KR20120082605A - Method for controlling regenerative braking in vehicle - Google Patents

Method for controlling regenerative braking in vehicle Download PDF

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Publication number
KR20120082605A
KR20120082605A KR1020110003980A KR20110003980A KR20120082605A KR 20120082605 A KR20120082605 A KR 20120082605A KR 1020110003980 A KR1020110003980 A KR 1020110003980A KR 20110003980 A KR20110003980 A KR 20110003980A KR 20120082605 A KR20120082605 A KR 20120082605A
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South Korea
Prior art keywords
regenerative braking
braking
motor
torque
regenerative
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KR1020110003980A
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Korean (ko)
Inventor
김현수
조치훈
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현대모비스 주식회사
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Priority to KR1020110003980A priority Critical patent/KR20120082605A/en
Publication of KR20120082605A publication Critical patent/KR20120082605A/en

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Abstract

The present invention relates to a regenerative braking control method of a vehicle which prevents a shift shock during a downshift due to a braking of a vehicle and maintains a riding comfort. When the downshift is started by braking, a regenerative braking of a motor is performed to prevent a shift shock. Disconnecting torque; Compensating the braking force of the electromagnetic brake by the regenerative braking torque disconnected to maintain the required braking force when disconnecting the regenerative braking torque of the motor; And connecting the regenerative braking torque of the disconnected motor when the downshift is completed.

Description

Regenerative braking control method of vehicle {METHOD FOR CONTROLLING REGENERATIVE BRAKING IN VEHICLE}

The present invention relates to a regenerative braking control method of a vehicle, and more particularly, to a regenerative braking control method of a vehicle to prevent shift shock and maintain a riding comfort during downshifting due to braking of a vehicle.

The vehicle's regenerative braking device converts the kinetic energy of the vehicle, which is consumed by simultaneous friction, into electrical energy, and stores it in an energy storage device such as a battery or an ultra capacitor so that it can be used again when driving.

In hybrid vehicles that use batteries as energy storage devices, regenerative braking is a key technology to improve fuel efficiency, especially in urban driving modes where acceleration and deceleration are repeated.

However, regenerative braking is limited by use of vehicle state battery SOC, battery power, vehicle speed, etc., so braking and cooperative control should be performed.

Meanwhile, in the automatic transmission vehicle, downshifting is performed until the vehicle is stopped by the shift map during braking.

In the case of automatic transmission vehicles, the torque converter absorbs the shift shock and has little effect on the riding comfort. However, the hybrid vehicle has no torque converter and a motor is connected to the transmission input shaft, so the impact of the shift affects the riding comfort. If you do not downshift for a ride, you have the following problems:

If the driver wants to re-acceleration during the first braking, the acceleration should be performed in 2nd or 3rd stage. However, in 6th stage, downshifting to 2nd or 3rd stage requires 2 shifts even if skip shift is considered. This delays the vehicle acceleration performance.

When regenerative braking is performed in the second sixth or fifth stage, the regenerative braking efficiency decreases because the speed of the motor decreases in response to the speed ratio and the motor is operated in a low efficiency range.

Therefore, the vehicle driving in 6th and 5th speed should downshift during regenerative braking to prepare for re-acceleration and increase the regenerative braking efficiency.

In the case of automatic transmission-based hybrid vehicles, when the engine clutch is released when regenerative braking is performed, the motor slips from the engine, the transmission, and the vehicle inertia by releasing the clutch and brake, which are the operating elements in the automatic transmission, in the transitional transient state.

At this time, if the regenerative braking torque of the motor is applied, the torque in the opposite direction is applied. Therefore, the motor speed decreases drastically. When the shift is made by connecting the clutch and brake as the operating elements, the torque shock is caused by the speed difference between the motor and the vehicle shaft. This occurs and reduces the braking ride comfort.

The above technical configuration is a background art for helping understanding of the present invention, and does not mean a conventional technology well known in the art.

The present invention is to reduce the motor regenerative braking torque when downshifting by braking of the vehicle, to increase the braking force to maintain the front wheel demand braking force, and to control the electromagnetic brake response characteristics when the motor regenerative braking torque is increased or decreased during downshifting. It is an object of the present invention to provide a regenerative braking control method of a vehicle capable of maintaining a riding comfort by minimizing the braking heterogeneity transmitted to a driver.

The regenerative braking control method of the vehicle according to an embodiment of the present invention includes: cutting the regenerative braking torque of the motor to prevent shift shock when downshifting by braking is started; Compensating the braking force of the electromagnetic brake by the regenerative braking torque disconnected to maintain the required braking force when disconnecting the regenerative braking torque of the motor; And connecting the regenerative braking torque of the disconnected motor when the downshift is completed.

In the present invention, the step of disconnecting and connecting the regenerative braking torque of the motor is characterized in that performed by simulating the response characteristics of the electromagnetic brake.

In addition, the regenerative braking control method of the vehicle according to an embodiment of the present invention includes calculating front wheel braking pressure and regenerative braking torque when the brake pedal is operated; Braking the front wheels with the front wheel friction braking force and the regenerative braking torque braking force calculated by the front wheel braking pressure and the regenerative braking torque; Disconnecting the regenerative braking torque of the motor to prevent shift shock when the downshift is started by the braking; Compensating the braking force of the front wheel by the disconnected regenerative braking torque; Connecting the regenerative braking torque of the disconnected motor when the downshift is completed; And braking the front wheels with the front wheel friction braking force and the regenerative braking torque braking force.

In the present invention, the step of disconnecting and connecting the regenerative braking torque of the motor is characterized in that performed by simulating the response characteristics of the electromagnetic brake.

As described above, the present invention controls the motor regenerative braking torque when downshifting by braking of the vehicle and increases the braking force of the electromagnetic brake to maintain the required braking force of the front wheel and to simulate the electromagnetic brake response characteristics when the motor regenerative braking torque is increased or decreased. As a result, it is possible to maintain a riding comfort by minimizing the braking heterogeneity transmitted to the driver during the downshift.

1 is a block diagram of a hybrid vehicle equipped with an automatic transmission according to an embodiment of the present invention.
2 is a diagram illustrating regenerative braking force and motor regenerative braking torque point movement according to the gear stage of the automatic transmission of FIG. 1.
3 is a block diagram of controlling the motor regenerative braking torque according to an embodiment of the present invention with an electromagnetic brake response characteristic.
4 is a view for explaining a method for controlling the motor regenerative braking torque during downshift according to an embodiment of the present invention.
5 is a flowchart illustrating a regenerative braking control method of a vehicle according to an exemplary embodiment of the present invention.

Hereinafter, the present invention will be described in more detail with reference to Examples. These embodiments are only for illustrating the present invention, and the scope of rights of the present invention is not limited by these embodiments.

In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, the terms described below are defined in consideration of the functions of the present invention, which may vary depending on the intention or custom of the user, the operator. Therefore, definitions of these terms should be made based on the contents throughout this specification.

1 is a block diagram of a hybrid vehicle equipped with an automatic transmission according to an embodiment of the present invention.

1 is a block diagram of a hybrid vehicle equipped with an automatic transmission according to an exemplary embodiment of the present invention, and FIG. 2 is a diagram illustrating regenerative braking force and motor regenerative braking torque point movement according to the gear stage of the automatic transmission of FIG. 1.

Referring to FIG. 1, a hybrid vehicle uses the engine 22 and the motor 24 to power a vehicle and is driven by EV and HEV by an engine clutch 23 between the engine 22 and the motor 24. This is possible.

The transmission 25 uses a six-speed automatic transmission in which a torque converter has been removed, and an integrated starter generator (ISG) is used for cranking the engine when starting or changing modes at idle stop of the engine 22. It was.

The front wheel of the automatic transmission-based hybrid vehicle is braked by regenerative braking of the motor 24 and friction braking by the electromagnetic brakes 32a, 32b, 32c, and 32d, and the rear wheel performs only friction braking.

Therefore, the front wheel braking force is expressed as the sum of the braking force by regenerative braking of the motor 24 and the friction braking force by the electromagnetic brakes 32a, 32b, 32c, and 32d.

As shown in FIG. 2, the regenerative braking force by the motor 24 increases and decreases as the reduction ratio increases, and decreases as the motor speed increases as the motor speed increases.

If the required braking force according to the driver's required deceleration is input as A, the maximum regenerative braking force of the vehicle running at 6 speeds from the given motor speed ωA is B, so the front wheel friction braking force is AB, excluding the regenerative braking force. Is determined.

Then, if the downshift signal is inputted from the 6th to the 4th stage, the regenerative braking torque of the motor 24 should be cut off during shifting, so the regenerative braking torque by the motor 24 becomes 0, and the operating point of the motor 24 becomes B. Go to C

At this time, the front wheel braking force is increased by A, which is the required wheel braking force, and all front braking is performed by friction braking.

As the downshift occurs, the rotational speed of the motor increases from ω A to ω A 'and the operating point of the motor 24 moves from C to C' with the torque zero.

When the downshift is completed and the regenerative braking torque of the motor 24 is increased to the size before the shift is made, the regenerative braking torque of the motor 24 is constant, but the regenerative braking force is D because the four-speed transmission ratio of the automatic transmission is greater than six. Becomes

At this time, the friction braking force is reduced from the front wheel demand braking force A to A-D except for the regenerative braking force D, thereby satisfying the front wheel demand braking force.

According to the present invention, when the downshift signal is input, the regenerative regenerative torque of the motor 24 is disconnected, and the speed change and the torque change are made, and then when the downshift is completed, the regenerative regenerative torque of the motor 24 is increased to perform regenerative braking. do.

3 is a block diagram of controlling the motor regenerative braking torque according to an embodiment of the present invention with an electromagnetic brake response characteristic.

Referring to FIG. 3, since the regenerative braking is generated by the motor 24, the response speed is faster than the friction braking response speed by the electromagnetic brakes 32a, 32b, 32c, and 32d.

Therefore, if the regenerative braking is disconnected before the braking force of the electromagnetic brakes 32a, 32b, 32c, and 32d is sufficiently generated at the point where the shift starts, the braking force of the driver may not be satisfied, and at the point where the shift ends, the electromagnetic brake 32a, If the regenerative braking force is first increased before the braking force of 32b, 32c, and 32d decreases, it becomes larger than the required braking force, which worsens the driver's riding comfort.

Therefore, the electromagnetic brake controller 21 controls the regenerative braking response speed of the motor 24 to be similar to the response speed of the electromagnetic brakes 32a, 32b, 32c, and 32d to maintain braking performance and ride comfort.

The electromagnetic brake response can be modeled as a secondary system.

Figure pat00001

Using the above equation, the electromagnetic brake controller 21 controls the response of the regenerative regenerative torque of the motor 24 to simulate the characteristics of the electromagnetic brakes 32a, 32b, 32c, and 32d.

When the regenerative braking is stopped and increased again during downshifting, the response performance of the motor 24 is simulated by the secondary system similarly to the response characteristics of the electromagnetic brakes 32a, 32b, 32c, and 32d to maintain a constant braking performance and ride comfort. To control.

4 is a view for explaining a method for controlling the motor regenerative braking torque when the downshift according to an embodiment of the present invention, Figure 5 is a view for explaining a regenerative braking control method of a vehicle according to an embodiment of the present invention Flowchart.

4 and 5, when the brake pedal 21 is operated by the driver (S1), the front wheel braking pressure and the regenerative braking torque are calculated according to the amount of the braking pedal (S2 and S3). In other words, the required braking force of the front and rear wheels is calculated according to the braking pedal amount.

The regenerative braking is performed only on the front wheels, so that the regenerative braking force of the motor 24 is calculated in consideration of the battery SOC, vehicle travel speed, automatic transmission shift ratio, and the like, and the electronic brakes 32a, 32b, The braking force of 32c and 32d) is calculated (S4).

If the downshift signal is input during braking by the calculated regenerative braking force and the electromagnetic brake (S5), the regenerative braking is gradually cut off in consideration of the responsiveness of the electromagnetic brake (S6) and the braking force of the electromagnetic brake is increased by the regenerative braking force. Supply the braking force (S7).

When the shift is completed (S8), the regenerative braking is restarted in consideration of the responsiveness of the electromagnetic brakes 32a, 32b, 32c, and 32d (S9) and the braking force of the electromagnetic brakes 32a, 32b, 32c, and 32d is reduced (S10). ).

In summary, the present invention simulates the regenerative braking torque of the motor 24 by simulating the response characteristics of the electromagnetic brakes 32a, 32b, 32c, and 32d to prevent shift shock when the downshift is started by braking. Compensates for the braking force of the front wheels by the braking torque.

When the downshift is completed, the regenerative braking torque of the disconnected motor is connected by simulating the response characteristics of the electromagnetic brakes 32a, 32b, 32c, and 32d, and the front wheel is braked by the front wheel friction braking force and the regenerative braking torque braking force.

As described above, the present invention cuts down the motor regenerative braking torque during downshifting by braking of the vehicle and increases the braking force to maintain the required braking force of the front wheel, and to control the electronic brake response characteristics during the increase / decrease of the motor regenerative braking torque. It is possible to keep the riding comfort by minimizing the braking heterogeneity transmitted to the driver.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, It is understandable. Accordingly, the true scope of the present invention should be determined by the following claims.

21: brake pedal 22: engine
23: engine clutch 24: motor
25: automatic transmission 26: final reduction gear
27: battery 28: MCU (motor control unit)
29: Inverter 30a.30b, 30c, 30d: Electronic brake
31: BCU (brake control unit) 32a.32b, 32c, 32d: tire
33: HCU (hybrid control unit) 34: electronic brake controller

Claims (4)

  1. Disconnecting the regenerative braking torque of the motor to prevent shift shock when downshifting by braking is started;
    Compensating the braking force of the electromagnetic brake by the regenerative braking torque disconnected to maintain the required braking force when disconnecting the regenerative braking torque of the motor; And
    And connecting the regenerative braking torque of the disconnected motor when the downshift is completed.
  2. The method of claim 1, wherein disconnecting and coupling the regenerative braking torque of the motor
    The regenerative braking control method of the vehicle, characterized in that performed by simulating the response characteristics of the electromagnetic brake.
  3. Calculating front wheel braking pressure and regenerative braking torque when the brake pedal is operated;
    Braking the front wheels with the front wheel friction braking force and the regenerative braking torque braking force calculated by the front wheel braking pressure and the regenerative braking torque;
    Disconnecting the regenerative braking torque of the motor to prevent shift shock when the downshift is started by the braking;
    Compensating the braking force of the front wheel by the disconnected regenerative braking torque;
    Connecting the regenerative braking torque of the disconnected motor when the downshift is completed; And
    And braking the front wheels with the front wheel friction braking force and the regenerative braking torque braking force.
  4. 4. The method of claim 3, wherein disconnecting and coupling the regenerative braking torque of the motor
    The regenerative braking control method of the vehicle, characterized in that performed by simulating the response characteristics of the electromagnetic brake.
KR1020110003980A 2011-01-14 2011-01-14 Method for controlling regenerative braking in vehicle KR20120082605A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101526433B1 (en) * 2014-07-30 2015-06-05 현대자동차 주식회사 Control method for improving efficiency of regeneration braking
KR101724913B1 (en) 2015-10-01 2017-04-10 현대자동차주식회사 Control method of dual clutch transmission for hybrid electric vehicle and control system for the same
US10099693B2 (en) 2015-10-08 2018-10-16 Hyundai Motor Company Control method of dual clutch transmission for hybrid electric vehicle and control system for the same

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101526433B1 (en) * 2014-07-30 2015-06-05 현대자동차 주식회사 Control method for improving efficiency of regeneration braking
KR101724913B1 (en) 2015-10-01 2017-04-10 현대자동차주식회사 Control method of dual clutch transmission for hybrid electric vehicle and control system for the same
US10046642B2 (en) 2015-10-01 2018-08-14 Hyundai Motor Company Control method of dual clutch transmission for hybrid electric vehicle and control system for the same
US10099693B2 (en) 2015-10-08 2018-10-16 Hyundai Motor Company Control method of dual clutch transmission for hybrid electric vehicle and control system for the same

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