KR20110038511A - Method for brake controlling of hybrid vehicle - Google Patents

Method for brake controlling of hybrid vehicle Download PDF

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KR20110038511A
KR20110038511A KR1020090095827A KR20090095827A KR20110038511A KR 20110038511 A KR20110038511 A KR 20110038511A KR 1020090095827 A KR1020090095827 A KR 1020090095827A KR 20090095827 A KR20090095827 A KR 20090095827A KR 20110038511 A KR20110038511 A KR 20110038511A
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South Korea
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acceleration
vehicle
hybrid vehicle
braking
change
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KR1020090095827A
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Korean (ko)
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KR101500348B1 (en
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최진환
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현대자동차주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • 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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

PURPOSE: The brake controlling method of a hybrid vehicle is provided to improve the reliability by securing the stability of a differential controlling process with respect to the vehicle. CONSTITUTION: A regenerative breaking cooperative control is implemented according to a braking demand, the acceleration change of a hybrid vehicle is detected(S103, S104). According to the acceleration change of the hybrid vehicle, hydraulic torque transformation coefficient is variously applied(S108). If the acceleration change of the hybrid vehicle is increased, the hydraulic torque transformation coefficient is reduced as much as the increased acceleration change of the hybrid vehicle and the reduced hydraulic torque transformation coefficient is applied.

Description

하이브리드 차량의 제동 제어방법{METHOD FOR BRAKE CONTROLLING OF HYBRID VEHICLE} Brake control method of hybrid vehicle {METHOD FOR BRAKE CONTROLLING OF HYBRID VEHICLE}

본 발명은 하이브리드 차량에 관한 것으로, 보다 상세하게는 회생제동 협조제어가 실행되면 차량의 가속도에 따라 유압토크 변환계수를 가변 적용하여 제동감을 향상시키는 하이브리드 차량의 제동 제어방법에 관한 것이다. The present invention relates to a hybrid vehicle, and more particularly, to a braking control method of a hybrid vehicle to improve the braking feeling by varying the hydraulic torque conversion coefficient according to the acceleration of the vehicle when regenerative braking cooperative control is executed.

일반적으로 하이브리드 차량은 차속을 감속하거나 정지시키기 위한 제동 제어가 실행되면 이에 따라 회생제동 제어가 실행되는데, 도 4에 도시된 바와 같이 마스터 실린더의 압력으로 결정되는 운전자의 요구 제동력에 대하여 구동휠을 구속하는 유압 제동력과 배터리를 충전하기 위한 모터의 회생 제동력 합으로 실행된다.In general, a hybrid vehicle performs regenerative braking control when braking control for decelerating or stopping the vehicle speed is performed. As shown in FIG. 4, the driving wheel is restrained against a driver's required braking force determined by the pressure of the master cylinder. Is performed by the sum of the hydraulic braking force and the regenerative braking force of the motor for charging the battery.

이에 대한 좀 더 구체적으로 설명하면 다음과 같다.If this is described in more detail as follows.

하이브리드 차량이 주행하는 상태에서 운전자의 제동요구가 ABS(Anti-lock Brake System)에 검출되면 ABS는 브레이크 페달의 스트로크 및 마스터 실린더의 유압으로부터 운전자의 요구 제동토크를 계산하고, 이에 따라 회생제동 토크를 계산하기 위하여 전륜 제동토크를 하기의 수학식 1을 적용하여 계산한다.If the driver's braking request is detected by the anti-lock brake system (ABS) while the hybrid vehicle is running, the ABS calculates the driver's required braking torque from the stroke of the brake pedal and the hydraulic pressure of the master cylinder. To calculate the front wheel braking torque is calculated by applying the following equation (1).

전륜 제동토크(Nm) = 전륜유압평균(Bar) × 유압토크 변환계수Front wheel braking torque (Nm) = Front wheel hydraulic mean (Bar) × Hydraulic torque conversion factor

상기 유압토크 변환계수는 캘리퍼의 휠 실린더 직경, 휠 실린더 유효반경, 패드와 디스크간 마찰계수 등에 의해 결정된다.The hydraulic torque conversion coefficient is determined by the wheel cylinder diameter of the caliper, the wheel cylinder effective radius, the friction coefficient between the pad and the disk, and the like.

상기 캘리퍼의 휠 실린더 직경이나 휠 실린더 유효반경은 고정되어 있으나 마찰계수는 온도, 습도, 날씨 등에 의해 영향을 받아 변하는 변수이나 상기한 조건들에 대하여 능동적인 적용이 어려워 임의의 값으로 고정하여 사용한다.The wheel cylinder diameter and wheel cylinder effective radius of the caliper are fixed, but the friction coefficient is affected by temperature, humidity, weather, etc., and it is difficult to be actively applied to the above-mentioned variables or the above conditions. .

상기한 수학식 1을 통해 전륜 제동토크가 결정되면 회생제동 토크의 최대 요구량을 결정하여 네트워크를 통해 HCU(Hybrid Control Unit)에 요구한다.When the front wheel braking torque is determined through Equation 1, the maximum required amount of the regenerative braking torque is determined and required by the HCU (Hybrid Control Unit) through the network.

이때, HCU는 모터의 속도와 배터리의 충전상태 및 모터 온도 등의 차량 상태에 따라 최대 회생제동 토크 발생 가능량을 결정하며, ABS에서 요구되는 회생제동 토크 요구량을 적용하여 회생제동 토크 실행량을 결정하여 네트워크를 통해 연결되는 MCU(Motor Control Unit)를 통해 회생제동 토크로 모터의 동작을 제어하여 회생제동 제어를 실행한다.At this time, the HCU determines the maximum amount of regenerative braking torque that can be generated according to the speed of the motor, the state of charge of the battery, the motor temperature, and the like. Regenerative braking control is executed by controlling motor operation with regenerative braking torque through MCU (Motor Control Unit) connected through network.

그리고, 회생제동 토크 실행량의 정보를 네트워크를 통해 ABS에 제공한다.Then, the regenerative braking torque execution amount is provided to the ABS through the network.

따라서, ABS에서는 회생제동 토크 실행량을 적용하여 전륜 제동을 위한 목표압력을 하기의 수학식 2를 적용하여 결정한 다음 구동휠에 공급되는 유압을 목표압력으로 제어하여 제동 제어를 실행한다.Therefore, in ABS, the regenerative braking torque is applied to determine the target pressure for front wheel braking by applying Equation 2 below, and then the braking control is performed by controlling the hydraulic pressure supplied to the driving wheel to the target pressure.

전륜목표압력 = 마스터실린더압력-(회생제동토크실행량/유압토크변환계수) Front wheel target pressure = master cylinder pressure-(regenerative braking torque performance / hydraulic torque conversion coefficient)

예를 들어, 마스터 실린더의 압력이 20bar이고, 회생제동 토크가 480Nm(유압 으로 10bar), 유압토크 변환계수가 외부의 영향을 받아 실질적으로 35로 변했다고 가정한다.For example, suppose that the pressure of the master cylinder is 20 bar, the regenerative braking torque is 480 Nm (10 bar hydraulic pressure), and the hydraulic torque conversion factor is substantially changed to 35 due to external influences.

유압토크 변환계수가 35로 변했다는 것은 1bar의 압력에 의해 구동휠에 실질적으로 걸리는 제동토크는 35Nm이라는 것을 의미한다.The change of the hydraulic torque conversion coefficient to 35 means that the braking torque actually applied to the drive wheel by the pressure of 1 bar is 35 Nm.

따라서, 유압토크만 작용할 때 구동휠의 제동토크 = 마스터 실린더 압력(20bar) × 유압토크 변환계수(35) = 700Nm이 된다.Therefore, when only the hydraulic torque acts, the braking torque of the drive wheel = master cylinder pressure (20 bar) × hydraulic torque conversion coefficient 35 = 700 Nm.

그리고, 유압토크와 회생제동 토크가 동시에 작용할 때 구동휠의 제동토크 = 전륜목표압력(10bar) × 유압토크 변환계수(35) + 회생재생 실행토크(480Nm) = 830Nm이 된다.When the hydraulic torque and the regenerative braking torque act simultaneously, the braking torque of the drive wheel = front wheel target pressure (10 bar) x hydraulic torque conversion coefficient 35 + regenerative regenerative execution torque (480 Nm) = 830 Nm.

즉, 유압토크만이 작용할 때는 마스터 실린더의 압력에 따라 가속도가 일정하게 유지되나, 회생제동 협조제어가 실행되는 경우 유압토크 변환계수에 따라 구동휠에 걸리는 제동토크가 달라져 가속도에 차이가 발생되므로 안정된 제동감이 확보되지 못하는 문제점이 발생한다.That is, when only the hydraulic torque is applied, the acceleration is kept constant according to the pressure of the master cylinder.However, when regenerative braking cooperative control is executed, the braking torque applied to the drive wheel is changed according to the hydraulic torque conversion coefficient, which causes a difference in acceleration. There is a problem that the braking feeling is not secured.

예를 들어, 회생제동 협조제어가 실행될 때 낮은 유압토크 변환계수가 적용되는 경우 도 5와 같은 가속도의 특성이 나타나고, 높은 유압토크 변환계수가 적용되는 경우 도 6과 같은 가속도의 특성이 나타나 제동 이질감이 발생되는 문제점이 있다.For example, when the low hydraulic torque conversion factor is applied when regenerative braking cooperative control is executed, the acceleration characteristics are shown in FIG. 5, and when the high hydraulic torque conversion coefficient is applied, the acceleration characteristics are shown in FIG. There is a problem that occurs.

본 발명은 상기한 문제점을 해결하기 위하여 발명한 것으로, 그 목적은 회생 제동 협조제어가 실행되면 차량의 가속도에 따라 유압토크 변환계수를 가변 적용하여 제동감을 향상시키는 것이다.The present invention has been made to solve the above problems, the object of which is to improve the braking feeling by varying the hydraulic torque conversion coefficient according to the acceleration of the vehicle when regenerative braking cooperative control is executed.

즉, 회생제동 협조제어가 실행되는 상태에서 가속도가 증가하면 유압토크 변환계수를 감소시키고, 가속도가 감소하면 유압토크 변환계수를 증가시켜 차량의 감속도를 일정하게 유지하여 안정된 제동감을 확보하는 것이다. In other words, when the acceleration increases while the regenerative braking cooperative control is executed, the hydraulic torque conversion coefficient is decreased, and when the acceleration is decreased, the hydraulic torque conversion coefficient is increased to maintain a steady deceleration of the vehicle to secure a stable braking feeling. .

상기한 목적을 실현하기 위한 본 발명의 특징에 따른 하이브리드 차량은, 제동요구에 따라 회생제동 협조제어가 실행되면 마스터 실린더의 압력 변화가 검출되지 않는 조건에서 차량의 가속도 변화를 검출하는 과정; 차량의 가속도 변화에 따라 유압토크 변환계수를 가변 적용하는 과정을 포함한다.According to an aspect of the present invention, there is provided a hybrid vehicle comprising: detecting an acceleration change of a vehicle under a condition that a pressure change of a master cylinder is not detected when regenerative braking cooperative control is executed according to a braking request; And varying the hydraulic torque conversion coefficient according to the acceleration change of the vehicle.

전술한 구성에 의하여 본 발명은 하이브리드 차량에서 제동 제어에 안정감을 제공하여 신뢰성을 향상시키는 효과를 기대할 수 있다.According to the above configuration, the present invention can expect the effect of improving stability by providing a sense of stability in braking control in a hybrid vehicle.

아래에서는 첨부된 도면을 참고로 하여 본 발명의 실시예에 대하여 본 발명이 속하는 기술 분야에서 통상의 지식을 가진 자가 용이하게 실시할 수 있도록 상세히 설명한다.Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily implement the present invention.

본 발명은 여러 가지 상이한 형태로 구현될 수 있으므로, 여기에서 설명하는 실시예에 한정되지 않으며, 도면에서 본 발명을 명확하게 설명하기 위하여 설명과 관계없는 부분은 생략하였다.The present invention can be embodied in various different forms, and thus the present invention is not limited to the embodiments described herein.

도 1은 본 발명의 실시예에 따른 하이브리드 차량의 제동 제어장치를 개략적으로 도시한 도면이다. 1 is a view schematically showing a braking control device for a hybrid vehicle according to an embodiment of the present invention.

본 발명은 ECU(Engine Control Unit : 10), HCU(Hybrid Control Unit : 20), MCU(Motor Control Unit : 30), 배터리(40), BMS(Battery Management System : 50), ABS(Anti-lock Brake System : 60), 모터(70), 엔진(80), 엔진 클러치(90), 구동휠(100)를 포함한다.The present invention is an ECU (Engine Control Unit: 10), HCU (Hybrid Control Unit: 20), MCU (Motor Control Unit: 30), battery 40, BMS (Battery Management System: 50), ABS (Anti-lock Brake System: 60), motor 70, engine 80, engine clutch 90, drive wheel 100 is included.

ECU(10)는 네트워크를 통해 HCU(20)와 연결되며, HCU(20)와 연동하여 엔진()의 제반적인 동작을 제어한다.The ECU 10 is connected to the HCU 20 through a network, and controls the overall operation of the engine in cooperation with the HCU 20.

HCU(20)는 주행요구 및 차량 상태에 따라 네트워크를 통해 각 제어기들을 통합 제어하여 엔진(80) 및 모터(70)의 출력 토크를 제어하고, 운전조건 및 배터리(40)의 상태에서 따라 엔진 클러치(90)를 제어하여 모터모드(EV), 하이브리드 모드(HEV) 및 엔진모드의 주행을 제어한다.The HCU 20 controls the output torques of the engine 80 and the motor 70 by integrally controlling the respective controllers through the network according to the driving demand and the vehicle state, and the engine clutch according to the driving conditions and the state of the battery 40. The controller 90 controls driving of the motor mode EV, the hybrid mode HEV, and the engine mode.

MCU(30)는 HCU(30)의 제어에 따라 모터(70)의 구동을 제어하고, 회생제동 제어시에 모터(70)에서 발전되는 전기를 배터리(40)에 저장한다.The MCU 30 controls the driving of the motor 70 under the control of the HCU 30, and stores electricity generated in the motor 70 in the battery 40 during regenerative braking control.

배터리(40)는 하이브리드 모드(HEV) 및 모터모드(EV)에서 모터(70)에 전원을 공급하고, 회생제동 제어시 모터(70)를 통해 회수되는 전기를 충전된다.The battery 40 supplies power to the motor 70 in the hybrid mode HEV and the motor mode EV, and charges the electricity recovered through the motor 70 during regenerative braking control.

BMS(50)는 상기 배터리(40)의 전압, 전류, 온도 등의 정보를 종합 검출하여 SOC(State Of Charge) 상태 및 충방전 전류량을 관리 제어하며, 그에 대한 정보를 네트워크를 통해 HCU(20)에 제공한다.The BMS 50 manages and controls the state of charge (SOC) state and the charge / discharge current amount by comprehensively detecting information such as voltage, current, and temperature of the battery 40, and transmits information on the HCU 20 through the network. To provide.

ABS(60)는 운전자의 제동요구가 검출되면 페달 스트로크 및 마스터 실린더의 유압으로부터 요구되는 제동토크를 계산하고, 제동토크에 따라 구동륜에 공급되는 유압을 제어하여 제동 제어를 실행한다.The ABS 60 calculates the braking torque required from the pedal stroke and the hydraulic pressure of the master cylinder when the driver's braking request is detected, and performs the braking control by controlling the hydraulic pressure supplied to the drive wheel according to the braking torque.

또한, 제동토크에 따라 전륜 제동토크를 계산하여 회생제동 토크 요구량을 결정하여 네트워크를 통해 연결되는 HCU(20) 및 MCU(30)와 연동하여 모터(70)의 회생제동 토크를 제어하여 회생제동 제어가 실행되도록 한다.Also, the regenerative braking torque is calculated by controlling the regenerative braking torque of the motor 70 by interlocking with the HCU 20 and the MCU 30 connected to the HCU 20 through the network by calculating the front brake braking torque according to the braking torque. To run.

상기 ABS(60)는 회생제동 협조제어가 실행되는 상태에서 마스터 실린더의 압력 변화를 검출하여 압력 변화가 발생되지 않는 상태에서 차량의 가속도(감속도)에 변화가 발생되면 가속도의 변화에 따라 유압토크 변환계수를 가변 적용하여 일정한 가속도(감속도)가 유지되도록 제어한다.The ABS 60 detects the pressure change of the master cylinder in the state where the regenerative braking cooperative control is executed, and when the change in the acceleration (deceleration) of the vehicle occurs in the state where no pressure change occurs, the hydraulic torque according to the change of the acceleration. Variable conversion coefficients are applied to control constant acceleration (deceleration).

예를 들어, 회생제동 협조제어가 실행되는 상태에서 차량 가속도가 증가하면 유압토크 변환계수를 감소시키고, 차량 가속도가 감소하면 유압토크 변환계수를 증가시켜 차량 가속도(감속도)가 일정하게 유지될 수 있도록 한다.For example, when the vehicle acceleration increases while the regenerative braking cooperative control is executed, the hydraulic torque conversion coefficient is decreased, and when the vehicle acceleration is decreased, the hydraulic torque conversion coefficient is increased to keep the vehicle acceleration (deceleration) constant. Make sure

모터(70)는 상기 MCU(30)의 제어에 따라 구동토크가 조정된다.The driving torque of the motor 70 is adjusted according to the control of the MCU 30.

엔진(80)은 ECU(20)의 제어에 의해 출력이 제어되며, 미도시된 ETC(Electric Throttle Control)를 통해 흡입 공기량이 조정된다.The output of the engine 80 is controlled by the control of the ECU 20, and the amount of intake air is adjusted through an electric threshold control (ETC) not shown.

엔진 클러치(90)는 엔진(80)과 모터(100)의 사이에 배치되어, HCU(20)의 제어에 따라 동작되어 운전모드를 결정한다.The engine clutch 90 is disposed between the engine 80 and the motor 100 and operated under the control of the HCU 20 to determine the operation mode.

전술한 바와 같은 기능이 포함되는 하이브리드 차량의 제동 제어는 다음과 같이 실행된다.Braking control of the hybrid vehicle incorporating the above functions is performed as follows.

하이브리드 차량의 운행과 유압토크만의 제동 제어의 동작은 통상적인 동작 과 동일하게 실행되므로 이에 대한 구체적인 설명은 생략하고, 회생제동 협조제어가 실행되는 상태에서 안정된 제동감을 확보하는 동작에 대해서만 설명한다.Since the operation of the hybrid vehicle and the braking control only of the hydraulic torque are performed in the same manner as the normal operation, a detailed description thereof will be omitted and only the operation of securing a stable braking feeling in the state of regenerative braking cooperative control will be described. .

운전자의 제동 요구에 따라 유압 제동토크로 구동휠(100)을 구속하고, 회생제동토크로 모터(70)의 구동을 구속하는 회생제동 협조제어가 실행되면(S101) ABS(60)는 브레이크 페달 스트로크에 따른 마스터 실린더의 압력을 센싱하여(S102) 마스터 실린더 압력에 변화가 있는지를 판단한다(S103).When the regenerative braking cooperative control for restraining the drive wheel 100 with the hydraulic braking torque and restraining the drive of the motor 70 with the regenerative braking torque is executed in accordance with the driver's braking request (S101), the ABS 60 strokes the brake pedal. By sensing the pressure of the master cylinder according to (S102) it is determined whether there is a change in the master cylinder pressure (S103).

상기 S103의 판단에서 마스터 실린더 압력에 변화가 있는 상태이면 운전자의 제동 요구 토크에 변화가 있는 것으로 판단하여 리턴되고, 마스터 실린더 압력에 변화가 검출되지 않으면 휠속 센서에서 검출되는 차속의 변화를 이용하여 차량의 가속도(감속도)를 연산한다(S104).If it is determined in S103 that the master cylinder pressure is in a changed state, it is determined that there is a change in the braking request torque of the driver. Calculate the acceleration (deceleration) of (S104).

그리고, 연산된 차량의 가속도(감속도)에 변화가 있는지를 판단하여(S105) 그에 따라 유압토크 변환계수를 가변 적용하여 상시적으로 일정한 가속도(감속도)가 유지되도록 한다(S106)(S107)(S108).Then, it is determined whether there is a change in the calculated acceleration (deceleration) of the vehicle (S105), and the hydraulic torque conversion coefficient is variably applied accordingly to maintain a constant acceleration (deceleration) at all times (S106) (S107). (S108).

즉, 회생제동 협조제어가 실행되는 상태에서 차량의 가속도(감속도)에 변화가 없는 상태이면 현재 적용되고 있는 유압토크 변환계수를 그대로 사용하고(S106), 차량의 가속도(감속도)가 증가되는 상태이면 증가분 만큼 유압토크 변환계수를 감소시켜 적용하며(S107), 차량의 가속도(감속도)가 감소되는 상태이면 감소분 만큼 유압토크 변환계수를 증가시켜 적용하여 도 3에 도시된 바와 같이 상시적으로 일정한 가속도(감속도)가 유지되도록 한다(S108).That is, if there is no change in the acceleration (deceleration) of the vehicle in the state where the regenerative braking cooperative control is executed, the currently applied hydraulic torque conversion coefficient is used as it is (S106), and the acceleration (deceleration) of the vehicle is increased. If the state is applied to reduce the hydraulic torque conversion coefficient by an increase (S107), if the acceleration (deceleration) of the vehicle is reduced is applied by increasing the hydraulic torque conversion coefficient by a decrease as shown in FIG. Constant acceleration (deceleration) is to be maintained (S108).

이상에서 본 발명의 실시예에 대하여 상세하게 설명하였지만 본 발명의 권리 범위는 이에 한정되는 것이 아니고 다음의 청구범위에서 정의하고 있는 본 발명의 기본 개념을 이용한 당업자의 여러 변형 및 개량 형태 또한 본 발명의 권리범위에 포함된다.Although the embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concepts of the present invention defined in the following claims are also provided. It is included in the scope of rights.

도 1은 본 발명의 실시예에 따른 하이브리드 차량의 제동 제어장치를 개략적으로 도시한 도면이다. 1 is a view schematically showing a braking control device for a hybrid vehicle according to an embodiment of the present invention.

도 2는 본 발명의 실시예에 따른 하이브리드 차량의 제동 제어절차를 도시한 흐름도이다.2 is a flowchart illustrating a braking control procedure of a hybrid vehicle according to an exemplary embodiment of the present invention.

도 3은 본 발명의 실시에에 따른 하이브리드 차량의 협조 제어와 가속도를 도시한 도면이다. 3 is a diagram illustrating cooperative control and acceleration of a hybrid vehicle according to an exemplary embodiment of the present invention.

도 4은 일반적인 하이브리드 차량의 회생 제동의 개념을 도시한 그래프이다.4 is a graph illustrating the concept of regenerative braking of a general hybrid vehicle.

도 5는 종래의 하이브리드 차량의 협조 제어중 낮은 유압토크 변환계수의 적용에 따른 가속도를 도시한 도면이다.5 is a diagram illustrating an acceleration according to the application of a low hydraulic torque conversion coefficient during cooperative control of a conventional hybrid vehicle.

도 6은 종래의 하이브리드 차량의 협조 제어중 높은 유압토크 변환계수의 적용에 따른 가속도를 도시한 도면이다.6 is a diagram illustrating an acceleration according to the application of a high hydraulic torque conversion coefficient during cooperative control of a conventional hybrid vehicle.

<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>

10 ; ECU 20 : HCU10; ECU 20: HCU

30 : MCU 40 : 배터리30: MCU 40: battery

50 : BMS 60: ABS50: BMS 60: ABS

70 : 모터 80 : 엔진70: motor 80: engine

90 : 클러치 100 : 구동휠90 clutch 100 driving wheel

Claims (4)

하이브리드 차량에 있어서,In a hybrid vehicle, 제동요구에 따라 회생제동 협조제어가 실행되면 차량의 가속도 변화를 검출하는 과정;Detecting a change in acceleration of the vehicle when the regenerative braking cooperative control is executed according to the braking request; 차량의 가속도 변화에 따라 유압토크 변환계수를 가변 적용하는 과정;Varying the hydraulic torque conversion coefficient according to the acceleration change of the vehicle; 을 포함하는 하이브리드 차량의 제동 제어방법.Braking control method of a hybrid vehicle comprising a. 제1항에 있어서,The method of claim 1, 상기 차량의 가속도 변화의 검출은 마스터 실린더의 유압 변화가 검출되지 않는 조건에서 실행되는 것을 특징으로 하는 하이브리드 차량의 제동 제어방법.The detection of the acceleration change of the vehicle is carried out under the condition that the hydraulic change of the master cylinder is not detected. 제1항에 있어서,The method of claim 1, 상기 차량의 가속도 변화가 증가되는 상태이면 유압토크 변화계수를 가속도 증가분 만큼 감소시켜 적용하는 것을 특징으로 하는 하이브리드 차량의 제동 제어방법. And controlling the hydraulic torque change coefficient by increasing the acceleration increase when the acceleration change of the vehicle is increased. 제1항에 있어서,The method of claim 1, 상기 차량의 가속도 변화가 감소되는 상태이면 유압토크 변화계수를 가속도 감소분 만큼 증가시켜 적용하는 것을 특징으로 하는 하이브리드 차량의 제동 제어 방법.And if the change in acceleration of the vehicle is reduced, increasing and applying the hydraulic torque change coefficient by an amount of acceleration reduction.
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US10046742B2 (en) 2015-04-09 2018-08-14 Hyundai Motor Company Method and apparatus for preventing sensitive brake of vehicle
KR20190124438A (en) 2018-04-26 2019-11-05 주식회사 만도 Apparatus and method for controlling regenerative braking in hybrid vehicle
KR20230165022A (en) 2022-05-26 2023-12-05 연세대학교 원주산학협력단 Cycle-GAN-based System for learning for image quality improvement

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KR100202964B1 (en) * 1996-06-28 1999-06-15 김영귀 Vehicle braking force calculation setting method
JP4051753B2 (en) * 1998-03-24 2008-02-27 いすゞ自動車株式会社 Brake control device
JP2008301590A (en) * 2007-05-30 2008-12-11 Honda Motor Co Ltd Electric vehicle
JP2009006836A (en) * 2007-06-27 2009-01-15 Nissan Motor Co Ltd Travel direction acceleration estimation device, automobile, travel direction acceleration estimation method, and vehicle control device

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10046742B2 (en) 2015-04-09 2018-08-14 Hyundai Motor Company Method and apparatus for preventing sensitive brake of vehicle
KR20190124438A (en) 2018-04-26 2019-11-05 주식회사 만도 Apparatus and method for controlling regenerative braking in hybrid vehicle
KR20230165022A (en) 2022-05-26 2023-12-05 연세대학교 원주산학협력단 Cycle-GAN-based System for learning for image quality improvement

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