine may be used. The engine 10 may control the output torque (ie, engine torque) according to a command of an EMS (Engine Management System).

The HSG 20 may be connected to the engine 10 by a belt. The HSG 20 may start by cranking the engine 10 . The HSG 20 may serve to start the engine when switching from the electric vehicle mode to the hybrid mode. The HSG 20 may operate as a generator that generates electric energy by using the power of the engine 10 in a state in which the engine 10 is started. Electrical energy generated from the HSG 20 may be used to charge the battery B. The HSG 20 may be collectively referred to as a plant G together with the engine 10 .

The engine clutch 30 may be disposed between the engine 10 and the motor 40 to regulate power (output torque) of the engine 10 . The engine clutch 30 may transmit or block power (engine torque) generated by the engine 10 to the driving wheels (wheels) through engagement or disengagement.

The motor 40 may receive power from the inverter 60 to generate power (motor power) and transmit it to the driving wheels. The motor 40 may control the output torque (motor torque) of the motor 40 by changing a rotation direction and a rotation speed (Revolution Per Minute, RPM) according to an instruction of a Motor Control Unit (MCU). The motor 40 may be used as a generator for charging the battery B by generating a counter electromotive force during insufficient battery state of charge (SOC) or regenerative braking. The battery B serves to supply power required to drive the vehicle, and may be implemented as a high voltage battery. The battery B may be charged by regenerative energy generated by the motor 40 .

The transmission 50 may convert the motor torque or the engine torque and the motor torque into a transmission ratio matching the shift stage (gear stage) and output the converted torque. The transmission 50 may change the shift stage according to an instruction from a transmission control unit (TCU). The TCU can determine the optimal shift stage based on information such as the vehicle traveling speed (ie, vehicle speed or wheel speed), accelerator pedal position, engine rotation speed, and/or clutch travel through in-vehicle sensors. have.

The inverter 60 is a power converter disposed between the motor 40 and the battery B, and may convert power output from the battery B into motor driving power and supply it to the motor 40 . For example, the inverter 60 may convert the DC voltage output from the battery B into a three-phase AC voltage required for driving the motor and supply it to the motor 40 . The inverter 60 may control the motor torque by adjusting the power (eg, output voltage) supplied to the motor 40 according to an instruction of a motor control unit (MCU). In the present embodiment, the case in which the inverter 60 is disposed between the motor 40 and the battery B is described as an example, but is not limited thereto. When the motor 40 applied to the vehicle is a DC motor, a converter may be disposed between the motor 40 and the battery B, or the motor 40 and the battery B may be directly connected without using a power converter.

2 is a block diagram illustrating an engine start control apparatus for a hybrid vehicle according to embodiments of the present invention.

Referring to FIG. 2 , the engine start control apparatus 100 may include a start button 110 , a hybrid control unit (HCU) 120 , a sensor 130 , a memory 140 , and a processor 150 . The processor 150 may be connected to the start button 110 , the HCU 120 , and the sensor 130 through a vehicle network. The vehicle network may be implemented by a controller area network (CAN), a media oriented systems transport (MOST) network, a local interconnect network (LIN), ethernet, and/or X-by-Wire (Flexray).

The start button 110 may generate a vehicle power on command, an engine start (engine on) command, or an engine stop (engine off) command according to a user's manipulation. For example, when the user presses the start button 110 once, it generates a vehicle power-on signal, when it is pressed again, it generates an engine start signal, and when the shift lever is placed in the P stage and pressed, an engine stop signal can be generated. In this embodiment, the start button 110 is described as an example implemented as a push button, but is not limited thereto and a pull button, a toggle switch, a rotary switch and/or touch It may be implemented as a touch button or the like.

The HCU 120 may recognize the driving environment by using sensors (eg, a speed sensor and a shift lever position sensor) mounted on the vehicle. The HCU 120 controls the engine 10 , the HSG 20 , the engine clutch 30 , the motor 40 , the transmission 50 , the inverter 60 , and the battery B based on the driving environment of the vehicle. can The HCU 120 may transmit a command such as engine start or engine stop to the processor 150 based on the driving environment of the vehicle. The HCU 120 may transmit engine start to the processor 150 when the vehicle satisfies the engine start condition in the engine stop state. The HCU 120 may transmit an engine stop to the processor 150 when the vehicle satisfies an engine stop condition in an engine run state. For example, the HCU 120 transmits an engine start command when the driving mode of the vehicle is switched from EV (Electric Vehicle) mode to HEV (Hybrid Electric Vehicle) mode, and when switching from HEV mode to EV mode, an engine stop command can be transmitted The HCU 120 may include at least one processor, a memory, and a network interface.

The sensor 130 may measure the angular velocity (rotational speed) of the HSG 20 . The sensor 130 may be implemented as an angular velocity sensor and/or a rotation angle sensor. The sensor 130 may transmit the measured angular velocity to the processor 150 .

The memory 140 may be a non-transitory storage medium that stores instructions to be executed by the processor 150 . The memory 140 includes a flash memory, a hard disk, a solid state disk (SSD), a secure digital card (SD), a random access memory (RAM), a static random access memory (SRAM), and a ROM. (Read Only Memory), PROM (Programmable Read Only Memory), EEPROM (Electrically Erasable and Programmable ROM), EPROM (Erasable and Programmable ROM), and/or implemented as at least one of storage media (recording media) such as registers can be

The processor 150 may control the overall operation of the engine start control apparatus 100 . The processor 150 is an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Programmable Logic Devices (PLD), Field Programmable Gate Arrays (FPGAs), a Central Processing Unit (CPU), a microcontroller, and/or It may be implemented as at least one of processing devices such as microprocessors.

The processor 150 may receive an engine start command or an engine stop command from the start button 110 or the HCU 120 . When receiving the engine start command, the processor 150 may set a target starting torque of the HSG 20 for increasing the engine speed before injection of the engine fuel to instruct (instruct) the HSG 20 . The processor 150 may compare the set target starting torque with the actual output torque of the HSG 20 and adjust the starting torque of the HSG 20 according to the comparison result. In other words, the processor 150 may determine the starting torque (HSG starting torque) of the HSG 20 so that the actual output torque of the HSG 20 can follow the set target starting torque.

The processor 150 may measure the angular speed (rotational speed) of the HSG 20 by using the sensor 130 after the HSG starting torque command is received. The processor 150 may calculate the output torque (HSG torque) of the HSG 20 according to the angular velocity (HSG speed) of the HSG 20 based on the nominal model.

The processor 150 calculates the difference between the starting torque input to the HSG 20 (ie, final starting torque) and the nominal model-based HSG torque (actual HSG torque) to obtain the slip amount (ie, disturbance). The processor 150 may calculate the final slip amount by filtering the calculated slip amount. The processor 150 may perform HPF (High Pass Filter) processing on the calculated slip amount to extract a high frequency component, and may perform LPF (Low Pass Filter) processing to remove noise. Here, since HPF processing and LPF processing are performed, there is an effect of performing BPF (Band Pass Filter) processing.

The processor 150 may calculate a compensation torque based on the final slip amount. The processor 150 may calculate a difference between the final starting torque and the actual HSG torque, that is, a compensation torque capable of making the slip amount '0'.

The processor 150 may set (limit) the maximum allowable rate of change of the compensation torque in order to solve the NVH (Noise, Vibration, Harshness) and/or belt durability problems caused by the sudden change of the compensation torque. The processor 150 may set a maximum allowable slew rate of the compensation torque in consideration of the response characteristics of the HSG 20 .

The processor 150 may control the control sensitivity by applying hysteresis to adjust the starting torque compensation control entry point of the HSG 20 . In other words, the processor 150 may set the starting torque control range to compensate the starting torque only in a situation in which slip occurs. The processor 150 may determine whether to compensate the starting torque based on the calculated compensation torque. When the compensation torque exceeds the first reference torque, the processor 150 may determine to enter the starting torque compensation control. The first reference torque may be set such that the belt slip is sensed and the control entry is not sensitive by the first reference torque. The processor 150 may determine to release the starting torque compensation control when the compensation torque is equal to or less than the second reference torque. Here, the second reference torque may be normally set to '0'.

When it is determined to enter the starting torque compensation control, the processor 150 may compensate the HSG starting torque applied to the HSG 20 based on the calculated compensation torque. The processor 150 may compensate the HSG starting torque by subtracting the compensation torque from the HSG starting torque (target starting torque) determined to increase the rotational speed of the engine 10 before injection of the engine fuel. The processor 150 may instruct (instruct) the HSG 20 with the compensated HSG starting torque. When it is determined to release the starting torque compensation control, the processor 150 may stop the starting torque compensation control of the HSG 20 .

Hereinafter, a slip detection process and a control torque calculation process will be described with reference to FIGS. 3 and 4 .

3 is a functional block diagram illustrating an engine start control apparatus according to embodiments of the present invention, and FIG. 4 shows an equivalent circuit of an engine and an HSG according to embodiments of the present invention.

The engine start control apparatus 100 may include a plant G, a slip sensor 310 , a compensator 320 , and a calculator 330 .

Plant G may be represented by an engine 10 and HSG 20 connected by a belt. When the engine 10 is started, the HSG 20 may generate a torque according to a command from the engine start control device 100 to increase the rotation speed of the engine 10 . The engine start control apparatus 100 may apply a maximum torque to the HSG 20 in order to increase the revolutions per minute (RPM) of the engine 10 to a specific RPM.

The slip sensor 310 detects the slip of the belt connecting the engine 10 and the HSG 20 using the starting torque (final starting torque) input to the plant G and the angular velocity (HSG speed) of the HSG 20 . can detect The slip sensor 310 may calculate the amount of slip of the belt based on the nominal model Gn. For the slip amount calculation, first, a nominal model Gn representing the target behavior (reference behavior) of the plant G can be derived. The equivalent circuit of the plant G may be represented as in FIG. 3 . In the equivalent circuit shown in FIG. 3 , K is a spring constant in a mass damper spring model, and a nominal model can be derived as a system having only inertia assuming infinity. In the equivalent circuit, T _h , d _h and θ _h are the output torque (HSG torque), disturbance and rotation angle of the HSG 20 , and T _e , de _e and θ _e are the output torque (engine torque) of the engine 10 . , disturbance and rotation angle, R is the ratio of the rotation speed N _e of the engine 10 side pulley (pulley) to the rotation speed N e of the _HSG (20) side pulley, that is, between the engine 10 and the HSG (20). It is the pulley ratio.

The moment of inertia J _eq of the nominal model can be expressed as the following [Equation 1].

Here, J _h is the moment of inertia of the HSG 20 , J _e is the moment of inertia of the engine 10 , and λ is the slip ratio.

Since the slip rate λ should be minimized, if λ=0 is substituted in [Equation 1], the moment of inertia J _eq of the nominal model can be expressed as [Equation 2].

를 산출할 수 있다. 슬립 감지기(310)는 HSG(20)의 최종 시동 토크(즉, 보상된 시동 토크) u와 공칭 모델을 통해 구해진 공칭 모델 토크(실제 HSG 토크)

의 차이 즉, 슬립량(=

)을 연산할 수 있다.The slip sensor 310 is the output torque of the HSG 20 according to the angular velocity (HSG velocity) ω of the HSG 20 based on the nominal model, that is, the nominal model torque.

can be calculated. The slip sensor 310 calculates the final starting torque (ie compensated starting torque) u of the HSG 20 and the nominal model torque obtained through the nominal model (actual HSG torque).

The difference of , that is, the slip amount (=

) can be calculated.

을 연산할 수 있다. 최종 슬립량

은 [수학식 3]과 같이 나타낼 수 있다.The slip detector 310 performs HPF processing for extracting high-frequency components and LPF processing for noise removal on the calculated slip amount to obtain a final slip amount.

can be calculated. final slip

can be expressed as [Equation 3].

은 HPF의 시정수이고,

는 LPF의 시정수이고, s는 복소 주파수 파라미터(s=σ＋jω) 이다.here,

is the time constant of HPF,

is the time constant of the LPF, and s is the complex frequency parameter (s=σ+jω).

The compensator 320 may calculate a compensation torque for minimizing the slip amount (disturbing) calculated by the slip sensor 310 . In other words, the compensator 320 may calculate a compensation torque for canceling the disturbance. The compensator 320 may be implemented in the form of a Proportional Integral Differential (PID). For example, when the compensator 320 is implemented in the PI form, the compensation torque u _comp may be expressed as [Equation 4].

Here, k _p is the P gain, and k _i is the I gain.

The compensator 320 may control the control sensitivity by applying hysteresis to adjust the starting torque compensation control entry point of the HSG 20 . The compensator 320 may determine whether to compensate the starting torque based on the calculated compensation torque. The compensator 320 may determine to enter the starting torque compensation control when the compensation torque exceeds the first reference torque. The first reference torque may be set such that the belt slip is sensed and the control entry is not sensitive by the first reference torque. The compensator 320 may determine to cancel the starting torque compensation control when the compensation torque is equal to or less than the second reference torque. The second reference torque may be normally set to '0'.

The compensator 320 may limit the rate of change of the compensation torque in order to solve the problems of NVH and belt durability caused by the sudden change of the compensation torque. The compensator 320 may set the maximum allowable rate of change of the compensation torque in consideration of the response characteristics of the HSG 20 .

The calculator 330 may receive the starting torque (HSG starting torque) of the HSG 20 determined by the processor 150 of the engine start control apparatus 100 and the compensation torque output from the compensator 320 . The calculator 330 may compensate the starting torque of the HSG 20 by subtracting the compensation torque from the HSG starting torque. The calculator 330 may transmit the compensated starting torque to the HSG 20 .

5 is a flowchart illustrating an engine starting method according to embodiments of the present invention.

Referring to FIG. 5 , the processor 150 may apply a starting torque to the HSG 20 to start the engine 10 ( S110 ). The processor 150 may determine the HSG starting torque for increasing the rotation speed of the engine 10 .

The processor 150 may calculate the slip amount based on the output torque of the HSG 20 after the application of the starting torque ( S120 ). The processor 150 may obtain the rotation speed (HSG speed) of the HSG 20 by using the sensor 130 . The processor 150 may calculate the output torque (ie, the actual HSG torque) of the HSG 20 according to the HSG speed based on the nominal model. The processor 150 may calculate the slip amount by calculating a difference between the actual HSG torque (nominal model torque) and the HSG starting torque applied to the HSG 20 .

The processor 150 may calculate the final slip amount by filtering the calculated slip amount ( S130 ). The processor 150 may perform HPF processing to extract a high frequency component from the calculated slip amount, and may perform LPF processing to remove noise.

The processor 150 may calculate a compensation torque based on the final slip amount ( S140 ). The processor 150 may calculate a compensation torque for PID control or PI control.

The processor 150 may set a maximum allowable change rate of the compensation torque (S150). The processor 150 may set the maximum allowable rate of change of the compensation torque in consideration of the response characteristics of the HSG 20 .

The processor 150 may check whether the compensation torque satisfies the compensation control entry condition ( S160 ). When the compensation torque exceeds the first reference torque, the processor 150 may determine to enter the starting torque compensation control. The processor 150 may determine to release the starting torque compensation control when the compensation torque is less than or equal to the second reference torque. That is, the processor 150 may determine whether to compensate the starting torque based on the calculated compensation torque.

When the compensation torque satisfies the compensation control entry condition, the processor 150 may compensate the HSG starting torque based on the compensation torque ( S170 ). The processor 150 may compensate the HSG starting torque by subtracting the compensation torque from the HSG starting torque.

The processor 150 may command the compensated HSG starting torque to the HSG 20 (S180). The HSG 20 may adjust the HSG torque according to a command from the processor 150 .

6 is a view for explaining a belt slip change according to the starting torque compensation control of the HSG according to embodiments of the present invention.

Referring to FIG. 6 , in a situation in which slip of the belt connecting the engine 10 and the HSG 20 is detected, the slip amount is calculated and the starting torque of the HSG 20 is compensated and controlled based on the calculated slip amount, Belt slip can be reduced. Accordingly, the control performance of the engine 10 and the HSG 20 may be improved in terms of NVH, belt durability, and energy reduction by reducing the slip of the belt.

The above description is merely illustrative of the technical spirit of the present invention, and various modifications and variations will be possible without departing from the essential characteristics of the present invention by those skilled in the art to which the present invention pertains. Therefore, the embodiments disclosed in the present invention are not intended to limit the technical spirit of the present invention, but to explain, and the scope of the technical spirit of the present invention is not limited by these embodiments. The protection scope of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

Claims (13)

HSG connected by engine and belt;
a sensor for measuring the rotational speed of the HSG; and
After applying the starting torque to the HSG for starting the engine, the amount of slip of the belt is calculated based on the difference between the final starting torque input to the HSG and the output torque of the HSG, and the compensation torque is calculated based on the calculated slip amount. and a processor configured to calculate and control the final starting torque by reflecting the calculated compensation torque.
The method according to claim 1,
The processor is
The apparatus for controlling engine start of a hybrid vehicle, characterized in that the output torque is calculated according to the rotation speed of the HSG based on a nominal model.
The method according to claim 1,
The processor is
The apparatus for controlling engine start of a hybrid vehicle, characterized in that the final slip amount is calculated through HPF processing and LPF processing for the calculated slip amount.
The method according to claim 1,
The processor is
The apparatus for controlling engine start of a hybrid vehicle, characterized in that the maximum allowable change rate of the compensation torque is set in consideration of the response characteristic of the HSG.
The method according to claim 1,
The processor is
The apparatus for controlling engine starting of a hybrid vehicle, characterized in that when the calculated compensation torque exceeds a first reference torque, a starting torque compensation control entry is determined.
6. The method of claim 5,
The processor is
The apparatus for controlling engine starting of a hybrid vehicle, characterized in that it is determined to release the starting torque compensation control when the calculated compensation torque is equal to or less than a second reference torque.
The method according to claim 1,
The processor is
The apparatus for controlling engine start of a hybrid vehicle, characterized in that the final starting torque is determined by subtracting the calculated compensation torque from the starting torque.
applying a starting torque to the HSG connected to the engine by a belt when the engine is started;
calculating the slip amount of the belt based on a difference between the final starting torque input to the HSG after the application of the starting torque and the output torque of the HSG;
calculating a compensation torque based on the slip amount; and
and controlling the final starting torque by reflecting the compensation torque.
9. The method of claim 8,
Calculating the slip amount comprises:
measuring the rotation speed of the HSG using a sensor;
calculating an output torque of the HSG according to the rotation speed based on a nominal model; and
and calculating the slip amount by calculating a difference between the final starting torque input to the HSG and the output torque of the HSG.
10. The method of claim 9,
Calculating the slip amount comprises:
The method for controlling engine start of a hybrid vehicle, further comprising the step of calculating a final slip amount through HPF processing and LPF processing.
9. The method of claim 8,
Calculating the compensation torque comprises:
and setting a maximum allowable change rate of the compensation torque in consideration of the response characteristic of the HSG.
9. The method of claim 8,
The step of controlling the final starting torque,
checking whether the compensation torque satisfies a compensation control entry condition; and
and determining the final starting torque by subtracting the compensation torque from the starting torque when the compensation torque satisfies the compensation control entry condition.
13. The method of claim 12,
The step of checking whether the compensation control entry condition is satisfied,
determining starting torque compensation control entry when the compensation torque exceeds a first reference torque; and
and determining release of starting torque compensation control when the compensation torque is equal to or less than a second reference torque.

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