KR100937854B1 - The Control Method of Regenerative Brake for Electric Vehicle - Google Patents

The Control Method of Regenerative Brake for Electric Vehicle Download PDF

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KR100937854B1
KR100937854B1 KR1020070108810A KR20070108810A KR100937854B1 KR 100937854 B1 KR100937854 B1 KR 100937854B1 KR 1020070108810 A KR1020070108810 A KR 1020070108810A KR 20070108810 A KR20070108810 A KR 20070108810A KR 100937854 B1 KR100937854 B1 KR 100937854B1
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regenerative braking
control
road surface
electronically controlled
hydraulic brake
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KR1020070108810A
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KR20090043126A (en
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박만복
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주식회사 만도
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/12—Friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/10—ABS control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

본 발명은 전기 차량의 회생제동 제어방법에 관한 것으로, 특히 본 발명은 전자제어 유압브레이크장치는 차량이 제동중이면, 제어장치를 통해 회생제동 제어를 수행하고, 회생제동 중에 상기 전자제어 유압브레이크장치는 ABS 제어가 필요한지를 판단하여 ABS 제어가 필요하면, 제어장치를 통해 수행중인 회생제동을 일시 정지시킴과 함께 주행노면이 고 마찰노면인지 저 마찰노면인지를 판단하여 판단된 노면조건에 따른 ABS 제어를 수행하고, ABS 제어를 수행하는 중에 전자제어 유압브레이크장치는 하이브리드 제어장치를 통해 판단된 노면조건에 대응하도록 미리 설정된 회생제동토크량을 발생시키도록 노면조건에 따른 회생제동 제어를 재수행하는 것을 포함함으로써 ABS 작동중이더라도 노면상태에 따라 회생제동토크량을 조절하여 회생제동을 수행할 수 있어 차량의 제동 안정성을 해치지 않으면서도 에너지 회수율을 높여 엔진의 작동을 최소화할 수 있다.The present invention relates to a regenerative braking control method for an electric vehicle, and in particular, the present invention provides an electronically controlled hydraulic brake apparatus that performs regenerative braking control through a control apparatus when the vehicle is braking, and the electronically controlled hydraulic brake apparatus during regenerative braking. If ABS control is required by determining whether ABS control is required, ABS control is performed according to the determined road condition by pausing the regenerative braking performed by the control device and determining whether the driving road is a high friction road or a low friction road. And, while performing the ABS control, the electronically controlled hydraulic brake device includes re-executing the regenerative braking control according to the road condition to generate a predetermined amount of regenerative braking torque corresponding to the road condition determined by the hybrid control device. Therefore, even though ABS is operating, regenerative braking torque can be adjusted according to the road condition. It can even enhance the energy recovery without compromising the braking stability of the vehicle can minimize the operation of the engine.

Description

전기 차량의 회생제동 제어방법{The Control Method of Regenerative Brake for Electric Vehicle}The control method of regenerative brake for electric vehicle

본 발명은 전기 차량의 회생제동 제어방법에 관한 것으로, 더욱 상세하게는 전기모터를 이용한 회생제동 기능을 갖는 전기 차량에서 회생제동을 적절히 제어하여 차량의 제동 안정성을 해치지 않는 범위에서 에너지를 최대한 회수할 수 있는 전기 차량의 회생제동 제어방법에 관한 것이다.The present invention relates to a regenerative braking control method of an electric vehicle, and more particularly, to control the regenerative braking in an electric vehicle having a regenerative braking function using an electric motor to recover energy as much as possible without damaging the braking stability of the vehicle. The present invention relates to a regenerative braking control method of an electric vehicle.

일반적으로, 하이브리드 차량, 연료전지 차량, 수소전지 차량 등의 전기 차량은 배기가스가 없고 효율은 높지만 주행거리가 짧은 전기자동차와 고출력이고 주행거리가 길지만 효율이 낮고 유해물질을 배출하는 소형의 내연기관을 조합해 양자의 장점만을 취합한 차량이다. 따라서 연료의 연소 반응을 이용하여 동력을 발생시키는 엔진과 상기 엔진 또는 배터리에서 공급되는 전기 동력에 의해 휠(wheel)의 구동력을 발생시키기 위한 전기모터를 함께 구비한다. 이러한 전기 차량은 연비 향상을 위한 회생제동방식이 채용되고 있다.In general, electric vehicles, such as hybrid vehicles, fuel cell vehicles, and hydrogen battery vehicles, have no exhaust gas and have high efficiency but have short driving distances, and small internal combustion engines that have high output, long driving distances, but low efficiency and emit harmful substances. Is a vehicle that combines only the advantages of both. Therefore, an engine for generating power using a combustion reaction of fuel and an electric motor for generating a driving force of a wheel by electric power supplied from the engine or the battery are provided together. The electric vehicle has adopted a regenerative braking method for improving fuel economy.

이러한 전기 차량에서는 전기에너지에 의해 동작하는 전기모터로 차량의 구동륜을 회전시켜서 차량을 운행시키는데 전기모터를 구동하는 전기에너지를 얼마만 큼 효율적으로 이용하는가 하는 것이 큰 과제로 대두되어 있다. 이를 위해 운전자로부터 감속이나 제동명령이 발생한 경우에 전기모터가 발전기로 기능하게 하여 발생된 전기에너지를 축전기에 저장하게 된다. 그런데 이렇게 전기모터가 발전기로 기능하는 동안에는 차륜에 제동력이 발생하게 되는데 이러한 제동력을 회생제동력이라 한다. 결과적으로 차륜에 가해지는 제동력은 전기모터에 의한 회생제동력과 유압장치에 의한 유압제동력 마찰제동력의 합이 된다.In such an electric vehicle, a major problem is how to efficiently use the electric energy driving the electric motor to drive the vehicle by rotating the driving wheel of the vehicle by the electric motor operated by the electric energy. For this purpose, when the deceleration or braking command is issued from the driver, the electric motor functions as a generator and stores the generated electric energy in the capacitor. However, while the electric motor functions as a generator, a braking force is generated on the wheels. Such a braking force is called a regenerative braking force. As a result, the braking force applied to the wheel is the sum of the regenerative braking force by the electric motor and the hydraulic braking force by the hydraulic device.

전기모터에 의한 발전은 브레이크 작동 중에도 가능하다. 즉 브레이크 작동 중에 열로 발산될 열에너지를 전기모터를 장착한 차량의 전기모터를 이용하여 발전하게 된다. 이 때 발전 가능한 양은 차량의 속도 및 배터리 충전량 등에 따라 달라진다.Power generation by the electric motor is possible even during brake operation. In other words, heat energy to be dissipated as heat during brake operation is generated using the electric motor of the vehicle equipped with the electric motor. The amount of power that can be generated depends on the speed of the vehicle and the amount of battery charge.

미국특허 US2002-0180266호에 따르면, 전기 차량에서는 ABS(Anti lock Brake System) 진입 후에는 회생제동을 수행하지 않고 있다.According to US Patent US2002-0180266, the regenerative braking is not performed in the electric vehicle after the entry of the anti lock brake system (ABS).

전기 차량에서 에너지 회수율을 향상시키기 위해서는 회생제동토크를 최대한 많이 발생시켜야 한다.In order to improve the energy recovery rate in electric vehicles, it is necessary to generate as much regenerative braking torque as possible.

하지만, 종래에는 ABS 작동 중에는 회생제동을 수행하지 않는 것이 일반적이다. 따라서, 만약, 빙판길이 계속되는 구간 즉 ABS 작동이 빈번한 곳에서 차량을 운행하는 경우에는 회생제동을 수행하지 못하기 때문에 계속해서 엔진을 작동시켜야 하는 문제점이 있다. 따라서, 본 발명의 목적은 ABS 작동중이더라도 노면상태에 따라 회생제동을 수행함으로써 에너지 회수율을 높일 수 있는 전기 차량의 회생제동 제어방법을 제공하는 것이다.However, conventionally, regenerative braking is not performed during ABS operation. Therefore, if the vehicle is operated in the section where the ice road continues, that is, where the ABS operation is frequent, there is a problem in that the engine must be continuously operated because the regenerative braking is not performed. Accordingly, it is an object of the present invention to provide a regenerative braking control method for an electric vehicle that can increase energy recovery by performing regenerative braking according to a road surface even when ABS is operating.

전술한 목적을 달성하기 위한 본 발명의 전기 차량의 회생제동 제어방법은 마스터실린더로부터 각 휠 실린더에 전달되는 유압을 조절하여 차량을 제동시키는 전자제어 유압브레이크장치와 상기 전자제어 유압브레이크장치에 연결되어 회생제동 제어를 수행하는 제어장치를 포함하는 전기 차량의 회생제동 제어방법에 있어서, 상기 전자제어 유압브레이크장치는 차량이 제동중이면, 상기 제어장치를 통해 회생제동 제어를 수행하고, 상기 회생제동 중에 상기 전자제어 유압브레이크장치는 ABS 제어가 필요한지를 판단하여 ABS 제어가 필요하면, 상기 제어장치를 통해 상기 수행중인 회생제동을 일시 정지시킴과 함께 주행노면이 고 마찰노면인지 저 마찰노면인지를 판단하여 판단된 노면조건에 따른 ABS 제어를 수행하고, 상기 ABS 제어를 수행하는 중에 상기 전자제어 유압브레이크장치는 상기 제어장치를 통해 상기 판단된 노면조건에 대응하도록 미리 설정된 회생제동토크량을 발생시키도록 노면조건에 따른 회생제동 제어를 재수행하는 것을 포함하는 것을 특징으로 한다.Regenerative braking control method of the electric vehicle of the present invention for achieving the above object is connected to the electronically controlled hydraulic brake device and the electronically controlled hydraulic brake device for braking the vehicle by adjusting the hydraulic pressure transmitted to each wheel cylinder from the master cylinder A regenerative braking control method for an electric vehicle including a control device for performing regenerative braking control, wherein the electronically controlled hydraulic brake device performs regenerative braking control through the control device when the vehicle is braking, and performs regenerative braking. The electronically controlled hydraulic brake device determines whether the ABS control is necessary, and if the ABS control is necessary, temporarily stops the regenerative braking being performed through the control device and determines whether the driving surface is a high friction road or a low friction road. While performing ABS control according to the determined road condition and performing the ABS control Machine electronic control hydraulic brake device is characterized in that it comprises performing a re regenerative braking control according to the road surface condition to generate a regenerative braking torque amount previously set to correspond to the determined road surface condition through the control device.

본 발명에 따르면, ABS 작동중이더라도 노면상태에 따라 회생제동토크량을 조절하여 회생제동을 수행함으로써 차량의 제동 안정성을 해치지 않으면서도 에너지 회수율을 높여 엔진의 작동을 최소화할 수 있는 효과가 있다.According to the present invention, even during ABS operation, regenerative braking is performed by adjusting the amount of regenerative braking torque according to the road surface state, thereby increasing energy recovery and minimizing engine operation without compromising braking stability of the vehicle.

이하에서는 본 발명의 바람직한 실시예를 본 도면을 참조하여 상세하게 설명하도록 한다.Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

도 1은 본 발명이 적용되는 전자제어 유압브레이크장치의 개략도를 나타낸 것이다. 도 1에 도시된 바와 같이, 브레이크 페달(BP)의 압박에 의한 부스터(B)의 작동에 의해 브레이크 압력을 발생시키는 마스터실린더(MC)를 구비한다.1 shows a schematic diagram of an electronically controlled hydraulic brake apparatus to which the present invention is applied. As shown in FIG. 1, the master cylinder MC is configured to generate brake pressure by the operation of the booster B by the pressing of the brake pedal BP.

이 마스터실린더(MC)는 두 개의 챔버(MCP, MCS)를 가지며, 마스터실린더(MC)로부터 휠 실린더(WFR, WRL)에 전달되는 브레이크 액압을 제어하기 위해 첫 번째 챔버(MCP)와 전륜 우측 바퀴(FR)와 후륜 좌측 바퀴(RL)에 각각 설치된 휠 실린더(WFR, WRL) 사이의 액압라인에는 노멀오픈형 컷밸브(TC1)가 마련된다. 그리고, 이 노멀오픈형 컷밸브(TC1)와 각 휠 실린더(WFR, WRL) 사이의 유압라인에는 노멀오픈형 입구밸브(PC1, PC2)가 마련된다.This master cylinder (MC) has two chambers (MCP, MCS), the first chamber (MCP) and front wheel right wheel to control the brake hydraulic pressure transmitted from the master cylinder (MC) to the wheel cylinder (WFR, WRL) A normal open cut valve TC1 is provided in the hydraulic line between the wheel cylinders WFR and WRL respectively installed at the FR and the rear wheel left wheel RL. Further, the normal open inlet valves PC1 and PC2 are provided in the hydraulic line between the normal open cut valve TC1 and the wheel cylinders WFR and WRL.

또한, 각 휠 실린더(WFR, WRL)의 출구측에는 노멀클로즈형 출구밸브(PC5, PC6)가 마련된다. 이 노멀클로즈형 출구밸브(PC5, PC6)의 출구측에는 각 휠 실린더(WFR, WRL)에서 배출되는 브레이크액을 일시 저장하는 저압 어큐뮬레이터(RS1) 및 이 저압 어큐뮬레이터(RS1)에 저장된 브레이크액을 펌핑하여 각 휠 실린더측으로 강제 환류시키는 두 개씩 한 쌍을 이루는 4개의 유압펌프(HP1,HP2)와, 이 유압펌프들에 접속된 한 개의 모터(M)가 마련된다.Further, normal closed type outlet valves PC5 and PC6 are provided on the outlet side of each wheel cylinder WFR and WRL. The low pressure accumulator RS1 temporarily storing the brake fluid discharged from each wheel cylinder WFR, WRL and the brake fluid stored in the low pressure accumulator RS1 are pumped to the outlet side of the normal closed outlet valves PC5 and PC6. A pair of four hydraulic pumps HP1 and HP2 forcibly refluxed to each wheel cylinder side and one motor M connected to the hydraulic pumps are provided.

한편, 유압펌프(HP1,HP2)의 흡입측과 마스터실린더(MC)의 첫 번째 챔버(MCP)사이의 보조액압라인사이에는 노멀클로즈형 출구밸브(SUC1,SUC3)가 마련되고, 유압펌프(HP1,HP2)의 흡입측과 레저버(LRS)사이의 보조액압라인에는 노멀클로즈형 출구 밸브(SUC2, SUC4)가 마련된다. 이에 따라, 출구밸브(SUC1,SUC3)가 개방되면, 마스터 실린더(MC)와 유압펌프(HP1)사이의 보조액압라인이 개방되고, 출구밸브(SUC1,SUC3)가 폐쇄되면, 마스터 실린더(MC)와 유압펌프(HP1, HP2)사이의 보조액압라인이 폐쇄된다. 한편, 출구밸브(SUC2,SUC4)가 개방되면, 레저버(LRS)와 유압펌프(HP1,HP2)사이의 보조액압라인이 개방되고, 출구밸브(SUC2,SUC4)가 폐쇄되면, 레저버(LRS)와 유압펌프(HP1, HP2)사이의 보조액압라인이 폐쇄된다.Meanwhile, normal closed outlet valves SUC1 and SUC3 are provided between the suction line of the hydraulic pumps HP1 and HP2 and the auxiliary hydraulic line between the first chamber MCP of the master cylinder MC and the hydraulic pump HP1. In the auxiliary hydraulic line between the suction side of the HP2 and the reservoir LRS, normal closed outlet valves SUC2 and SUC4 are provided. Accordingly, when the outlet valves SUC1 and SUC3 are opened, the auxiliary hydraulic line between the master cylinder MC and the hydraulic pump HP1 is opened, and when the outlet valves SUC1 and SUC3 are closed, the master cylinder MC is opened. And the auxiliary hydraulic line between the hydraulic pumps HP1 and HP2 are closed. On the other hand, when the outlet valves SUC2 and SUC4 are opened, the auxiliary hydraulic line between the reservoir LRS and the hydraulic pumps HP1 and HP2 is opened, and when the outlet valves SUC2 and SUC4 are closed, the reservoir LRS ) And the hydraulic pressure line between the hydraulic pumps HP1 and HP2 are closed.

한편, 전륜 좌측 바퀴(FL)와 후륜 우측 바퀴(RR)의 유압회로에서는 각각의 부품들이 상술한 전륜 우측 바퀴(FR)와 후륜 좌측 바퀴(RL)의 유압회로와 동일하게 구성된다. 참고로, 참조부호 DP1, DP2는 고압 어큐뮬레이터이다.On the other hand, in the hydraulic circuit of the front wheel left wheel FL and the rear wheel right wheel RR, the respective components are configured in the same way as the hydraulic circuit of the front wheel right wheel FR and the rear wheel left wheel RL. For reference, reference numerals DP1 and DP2 are high pressure accumulators.

도 2의 컷밸브(TC1, TC2), 출구밸브(SUC1,SUC2,SUC3,SUC4), 그리고 각 휠 실린더(WFR, WRL, WFL, WRR)에서의 입구밸브(PC1~PC4)와 출구밸브(PC5~PC8), 유압펌프(HP1,HP2, HP3, HP4)를 작동시키는 모터(M)는 ESP 모드 등의 제어모드를 수행하는 전자제어유닛(ECU)에 의해 작동된다.Inlet valves PC1 to PC4 and outlet valves PC5 of the cut valves TC1 and TC2, the outlet valves SUC1, SUC2, SUC3, SUC4, and the wheel cylinders WFR, WRL, WFL, and WRR shown in FIG. PC8), the motor M for operating the hydraulic pumps HP1, HP2, HP3, HP4 is operated by an electronic control unit ECU which performs a control mode such as ESP mode.

전륜 좌우측 바퀴(FL, FR)와 후륜 좌우측 바퀴(RL, RR)에 각각 마련된 휠 속도센서(WS1~WS4)와, 핸들을 조향각을 감지하는 조향각센서(11), 차량의 요레이트를 감지하는 요레이트센서(12), 차량의 횡가속도를 감지하는 횡가속도센서(13)가 전자제어유닛(ECU)에 전기적으로 연결된다.Wheel speed sensors WS1 to WS4 provided at the front left and right wheels FL and FR and the rear left and right wheels RL and RR, a steering angle sensor 11 for steering wheel steering angles, and a yaw rate for detecting a vehicle. The rate sensor 12 and the lateral acceleration sensor 13 for detecting the lateral acceleration of the vehicle are electrically connected to the electronic control unit ECU.

상기와 같이, 본 발명의 회생제동시스템은 기존 ESP 시스템의 유압제어장치에 성능 향상과 회생 제동을 수행하기 위한 요소 추가 및 성능 업그레이드된 시스템이다. 즉, 각 휠 실린더의 휠 압력을 측정하기 위해 4개의 압력센서와, 마스터실 린더의 압력을 측정하기 위해 1개의 압력센서가 장착된다. 이는 보다 정밀한 휠 압력제어를 수행하기 위한 것이다.As described above, the regenerative braking system of the present invention is a system upgraded and added to the element for performing performance improvement and regenerative braking to the hydraulic control device of the existing ESP system. That is, four pressure sensors for measuring the wheel pressure of each wheel cylinder and one pressure sensor for measuring the pressure of the master cylinder are mounted. This is to perform more precise wheel pressure control.

한편, 본 발명의 회생제동시스템은 회생 제동량만큼의 브레이크 유액을 레저버(LRS)로 배출하고, 또한 브레이크 유압을 상승시켜줄 필요성이 있을 때 레저버로부터 유량을 펌핑해오기 위한 추가적인 유압회로를 가진다. 이 유압회로 중간에는 유량을 단속할 수 있는 개폐밸브(SUC2,SUC4)를 가진다. 유압 상승 시에 제어 오차 및 페달감 개선을 위해서 전기모터에 4개의 유압펌프(HP1,HP2,HP3,HP4)를 위치시켰다.On the other hand, the regenerative braking system of the present invention has an additional hydraulic circuit for discharging the brake fluid as much as the regenerative braking amount to the reservoir LRS and pumping the flow rate from the reservoir when it is necessary to raise the brake hydraulic pressure. . In the middle of this hydraulic circuit, there are open / close valves SUC2 and SUC4 for intermittent flow rate. Four hydraulic pumps (HP1, HP2, HP3, HP4) were placed on the electric motor to improve control error and pedaling during hydraulic rise.

도 2는 본 발명의 실시예에 따른 회생제동시스템의 간략화한 개념도이다. 도 2에 도시된 바와 같이, 전자제어 유압브레이크장치(100)에서 운전자 요구제동력을 계산한다. 일예로, 하이브리드 제어장치(200)에서 가능한 회생 제동토크를 연산하고, 회생제동을 수행하게 된다. 전기모터에 의한 회생 제동토크에 해당하는 양을 제외한 나머지 양만큼만 전자제어 유압브레이크장치(100)의 제어를 통해 각 휠 압력을 조절하게 한다. 전자제어 유압브레이크장치(100)와 하이브리드 제어장치(200)는 필요한 정보들은 캔 통신을 이용하여 주고받게 된다.2 is a simplified conceptual diagram of a regenerative braking system according to an embodiment of the present invention. As shown in FIG. 2, the driver's required braking force is calculated by the electronically controlled hydraulic brake device 100. For example, the regenerative braking torque possible in the hybrid controller 200 may be calculated and regenerative braking may be performed. Except for the amount corresponding to the regenerative braking torque by the electric motor, each wheel pressure is adjusted through the control of the electronically controlled hydraulic brake device 100. The electronically controlled hydraulic brake apparatus 100 and the hybrid control apparatus 200 exchange necessary information using can communication.

상술한 바와 같이, 종래에는 ABS 작동 중에는 회생제동을 수행하지 않는 것이 일반적이기 때문에 일예로, 빙판길이 계속되는 구간 즉 ABS 작동이 빈번한 곳에서 차량을 운행하는 경우에는 회생제동을 수행하지 못해 계속해서 엔진을 작동시켜야 하는 문제점이 있다.As described above, conventionally, regenerative braking is not performed during ABS operation. For example, when the vehicle is operated in a section where ice paths continue, that is, where ABS operation is frequent, the regenerative braking cannot be performed. There is a problem that needs to work.

따라서, 본 발명에서는 이러한 문제점을 해결할 수 있도록 ABS 작동중이더라 도 노면상태에 따른 회생제동 제어를 수행함으로써 에너지 회수율을 높일 수 있다.Therefore, the present invention can improve the energy recovery rate by performing the regenerative braking control according to the road condition even while ABS is operating to solve this problem.

일반적으로, 휠 슬립율이 크게 발생하여 첫 번째 덤프(유액 버림)이 발생하는 시점이 발생하고 바로 휠 슬립율이 커지는 시간을 측정하여 주행노면이 고 마찰노면인지 저 마찰노면인지를 알 수 있다. 즉, 휠 슬립율이 적은 기울기로 커지는 경우에는 휠 속도가 천천히 떨어지기 때문에 이를 근거로 하여 주행노면을 고 마찰노면으로 판단한다. 또한, 휠 슬립율이 고 마찰노면에서보다 더 빠른 기울기로 휠 속도가 느려지는 경우에는 주행노면을 저 마찰노면으로 판단한다.In general, when the wheel slip ratio is large and the first dump (flux thrown away) occurs, the time when the wheel slip ratio increases is measured immediately to determine whether the driving road is a high friction road or a low friction road. In other words, when the wheel slip ratio increases with a small slope, the wheel speed decreases slowly, and thus the driving road surface is determined as a high friction road surface based on this. In addition, when the wheel speed is slowed by the inclination of the wheel slip ratio is higher than in the high friction road surface, it is determined that the running road surface is a low friction road surface.

본 발명에서도 위에서의 노면 판단법을 이용한다. 즉 ABS 작동이 시작되면 회생제동을 금지하거나 서서히 감소시킨다. 노면의 마찰계수 정도에 따라 발생시킬 회생 제동 토크의 양을 결정하고 ABS가 작동한 후 소정시간 경과 후(일예로, 두 번째 싸이클 이상부터) 회생제동토크를 미리 정해진 양만큼을 발생시켜 에너지 회수율을 증가시킨다.In the present invention, the above road surface determination method is also used. In other words, when ABS starts, regenerative braking is prohibited or gradually reduced. The amount of regenerative braking torque to be generated is determined according to the degree of friction coefficient of the road surface, and the energy recovery rate is generated by generating a predetermined amount of regenerative braking torque after a predetermined time after the operation of ABS (for example, from the second cycle or more). Increase.

도 3은 고 마찰노면에서 발생시키는 회생제동토크량에 대해 나타낸 것이고, 도 4는 저 마찰노면에서 발생시키는 회생제동토크량에 대해 나타낸 것이다. 도 3 및 도 4에 도시된 바와 같이, 저 마찰노면에서 발생시키는 회생제동토크량은 고 마찰노면에서 발생시키는 회생제동토크량보다 적은 양이거나 안정성이 훼손될 가능성이 존재하면 전혀 발생시키지 않을 수 있다.FIG. 3 shows the regenerative braking torque generated on the high friction road surface, and FIG. 4 illustrates the regenerative braking torque generated on the low friction road surface. 3 and 4, the amount of regenerative braking torque generated on the low friction road surface may be less than the amount of the regenerative braking torque generated on the high friction road surface or if there is a possibility that the stability is impaired. .

도 5는 본 발명의 실시예에 따른 하이브리드 전기 차량의 회생제동 제어방법을 설명하기 위한 제어흐름도이다.5 is a control flowchart illustrating a regenerative braking control method for a hybrid electric vehicle according to an exemplary embodiment of the present invention.

도 5를 살펴보면, 먼저, 전자제어 유압브레이크장치(100)는 차량이 제동중인 지리를 판단하고, 차량이 제동중이면, 단계 S101에서 하이브리드 제어장치(200)와 캔 통신하여 하이브리드 제어장치(200)로 하여금 회생제동을 수행하도록 한다.Referring to FIG. 5, first, the electronically controlled hydraulic brake apparatus 100 determines a geography in which the vehicle is braking, and if the vehicle is braking, the hybrid control apparatus 200 may be in communication with the hybrid control apparatus 200 in step S101. Let the child perform regenerative braking.

그리고, 회생제동을 수행하는 중에 전자제어 유압브레이크장치(100)는 단계 S102에서 ABS 제어조건을 만족하는지를 판단하여 ABS 제어가 필요한지를 판단하고, ABS 제어가 필요하면, 단계 S103에서 하이브리드 제어장치(200)와 캔 통신하여 하이브리드 제어장치(200)로 하여금 회생제동을 일시 정지시킨다.And, during the regenerative braking, the electronically controlled hydraulic brake apparatus 100 determines whether ABS control is necessary by determining whether the ABS control condition is satisfied in step S102, and if the ABS control is necessary, the hybrid control apparatus 200 in step S103. ) Can be communicated with the hybrid controller 200 to pause the regenerative braking.

이와 함께 전자제어 유압브레이크장치(100)는 단계 S104에서 휠 슬립을 근거로 하여 주행노면이 고 마찰노면인지 저 마찰노면인지를 판단한다.In addition, the electronically controlled hydraulic brake apparatus 100 determines whether the driving road surface is a high friction road surface or a low friction road surface on the basis of the wheel slip in step S104.

만약, 단계S104에서의 판단결과 고 마찰노면이면, 단계 S105에서 고 마찰노면에 따른 ABS 제어를 수행하고, 단계 S106에서 고 마찰노면에 따른 ABS 제어를 수행한지 소정시간이 경과하였으면, 단계 S107에서 하이브리드 제어장치(200)와 캔 통신하여 하이브리드 제어장치(200)로 하여금 고 마찰노면에 대응되도록 미리 설정된 제1 회생제동토크량을 발생시키도록 제1 회생제동 제어를 수행시킨다.If, as a result of the determination in step S104, the high friction road surface, the ABS control according to the high friction road surface is performed in step S105, and if a predetermined time has elapsed after performing the ABS control according to the high friction road surface in step S106, the hybrid in step S107 The first regenerative braking control is performed in a can communication with the control device 200 to cause the hybrid control device 200 to generate a first regenerative braking torque amount that is preset to correspond to the high friction road surface.

한편, 단계S104에서의 판단결과 저 마찰노면이면, 단계 S108에서 저 마찰노면에 따른 ABS 제어를 수행하고, 단계 S109에서 저 마찰노면에 따른 ABS 제어를 수행한지 소정시간이 경과하였으면, 단계 S110에서 하이브리드 제어장치(200)와 캔 통신하여 하이브리드 제어장치(200)로 하여금 저 마찰노면에 대응되도록 미리 설정된 제2 회생제동토크량(제2 회생제동토크량<제1 회생제동토크량)을 발생시키도록 제2 회생제동 제어를 수행시킨다.On the other hand, if the determination result in step S104 is a low friction road surface, if the ABS control according to the low friction road surface is performed in step S108, and a predetermined time elapses after performing the ABS control according to the low friction road surface in step S109, the hybrid in step S110 Can-can communicate with the control device 200 to cause the hybrid control device 200 to generate a second regenerative braking torque amount (second regenerative braking torque <first regenerative braking torque amount) set to correspond to the low friction road surface. The second regenerative braking control is performed.

상기한 단계 S107 또는 단계 S110에서 제1 회생제동제어를 수행하거나 제2 회생제동제어를 수행한 후 단계 S111 및 단계 S112에서 ABS 제어의 종료가 필요하면, ABS 제어를 종료시킨다. 이때, 회생제동제어도 함께 종료시킨다.After the first regenerative braking control or the second regenerative braking control is performed in step S107 or step S110, if the ABS control is terminated in steps S111 and S112, the ABS control is terminated. At this time, the regenerative braking control is also terminated.

도 1은 본 발명에서 사용한 전자제어 유압브레이크장치의 개략도이다.1 is a schematic diagram of an electronically controlled hydraulic brake apparatus used in the present invention.

도 2는 본 발명의 실시예에 따른 하이브리드 전기 차량의 회생제동제어시스템의 개략적인 개념도이다.2 is a schematic conceptual diagram of a regenerative braking control system for a hybrid electric vehicle according to an exemplary embodiment of the present invention.

도 3은 본 발명에서 주행노면이 고 마찰노면일 때 발생하는 회생제동토크량의 패턴을 설명하기 위한 그래프이다.3 is a graph for explaining the pattern of the regenerative braking torque generated when the running road surface is a high friction road surface in the present invention.

도 4는 본 발명에서 주행노면이 저 마찰노면일 때 발생하는 회생제동토크량의 패턴을 설명하기 위한 그래프이다.4 is a graph for explaining the pattern of the regenerative braking torque generated when the running road surface is a low friction road surface in the present invention.

도 5는 본 발명의 실시예에 따른 하이브리드 전기 차량의 회생제동 제어방법을 설명하기 위한 제어흐름도이다.5 is a control flowchart illustrating a regenerative braking control method for a hybrid electric vehicle according to an exemplary embodiment of the present invention.

*도면의 주요 기능에 대한 부호의 설명** Description of the symbols for the main functions of the drawings *

MC : 마스터실린더 TC1,TC2 : 노멀오픈형 컷밸브MC: Master cylinder TC1, TC2: Normally open cut valve

SUC1,SUC2, SUC3, SUC4 : 노멀클로즈형 출구밸브SUC1, SUC2, SUC3, SUC4: Normally closed outlet valve

PC1~PC4 : 노멀오픈형 입구밸브PC1 ~ PC4: Normally open inlet valve

PC5~PC8 : 노멀클로즈형 출구밸브PC5 ~ PC8: Normally closed outlet valve

100 : 전자제어 유압브레이크장치 200 : 하이브리드 제어장치100: electronically controlled hydraulic brake device 200: hybrid control device

Claims (2)

마스터실린더로부터 각 휠 실린더에 전달되는 유압을 조절하여 차량을 제동시키는 전자제어 유압브레이크장치와 상기 전자제어 유압브레이크장치에 연결되어 회생제동 제어를 수행하는 제어장치를 포함하는 전기 차량의 회생제동 제어방법에 있어서,Regenerative braking control method for an electric vehicle including an electronically controlled hydraulic brake device for braking the vehicle by regulating the hydraulic pressure transmitted from the master cylinder to each wheel cylinder and a control device connected to the electronically controlled hydraulic brake device to perform regenerative braking control. To 상기 전자제어 유압브레이크장치는 차량이 제동중이면, 상기 제어장치를 통해 회생제동 제어를 수행하고,The electronically controlled hydraulic brake device performs regenerative braking control through the control device when the vehicle is braking. 상기 회생제동 중에 상기 전자제어 유압브레이크장치는 ABS 제어가 필요한지를 판단하여 ABS 제어가 필요하면, 상기 제어장치를 통해 상기 수행중인 회생제동을 일시 정지시킴과 함께 주행노면이 고 마찰노면인지 저 마찰노면인지를 판단하여 판단된 노면조건에 따른 ABS 제어를 수행하고,During the regenerative braking, the electronically controlled hydraulic brake device determines whether the ABS control is necessary, and if the ABS control is required, temporarily stops the regenerative braking being performed through the control device, and the driving surface is a high friction road surface or a low friction road surface. Determine the recognition and perform ABS control according to the determined road condition, 상기 ABS 제어를 수행하는 동안 상기 전자제어 유압브레이크장치는 상기 제어장치를 통해 상기 판단된 노면조건에 대응하도록 미리 설정된 회생제동토크량을 발생시키도록 노면조건에 따른 회생제동 제어를 재수행하는 것을 포함하는 전기 차량의 회생제동 제어방법.During the ABS control, the electronically controlled hydraulic brake apparatus includes re-executing the regenerative braking control according to the road surface condition to generate a predetermined amount of regenerative braking torque corresponding to the determined road surface condition through the control device. Regenerative braking control method of electric vehicle. 제1항에 있어서, 상기 전자제어 유압브레이크장치는 주행 노면이 고 마찰 노면이면, 상기 제어장치를 통해 미리 설정된 제1 회생제동토크량을 발생시키고, 주행 노면이 저 마찰 노면이면, 상기 제어장치를 통해 상기 미리 설정된 제1 회생제동토크량보다 적도록 미리 설정된 제2 회생제동토크량을 발생시키는 것을 포함하는 전기 차량의 회생제동 제어방법.The control device of claim 1, wherein the electronically controlled hydraulic brake device generates a first regenerative braking torque amount through the control device when the driving road surface is a high friction road surface, and when the driving road surface is a low friction road surface. And generating a second regenerative braking torque amount set to be smaller than the predetermined first regenerative braking torque amount through the regenerative braking control method of the electric vehicle.
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