KR20190051135A - Regenerative braking control device, vehicle having the regenerative braking control device, and method for controlling the vehicle - Google Patents

Abstract

The present invention provides a regenerative braking control device, a vehicle having the same, and a control method for the same. According to an aspect of the present invention, the regenerative braking control device obtains a deceleration value and a deceleration time based on a relative speed and a distance with other vehicles and controls regenerative braking based on the obtained deceleration value and the deceleration time. According to the present invention, the vehicle includes: a motor driving a wheel; a battery supplying driving power to the motor and charged by the motor in the regenerative braking; an obstacle detecting unit detecting an obstacle; a speed detecting unit detecting a driving speed; a front monitoring device obtaining distance from the obstacle based on information detected by the obstacle detecting unit and outputting information on the front of the vehicle based on the obtained distance; and the regenerative braking control device. The regenerative braking control device stores a regenerative braking rate by the each deceleration value corresponding to each of the multiple deceleration times in a lookup table and obtains a driving speed based on the information detected by the speed detecting unit. The regenerative braking control device also obtains the relative speed to the other vehicle based on the obtained distance and the obtained driving speed and obtains the deceleration value and the deceleration time based on the obtained distance, the relative speed, and the predetermined distance. Also, the regenerative braking control device obtains the regenerative braking rate corresponding to the deceleration value and the deceleration time obtained based on the lookup table of a storage unit and outputs a control command corresponding to the regenerative braking rate by the motor.

Description

[0001] The present invention relates to a regenerative braking control device,

The present invention relates to a regenerative braking control device for improving regenerative braking efficiency and brake peeling, a vehicle having the same, and a control method thereof.

A vehicle is a machine that drives wheels to move on the road.

Such vehicles include internal combustion engine vehicles (general engine vehicles) that generate mechanical power by burning petroleum fuels such as gasoline and diesel, and which use mechanical power to drive the engine, and electric power to reduce fuel consumption and toxic gas emissions. And an eco-friendly vehicle for driving.

Here, the eco-friendly vehicle includes an electric vehicle that includes a battery and a motor, which are a rechargeable power source, and that drives the electric wheel motor by rotating the electric motor accumulated in the battery and driving the wheel by using the rotation of the motor, And a hybrid vehicle and a hydrogen fuel cell vehicle that run by controlling the electric power of the electric power and the motor.

The hybrid vehicle may be driven in an EV (Electric Vehicle) mode using only the power of the motor, or in a HEV (Hybrid Electric Vehicle) mode using the power of the engine and the power of the motor, and may be coasting by braking or inertia. And regenerative braking mode in which the battery is charged by recovering the braking and inertia energy through the power generation operation of the motor.

A regenerative braking control device for controlling the regenerative braking based on the deceleration value and the deceleration time obtained by obtaining the deceleration value and the deceleration time based on the distance to the other vehicle and the relative speed to the other vehicle, ≪ / RTI >

The other aspect is a regenerative braking control device for controlling a regenerative braking based on a deceleration value and a deceleration time obtained by acquiring a deceleration value and a deceleration time based on a target running speed and a target inter-vehicle distance set by a user, And a control method thereof.

Another aspect relates to a regenerative braking control device for controlling a regenerative braking based on a deceleration value and a deceleration time based on a deceleration value and a deceleration time based on a deceleration value and a distance to an overspeed monitoring position, And provides a control method thereof.

A regenerative braking control device according to one aspect of the present invention is a regenerative braking control device for controlling regenerative braking of a motor, the regenerative braking control device comprising: a communication unit for receiving detection information and speed information of an obstacle; A storage unit for storing a regenerative braking amount for each deceleration value corresponding to each of the plurality of deceleration times in a look-up table; Acquiring a distance from the obstacle based on the received detection information, acquiring a traveling speed based on the received speed information, acquiring a relative speed with another vehicle based on the obtained distance and traveling speed, Obtains the deceleration value and the deceleration time based on the predetermined distance and the obtained relative speed, acquires the deceleration value obtained based on the look-up table of the storage unit and the regenerative braking amount corresponding to the deceleration time, And a control unit for controlling the communication unit to output a charge command of the battery and a control command to be issued.

The control unit of the regenerative braking control apparatus according to an aspect of the present invention includes a control unit for sampling the detected information detected at regular intervals to acquire a sampling rate, applying weights to the sampling rates obtained using the Gaussian distribution, ≪ / RTI >

The control unit of the regenerative braking control apparatus according to an aspect of the present invention includes a control unit for sampling the detected information detected at regular intervals to obtain a sampling rate, applying a weight for each sampling rate obtained using the normalized sample value of the total weighting scheme, And obtaining a deceleration value for each sampling rate.

The control unit of the regenerative braking control apparatus according to one aspect includes obtaining a deceleration value at a time point between predetermined periods by applying an effective output to the deceleration value for each sampling rate to which the weight value is applied.

The communication unit of the regenerative braking control device according to one aspect receives the target driving speed and the target inter-vehicle distance set by the user, and the control unit obtains the deceleration value and the deceleration time based on the received target driving speed and the target inter- .

The communication unit of the regenerative braking control device according to one aspect receives navigation information, and the control unit acquires the deceleration value and the deceleration time based on the distance between the speed limit and the overspeed monitoring position in the navigation information.

The control unit of the regenerative braking control device according to one aspect includes the communication unit receiving the navigation information and the control unit acquiring the deceleration value and the deceleration time based on the distance to the speed limit and overspeed monitoring position in the navigation information.

The control unit of the regenerative braking control unit according to one aspect determines whether the braking time point or the deceleration time point is determined based on the obtained deceleration value and the deceleration time and controls to output the determined braking time point or deceleration time point information through the communication unit .

A vehicle according to another aspect includes: a motor for driving wheels; A battery that supplies drive power to the motor and is charged by the motor during regenerative braking; An obstacle detection unit for detecting an obstacle; A speed detection unit for detecting a traveling speed; A forward monitoring device that obtains a distance to the obstacle based on the information detected by the obstacle detecting unit and outputs the forward information of the vehicle based on the obtained distance; And a control unit that stores a regenerative braking amount for each deceleration value corresponding to each of the plurality of deceleration times in a look-up table, acquires a running speed based on the information detected by the speed detecting unit, Obtains the deceleration value and the deceleration time based on the acquired relative speed, the obtained distance, the relative speed, and the predetermined distance, and acquires the deceleration value and the regenerative braking amount corresponding to the deceleration value obtained based on the look- And a regenerative braking control device for outputting a control command corresponding to the regenerative braking amount to the motor.

The vehicle according to another aspect includes: a position receiving unit for receiving position information; An image acquiring unit acquiring an image of a road; An autonomous drive control device for acquiring a current position based on the position information received by the position receiving section and controlling the autonomous travel based on the obtained distance, the obtained relative speed, the obtained image and route information to the destination, And the autonomous drive control device acquires the distance to the obstacle based on the information detected by the obstacle detection part at the off-time of the front monitoring device, acquires the traveling speed based on the information detected by the speed detection part, And the regenerative braking control device includes receiving a distance, a relative speed, and a predetermined distance obtained from the autonomous drive control device when the front monitoring device is off.

The vehicle according to another aspect further includes an input unit for receiving the target driving speed and the target inter-vehicle distance and inputting the cruise driving mode, and the regenerative braking control device controls the other vehicle based on the distance between the target driving speed and the obtained obstacle And acquiring the deceleration value and the deceleration time based on the target inter-vehicle distance and the distance to the obtained obstacle, and the relative speed.

A vehicle according to another aspect of the present invention includes an input unit for receiving destination information and receiving a navigation mode; A position receiver for receiving position information; Further comprising a navigation device for generating route information based on the location information and the destination information, generating navigation information by matching the generated route information with the map information, and outputting the generated navigation information, wherein the regeneration braking control device comprises: Determining a speed limit of the information, and obtaining a deceleration value and a deceleration time based on the determined speed limit.

The regenerative braking control device of the vehicle according to the other aspect obtains the deceleration value and the deceleration time based on the distance between the speed limit position and the overspeed monitoring position by confirming the distance from the speed limit to the overspeed monitoring position in the navigation information .

A regenerative braking control apparatus for a vehicle according to another aspect of the present invention is a regenerative braking control apparatus for a vehicle that obtains a sampling rate by sampling detection information detected at regular intervals and applies a weight to each sampling rate obtained using a Gaussian distribution, ≪ / RTI >

The regenerative braking control apparatus for a vehicle according to another aspect of the present invention is a regenerative braking control apparatus for a vehicle that obtains a sampling rate by sampling detection information detected at regular intervals and applies a weight for each sampling rate obtained using a normalized sample value of the total weighting method, And obtaining a deceleration value for each sampling rate.

A regenerative braking control system for a vehicle according to another aspect includes obtaining a deceleration value at a point in time between certain periods by applying an effective output to a deceleration value by a weighted sampling rate.

According to another aspect of the present invention, there is provided a vehicle control method including a motor for driving wheels, a battery for supplying driving power to the motor, and a battery charged by the motor at the time of regenerative braking, Acquiring a distance from the obstacle based on the information detected by the detecting unit, acquiring the traveling speed based on the information detected by the speed detecting unit, acquiring the relative speed with respect to the other vehicle based on the obtained distance and traveling speed, Obtains a deceleration value and a deceleration time based on the obtained distance, the relative speed, and a predetermined distance, acquires a deceleration value corresponding to the deceleration value and the deceleration time based on the pre-stored lookup table, The driving of the motor is controlled based on the same amount, and the battery is charged by driving the motor.

Controlling the driving of the motor determines whether the deceleration time is a braking time or deceleration time based on the obtained deceleration value and the deceleration time. If it is determined that the deceleration time is the deceleration time, the direction of the current applied to the motor is controlled in the reverse direction, And controlling the direction of rotation of the motor in the reverse direction.

The deceleration value and the deceleration time are acquired by obtaining the relative speed with respect to the other vehicle based on the distance between the target driving speed and the obtained obstacle when the target driving speed and the target inter-vehicle distance are input through the input unit, And acquiring a deceleration value and a deceleration time based on the distance, relative speed, and the obtained obstacle.

Obtaining the deceleration value and the deceleration time includes obtaining the deceleration value and the deceleration time based on the speed limit when the speed limit information in the navigation information is received.

A control method of a vehicle according to another aspect further includes obtaining an auxiliary braking amount based on the deceleration value and controlling operation of a braking device provided adjacent to the wheel based on the obtained auxiliary braking amount.

Obtaining the deceleration value is to obtain the sampling rate by sampling the detected information detected at regular intervals, apply the weights to the sampling rate obtained using the Gaussian distribution, and obtain the deceleration value by the weighted sampling rate .

Obtaining the deceleration value includes acquiring a sampling rate by sampling the detected information detected at regular intervals, applying weights to the sampling rates obtained using the normalized sample values of the total weighting scheme, and applying the weighted sampling rate And obtaining a deceleration value.

The present invention can optimize the regenerative braking using the acceleration / deceleration information during the forward monitoring mode, the navigation mode, and the autonomous running mode without operating the driver's brake pedal and the accelerator pedal, , It is possible to maximize the energy storage through the linear regenerative braking and to maximize the brake peeling, so that smooth acceleration / deceleration can be performed.

Since the present invention performs regenerative braking using information during execution of the forward monitoring mode, the navigation mode, and the autonomous running mode, it is possible to eliminate the driving IC, the brake pedal, the sensor for detecting the pressing of the accelerator pedal, Can be saved.

Since the regenerative braking force is adjusted according to the acceleration / deceleration value by using a pre-stored look-up table (LUT), the regenerative braking can be performed quickly, thereby improving the reliability.

Since the present invention processes only a quantized signal with an object tracking algorithm through forward monitoring, signal processing for regenerative braking can be performed quickly.

1 is an external view of a vehicle body of a vehicle according to an embodiment.
Fig. 2 is a view showing a built-in example of a vehicle body according to an embodiment. Fig.
3 is an exemplary view of a vehicle frame according to an embodiment.
4 is a control configuration diagram of the vehicle according to the embodiment.
5 is a configuration diagram of a regenerative braking control apparatus for a vehicle according to the embodiment.
6 is a diagram showing an example of calculation of the acceleration / deceleration value of the regenerative braking control device for a vehicle according to the embodiment.
FIGS. 7 and 8 are diagrams illustrating examples of application of a weight to obtain a regenerative braking amount of a regenerative braking control apparatus for a vehicle according to an embodiment.
Fig. 9 is an exemplary view of a look-up table of a regenerative braking control device for a vehicle according to an embodiment.
10 is a control flowchart of the vehicle according to the embodiment.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 is an external view of a vehicle body according to an embodiment, Fig. 2 is an internal view of a vehicle body according to an embodiment, and Fig. 3 is an exemplary view of a vehicle body according to an embodiment.

The vehicle 100 of the present embodiment is an eco-friendly vehicle and exemplifies a hybrid vehicle that includes an engine, a battery, and a motor of an environmentally friendly vehicle and controls the mechanical power of the engine and the electric power of the motor.

Here, the hybrid vehicle may be a plug-in hybrid electric vehicle (HEV: Hybrid Electric Vehicle) or a plug-in hybrid electric vehicle (PHEV) with a plug.

The vehicle 100 of the present embodiment includes a chassis 130 having a body 110 having an enclosure 110 and an interior 120 and a remainder of the body except for the vehicle body.

1, the exterior 110 of the vehicle body includes a front panel 111, a bonnet 112, a roof panel 113, a rear panel 114, front, rear, left and right doors 115, And a window glass 116 which is openably and closably provided on the window glass 115.

The exterior of the vehicle body includes a filler provided at a boundary between window glasses of front, rear, left and right doors, a side mirror providing a driver with a view of the rear of the vehicle 100, And a lamp 117 which performs a function of a signal and communication with the vehicle and the pedestrian.

The enclosure of the vehicle body further includes an antenna 118 for performing a wireless vehicle network (V2X: Vehicle to everything) such as communication (V2V) with other vehicles and communication (V2I) with the infrastructure.

2, the interior body 120 of the vehicle body includes a seat 121 on which an occupant sits, a dashboard 122, and a tachometer 120. The tachometer 120 includes a tachometer, a speedometer, a coolant thermometer, a fuel meter, (I.e., cluster 123) in which a door open warning lamp, an engine oil warning lamp, a fuel oil warning lamp, and a fuel shortage warning lamp are arranged, an air conditioner blower A head unit 125 provided in the center pacea 124 and receiving an operation command of the audio equipment and the air conditioner and a head unit 125 provided in the center pacea 124, And a startup unit 126 for receiving input.

The vehicle 100 includes a shift lever which is provided on the center pacea 124 and receives an operation position and a parking button which is located around the shift lever or the head unit 125 and receives an operation command of an electronic parking brake device (EPB button).

The vehicle 100 may further include an input unit 127 for receiving operation commands of various functions.

The input unit 127 may be provided in the head unit 125 and the center pacea 124 and may include at least one physical button such as an operation on-off button for various functions, a button for changing setting values of various functions can do.

The input unit 127 may further include a jog dial (not shown) or a touch pad (not shown) for inputting a cursor movement command and a selection command displayed on the display unit of the user interface 129.

Here, the jog dial or the touch pad may be provided in a center fascia or the like.

The vehicle 100 may further include a display unit 128 provided in the head unit 125 for displaying information on functions performed in the vehicle and information input by the user.

The display unit 128 can display any one of an electric vehicle mode (i.e., EV mode), a hybrid electric vehicle mode (i.e., HEV mode), and a regenerative braking mode corresponding to the driving state of the engine and the motor of the vehicle.

The vehicle further includes a user interface 129 for user's convenience.

The user interface 129 may also display information about the function being performed and information entered by the user.

The user interface 129 is provided with a touch screen in which the touch panel and the display panel are integrated, and can perform both the input function and the display function, and can perform only the display function with only the display panel.

The user interface 129 receives mode selection information for a navigation mode, an autonomous driving mode, a forward monitoring mode, a manual driving mode, and the like.

The user interface 129 displays the driving mode selected by the user during the navigation mode, the autonomous driving mode, the forward monitoring mode, the manual driving mode, and the HEV mode, the EV mode, and the regenerative braking Mode.

The user interface 129 may display map information, route information, and route guidance information in the navigation mode, and may display images in the forward, backward, leftward, and rightward directions in the autonomous mode. In this case, It is also possible to display the guidance information.

The user interface 129 may also display information about the function being performed and information entered by the user.

The user interface 129 can perform audio functions, video functions, DMB functions, and radio functions.

The user interface 129 may be laid out on a dashboard or embedded in a center fascia.

The vehicle chassis 130 is a frame for supporting the vehicle bodies 110 and 120. The vehicle chassis 130 includes front and rear wheels 131 disposed on the front and rear sides, left and right wheels, A power unit 132-139 for applying to the left and right wheels 131, a steering device, a braking device for applying braking force to the front and rear left and right wheels 131, and a suspension device.

The vehicle 100 includes a steering wheel 131 of a steering device for adjusting the direction of travel, a brake pedal 132 that is pressed by the user according to the user's braking will, And an accelerator pedal 133 (see Fig. 2).

3, the power unit includes an engine 132, a fuel device (not shown), a cooling device (not shown), a fuel supply device (not shown), a battery 133, a motor 134, 135 and an inverter 137, which may include an inverter 136, a clutch 137, a transmission 138, a longitudinal decelerating and differential device 139, and an actuator 137a for driving the clutch 137 .

The present embodiment is an example of a power unit having a parallel structure in which an engine 132 and a motor 134 are connected to an axle 139a of the vehicle so that the engine 132 and the motor 134 can simultaneously drive the vehicle .

The engine 132 combusts petroleum fuel such as gasoline and light oil to generate mechanical power and transmits the generated power to the clutch 137.

The battery 133 generates electric power of a high voltage and supplies the generated electric power to the motor 134, the generator 135, and various electric devices in the vehicle.

It is also possible that the battery 133 is supplied with power supplied from the starter generator 135 and performs charging.

The motor 134 uses the electric energy of the battery 133 to generate a rotational force and transmits the generated rotational force to the wheel so that the wheel is driven.

When the motor 134 is connected to the engine 132 by the clutch 137, the motor 134 transmits the rotational force of the engine 132 to the wheel 131 together. It is also possible that such a motor 134 performs a function of a conventional torque converter and also a function of absorbing shocks when the clutch is closed.

The motor 134 operates as a generator in a regenerative braking mode by braking, decelerating or running at a low speed so that the battery 133 is charged.

A hybrid starter generator (HSG) 135 can be connected to the crankshaft of the engine 132 and operates as a starter motor when the engine 132 is started by interlocking with the crankshaft of the engine 132, And operates as a generator by the engine 132 when not driven by the engine 132 so that the battery 133 is charged.

That is, the starter generator 135 may be operated as a generator by the power transmitted through the engine 132 to charge the battery 133.

It is also possible for the vehicle to charge the battery 133 using electric power supplied from the charger disposed in the parking lot or the charging station.

The power unit of the vehicle may further include a power converter (not shown) that converts power generated in the starter generator 135 into chargeable power of the battery 133. [ Here, the power converter may be a converter.

It is also possible for the power converter to perform the function of changing the direction and the output of the current between the starter generator 135 and the battery 133.

The power converter also converts the power generated by the motor 134 into the chargeable power of the battery 133 and converts the power of the battery 133 into drive power of various devices in the vehicle.

It is also possible for the power converter to perform the function of changing the direction and the output of the current between the motor 134 and the battery 133.

The inverter 136 converts the electric power of the battery 133 into the driving electric power of the motor 134.

The inverter 136 is also capable of converting the power of the battery 133 into the driving power of the starter generator 135.

The inverter 136 outputs the driving power of the motor 134 based on the target vehicle speed by the user command when the driving power of the motor 134 is output. Here, the driving power of the motor 134 may be a switching signal for outputting the current corresponding to the target vehicle speed and a switching signal for outputting the voltage corresponding to the target vehicle speed. In other words, the inverter 136 may include a plurality of switching elements.

The clutch 137 may be disposed between the engine 132 and the motor 134.

The clutch 137 may be closed (closed or locked) when the driving force of the wheel is generated using the engine 132 and the motor 134. When the driving force of the wheel is generated using only the motor 134, A spring (not shown) may be pushed and opened by a hydraulic pressure generated by driving a hydraulic clutch actuator (HCA).

When the vehicle having such a clutch is driven only by the motor 134 (EV mode), the clutch 137 is opened to prevent the motor 134 and the engine 132 from being mechanically connected, To be transmitted to the transmission 138. At this time, the engine 132 may be driven off and may be in a drive-on state when the battery is charged.

When the engine 132 and the motor 134 operate together to drive (HEV mode), the clutch is closed so that the rotational force of the engine 132 is added to the rotational force of the motor 134 and then transmitted to the transmission 138 do.

In addition, even when the vehicle is driven only by the engine 132, the clutch 137 is closed and rotated together with the motor 134 because the engine must be connected to the axle.

The transmission 138 transmits rotational motion of the engine 132 and the motor 134 to the wheel 131 or transmits rotational motion of the motor 134 to the wheel 131. [ This transmission 138 may be a dual clutch transmission (DCT) that allows the gear to be operated using two clutches.

The transmission 138 automatically performs optimum torque conversion by causing the gear to be automatically operated based on the running speed of the vehicle.

The vehicle is provided between the transmission 138 and the wheel 131 and includes a decelerating and differential device 139 (FD: Final Reduction & Differential) which converts the rotational speed RPM of the motor so that the running speed of the vehicle reaches the target speed. gear < / RTI >

Here, the target speed may be a speed corresponding to the pressing of the accelerator pedal 143 or the brake pedal 142. [

The vehicle of the present embodiment is a vehicle capable of detecting an obstacle, and can perform a forward monitoring mode for outputting information on an obstacle ahead.

The vehicle of the present embodiment is capable of performing an autonomous running mode in which an autonomous running is possible through the detection of an obstacle in the vicinity, and a highway autonomous running mode having a highway driving assist (HDA) , And it is also possible to perform a cruise running mode in which the vehicle runs autonomously at a constant speed.

That is, the vehicle may include at least one of a forward monitoring device and an autonomous drive control device.

4 is a control configuration diagram of the vehicle according to the embodiment.

The vehicle 100 includes a user interface 129, an obstacle detection unit 151, a speed detection unit 152, an image acquisition unit 153, a position reception unit 154, a battery management unit 155, a communication device 156, 132, and a motor 134.

The vehicle 100 may further include at least one of a front monitoring device 161, a navigation device 162, an autonomous drive control device 163 and a regenerative braking control device 164, and may be a front monitoring device, a navigation device, An autonomous drive control device, and an integrated control device 165 for an integrated controller of the regenerative braking control device.

The vehicle 100 may further include a braking device 170 that applies the braking force of the vehicle.

The user interface 129 may include an input unit 129a and a display unit 129b.

The input unit 129a receives at least one of the navigation mode, the autonomous driving mode, the forward monitoring mode, and the manual driving mode from the user.

The input unit 129a receives the target driving speed and the target inter-vehicle distance in the cruise driving mode.

The input unit 129a can also receive a deceleration command up to the limit speed.

The display unit 129b displays performance information on the running mode during the navigation mode, the autonomous driving mode, the forward monitoring mode, and the manual driving mode, and displays the HEV mode, the EV mode, and the regeneration Displays performance information for the braking mode.

The display unit 129b may display map information, route information and route guidance information when the navigation mode is performed, and may also display an image of the surroundings of the vehicle when the autonomous mode is executed.

The display unit 129b may also display information on the state of charge of the battery.

Although the input unit and the display unit of the user interface have been described in the present embodiment, the input unit may be an input unit provided in the head unit or the center fascia, and the display unit may be a display unit provided in the cluster or a display unit provided in the head unit.

The display unit may be a lamp such as an LED provided separately in the interior of the vehicle.

The obstacle detecting unit 151 detects the presence of other vehicles and obstacles in the vicinity.

The obstacle detection unit 151 may include a distance detection unit that detects a distance to an obstacle located in front of the vehicle 100. [ Here, the obstacle includes other vehicles, and besides other vehicles, it may include a roadside tree, a traffic light, a barricade, a person, and the like.

The obstacle detecting unit 151 may include a plurality of distance detecting units. The plurality of distance detecting units may be provided on at least one of the front panel 111, the roof panel 113, and the rear panel 114 of the vehicle

The distance detecting unit includes a rider sensor.

LiDAR (Light Detection And Ranging) sensor is a non-contact type distance detection sensor using the principle of laser radar.

The laser sensor may include a transmitter for transmitting a laser, and a receiver for receiving a laser reflected on the surface of an object existing within the sensor range.

Where the laser may be a single laser pulse.

The distance detection unit may include an ultrasonic sensor or a radar sensor.

The speed detector 152 detects the running speed of the vehicle.

The speed detecting section 152 may include a wheel speed sensor provided on each of the front, rear, left and right wheels to detect the rotational speed of each wheel, and may include an acceleration detecting section for detecting the acceleration of the vehicle.

The image acquisition unit 153 acquires an image of a road on which the vehicle 100 travels and transmits the acquired image to at least one of the forward monitoring device and the autonomous drive control device through the communication device 156. Here, the image of the road may be the image of the road in the forward direction with respect to the running direction of the child vehicle 100.

The image acquiring unit 153 may include a CCD or a CMOS image sensor and may be a three dimensional spatial recognition sensor such as a KINECT (RGB-D sensor), a TOF (Structured Light Sensor), a Stereo Camera, . ≪ / RTI >

The image acquiring unit 153 may be provided in a window glass on the front side, but may be provided in a window glass inside the vehicle, or may be provided in a room mirror inside the vehicle, or may be provided with a roof panel 113, It is possible.

That is, the image acquiring unit 153 may further include at least one of a front camera for acquiring an image of the front of the vehicle, a left camera for acquiring images of left and right sides of the vehicle, a right camera, and a rear camera for acquiring images of the rear of the vehicle It is possible.

The position receiving unit 154 receives the position information of the satellite to recognize the current position of the vehicle.

The position receiver 154 includes a Global Positioning System (GPS) receiver that communicates with a plurality of satellites.

The battery management unit 155 detects the current, voltage, and temperature of the battery 133, determines the state of charge (SOC) of the battery based on the detected current, voltage, and temperature of the battery, The battery is managed to charge and discharge the battery.

The battery management section 155 can transmit information corresponding to the state of charge of the battery to the regenerative braking control device 164.

The communication device 156 communicates with the user interface 129, the obstacle detection unit 151, the speed detection unit 152, the image acquisition unit 153, the position reception unit 154, and the battery management unit 155, Device 161, the navigation device 162, the autonomous drive control device 163, and the regenerative braking control device 164, as shown in Fig.

The communication device 156 transmits and receives information between the respective components.

The communication device 156 is configured to receive input information of the user interface 129, detection information of the obstacle detection unit 151, detection information of the speed detection unit 152, image information of the image acquisition unit 153, Information on the state of charge of the battery of the battery management unit 155 to the front monitoring device 161, the navigation device 162, the autonomous drive control device 163 and the regenerative braking control device 164, respectively.

The communication device 156 can perform communication with the external device via the antenna 118. [

The external device may include at least one of the other vehicle, the server, and the infrastructure.

The communication device 156 can implement V2V communication with another vehicle.

The communication device 156 can transmit and receive position information, running information, environmental information of the road, and satellite information through communication with other vehicles. Here, the other vehicle may be a vehicle located in front of the present vehicle.

Here, the server receives traffic information, environmental information of roads, and the like from a plurality of vehicles, and provides the information to a plurality of vehicles. The infrastructure of the road transmits information of the server and the vehicle and information of the road.

The communication device 156 can receive traffic information and information collected from other vehicles by performing communication (V2I communication) between the server (not shown) and the infrastructure (not shown).

The communication device 156 may include one or more components that enable communication with an external device, and may include at least one of a local communication module, a wired communication module, and a wireless communication module, for example.

The short-range communication module uses a wireless communication network, such as a Bluetooth module, an infrared communication module, an RFID (Radio Frequency Identification) communication module, a WLAN (Wireless Local Access Network) communication module, an NFC communication module, and a Zigbee communication module, And may include various short range communication modules for transmitting and receiving.

The wired communication module may be a wired communication module such as a CAN (Controller Area Network) communication module, a local area network (LAN) module, a wide area network (WAN) module, or a value added network Communication module, various cable communication such as USB (Universal Serial Bus), HDMI (High Definition Multimedia Interface), DVI (Digital Visual Interface), RS-232 (recommended standard232), power line communication or POTS Modules.

In addition to the Wifi module and the wireless broadband module, the wireless communication module may be a GSM (Global System for Mobile Communication), a CDMA (Code Division Multiple Access), a WCDMA (Wideband Code Division Multiple Access) ), Time Division Multiple Access (TDMA), Long Term Evolution (LTE), and the like.

The forward monitoring device 161 monitors the front of the vehicle based on the detection information detected by the obstacle detecting unit 154 when the forward monitoring mode execution command is inputted through the communication device 156. [

The front monitoring device 161 acquires positional information of the obstacle based on the detection information of the obstacle received via the communication device 156, acquires the direction of the obstacle and the distance to the obstacle based on the obtained positional information (Not shown) based on the obtained direction of the obstacle and the distance to the obstacle, or controls the output of the warning sound.

The forward monitoring device 161 can also transmit the positional information of the obstacle detected through the communication device 156 to the regenerative braking control device 164. Here, the positional information transmitted to the regenerative braking control device may include a distance to an obstacle located in front of the vehicle 100.

When the navigation mode execution command is input through the communication device 156, the navigation device 162 receives the map information and the position information of the position receiver, which are stored in advance, and when the destination information is received through the communication device 156, And searches the route from the current location to the destination based on the information and the location information.

The navigation device 162 confirms the route information for the searched route, displays the navigation information in which the route is matched on the map based on the confirmed route information and the map information through the display unit 129b, The guide information is also displayed on the display unit 129b. It is also possible for the navigation device to output the guidance information to the sound. Here, the route guidance information may include the type of the road, whether or not the road is changed, the speed limit of the road, the remaining distance to the overspeed monitoring position, and the like.

The navigation device 162 may transmit the guidance information to the regenerative braking control device 164 while the navigation mode is being performed and may transmit the navigation information to the autonomous drive control device 163. [

The autonomous drive control unit 163 receives the navigation information through the communication unit 156 and receives the position information through the position receiving unit 154 when the autonomous running mode execution command is inputted through the communication unit 156, Receives the image information of the acquiring unit 153 and the detection information of the obstacle detecting unit 151, and receives the speed information of the speed detecting unit.

Here, the position information may be received together with the navigation information when receiving the navigation information from the navigation device.

The autonomous-motion control device 163 controls at least one of the motor 134, the engine 132, and the braking device 170 based on the navigation information, the image information, the detection information of the obstacle, .

The autonomous drive control device 163 transmits at least one of the motor 134, the engine 132 and the braking device 170 to the integrated control device 165 so that the motor 134, the engine 132, and the braking device 170 may be controlled.

More specifically, the autonomous drive control device 163 acquires positional information of the obstacle based on the detection information of the obstacle, acquires the direction of the obstacle and the distance to the obstacle based on the obtained positional information, Acquires the running speed of the subject vehicle based on the information, and acquires the relative speed with the preceding vehicle based on the running speed of the subject vehicle and the distance variation between the preceding vehicle and the preceding vehicle.

The autonomous-drive control device 164 determines whether braking should be performed or decelerated based on the distance to the preceding vehicle and the relative speed, and it is determined whether charging of the battery is necessary based on the charged state of the battery. If it is determined that the battery needs to be charged, regenerative braking is controlled at the time of braking or deceleration.

In other words, the autonomous-running control device 163 acquires the acceleration / deceleration value and the deceleration time of the subject vehicle based on the distance to the obstacle and the relative speed, and determines whether the braking is necessary or deceleration based on the obtained deceleration time and the acceleration / It can be determined whether or not it is a necessary time.

Here, the deceleration time is the time required to collide with the preceding vehicle.

The autonomous running control device 163 controls the driving of at least one of the motor 134, the engine 132, and the braking device 170 depending on whether the braking is necessary or the deceleration is required.

The autonomous-drive control device 163 can acquire the acceleration / deceleration value of the subject vehicle based on the target driving speed and the current driving speed set by the user in the cruise driving mode.

The autonomous-drive control device 163 receives the target running speed and the headway distance set by the user in the cruise running mode and acquires the acceleration / deceleration value of the host vehicle based on the set target running speed, headway distance and current running speed It is possible.

When the current position is determined to be a highway, the autonomous-motion control device 163 determines the speed limit of the highway and checks the limit speed of the highway It is also possible to obtain the acceleration / deceleration value of the subject vehicle based on the present running speed and to control the driving of at least one of the motor 134, the engine 132 and the braking device 170 based on the obtained acceleration / Do.

The autonomous drive control unit 163 can check the speed limit of the information of the signboard among the image information obtained through the image obtaining unit 153 and check the speed limit of the navigation information of the navigation device.

The autonomous-drive control device 163 determines whether the overspeed monitoring section is in the overspeed monitoring section, obtains the acceleration / deceleration value of the subject vehicle based on the distance from the current position to the overspeed monitoring position, the limit speed and the current traveling speed, It is also possible to control the driving of at least one of the motor 134, the engine 132, and the braking device 170.

The autonomous drive control unit 163 can check the distance from the information on the signboard to the speed limit and the overspeed monitoring position among the image information obtained through the image acquisition unit 153. Also, It is also possible to check the distance to the monitoring position.

The autonomous drive control device 163 transmits the acceleration / deceleration value to the regenerative braking control device 164.

The autonomous-running control device 163 can transmit the current running speed and the distance from the preceding obstacle to the regenerative braking control device 164 periodically or in real time.

The autonomous drive control device 163 can receive the direction of the obstacle from the front monitoring device 161 and the distance to the obstacle.

The autonomous drive control device 163 confirms the route and the current position among the navigation information, and controls the steering device based on the route and the current position so that the autonomous travel is performed.

The autonomous-running control device 163 predicts the route of the vehicle on the basis of the speed information and the steering information of the vehicle, and based on the positional information of the obstacle detected by at least one of the image obtaining section and the obstacle detecting section, And recognizes the position information of the obstacle to the obstacle of the object.

More specifically, the autonomous drive control unit 163 receives the video signal detected by the video acquisition unit 153 and performs signal processing of the received video signal, and changes the size and format to improve the speed of the signal processing , Image quality improvement work can be performed.

The autonomous drive control device 163 performs a clearing process and a noise canceling process on the video signal to generate video information, and recognizes the lane based on the generated video information. The autonomous drive control device 163 extracts objects as obstacles from the image information by applying vision techniques for decomposing objects in the image information.

The autonomous-motion control device 163 can identify the size and position of the obstacle based on the image information, calculate the position and the locus of the obstacle, and discriminate whether the obstacle is a bicycle, a pedestrian, a sign, a traffic light, or another vehicle.

The autonomous drive control device 163 obtains the type information of the road based on the route information and the map information in the navigation information and recognizes the self lane on which the subject vehicle travels based on the type information of the obtained road and the information of the recognized lane .

Here, the vehicle is a driving lane on which the vehicle runs.

The type information of the road may include information such as type information of a highway, a highway, an elevated road, a general highway, a local road, an archipelago, an attempt, a road lane number information, and a protected zone such as a school zone.

The type information of the road may include shape information of a road such as a curved road and a straight road, and may further include information on the total number of lanes of the road on which the present vehicle is currently located.

The autonomous drive control device 163 obtains the type information of the road based on the information transmitted from at least one of the other wheels, the server and the infrastructure, the other wheels, the server, and the infrastructure, It is also possible to recognize the lane on which the present vehicle runs based on the information of the recognized lane.

The autonomous drive control device 163 can acquire the distance from the preceding vehicle based on information transmitted from at least one of the other wheels, the server and the infrastructure, the server, and the infrastructure, It is also possible to obtain the acceleration / deceleration value based on the obtained distance and the traveling speed of the subject vehicle.

The regenerative braking control device 164 may receive the acceleration / deceleration value and the deceleration time from the autonomous-motion control device, and may directly acquire the acceleration / deceleration value and the deceleration time based on the detection information detected by the obstacle detection unit and the velocity detection unit .

The regenerative braking control device 164 obtains the regenerative braking amount corresponding to the acceleration / deceleration value and the deceleration time and controls the driving of the motor based on the obtained regenerative braking amount.

The regenerative braking control device 164 may transmit the obtained regenerative braking amount to the integrated control device 165. [

More specifically, the regenerative braking control device 164 acquires the running speed of the other vehicle on the basis of the distance from the other vehicle, and acquires the relative speed based on the running speed of the own vehicle and the running speed of the other vehicle.

The regenerative braking control device 164 obtains the deceleration time based on the relative speed, the distance from the preceding vehicle to the preceding vehicle, and the acceleration / deceleration value, and calculates the deceleration time and acceleration / Obtain the regenerative braking amount.

6, the actual inter-car distance Dr (m), the traveling speed Vf (m / s) of the preceding vehicle, the traveling speed Ve (m / s) The required acceleration / deceleration G (m / s ² ) is as follows, assuming the set inter-vehicle distance Dh (m).

The preset inter-vehicle distance may be the inter-vehicle distance stored in the vehicle by default, and may be the target inter-vehicle distance set by the user.

The current running speed may be a target running speed set by the user.

The regenerative braking control device 164 can determine the deceleration time based on the relative speed with the other vehicle ahead and the distance with the other vehicle ahead.

When the acceleration / deceleration value is acquired, the regenerative braking control device 164 samples the detection information of the obstacle detection unit received at a preset time interval (i.e., a predetermined period) to obtain the sample rate, Weighting and weighted detection sample rates are used to obtain the distances to the obstacles by the detected sample rates and to obtain the acceleration / deceleration value based on the distances per acquired detection sample rate.

The regenerative braking control device 164 performs a linear regenerative braking control by obtaining a deceleration value at a point in time between a certain period by applying an effective output RMS (Root Mean Square) to the deceleration values for each detected sample rate.

The regenerative braking control unit 164 assigns different weights to the detected sample rates based on the Gaussian distribution such that the most recently received detected sample rate among the detected sample rates is given a maximum weight.

That is, the smaller the detected sample rate is from the current point of view, the smaller the weight is given.

As shown in FIG. 7, (a) is a Gaussian distribution graph, and when X is m, the Y value has a maximum weight.

(b) is a detection sample rate (S1, S2, S3, S4) detected in a time sequence in a constant cycle, (c) is a regenerative braking amount (P1, P2 , P3, P4).

That is, the regenerative braking control device applies the maximum weight to the detected sample rate of the current time point, and applies the smaller weight value to the detected sample rate as it goes away from the current time point. Thus, the regenerative braking amount (P4) having the largest value at the current time point among the regenerative braking amounts corresponding to the acceleration / deceleration value for each detected sample rate can be obtained.

(d) is the linear regenerative braking amount.

That is, the regenerative braking control device applies the effective output RMS to the regenerative braking amounts (P1 ', P2, P3, P4) corresponding to the acceleration / ', P3') to obtain a linear regenerative braking amount.

The regenerative braking control unit 164 assigns different weights to the detected sample rates according to the time distribution of the detected sample rates using the normalized sample values of the total weight method, So that a maximum weight is given to the detected sample rate.

The normalized sample value may be a weight of each detection sample rate.

Regenerative braking control 164 may apply weights based on at least one of the normalized sample values of the Gaussian distribution and the total weighted scheme.

The regenerative braking control device 164 can selectively use the normalized sample values of the Gaussian distribution and the total weight based on the acceleration / deceleration value and the deceleration time.

For example, if the deceleration time is longer than the reference time, the weight is applied to the detected sample rate using the Gaussian distribution. If the deceleration time is less than the reference time, the weight is applied to the detected sample rate using the normalized sample value of the total weight method. can do.

As shown in FIG. 8, (a) is a detected sample rate (S1, S2, S3, S4) detected in a time sequence in a predetermined cycle, (b) corresponds to an acceleration / (P1, P2, P3, P4).

That is, the regenerative braking control device applies the maximum weight to the detected sample rate of the current time point, and applies the smaller weight value to the detected sample rate as it goes away from the current time point. Thus, the regenerative braking amount (P4) having the largest value at the current time point among the regenerative braking amounts corresponding to the acceleration / deceleration value for each detected sample rate can be obtained.

(d) is the linear regenerative braking amount.

That is, the regenerative braking control device applies the effective output RMS to the regenerative braking amounts (P1 ', P2, P3, P4) corresponding to the acceleration / ', P3') to obtain a linear regenerative braking amount.

Total Weight (A) =

Detection value (Value): Sn

Weighted Sum: B =

Normalized sample value = (2 ⁿ / AB) * Sn

The total sum of the normalized sample values is 1, 100%.

This allows the regenerative braking control device to cope with emergency situations such as emergency braking in advance.

The regenerative braking control unit 164 communicates with the battery management unit 155 while traveling in the HEV mode and receives information on the state of change (SOC) of the battery from the battery management unit 155.

Here, the state of charge of the battery may include a state of charge of the battery.

The regenerative braking control device 164 can also control the charge / discharge of the battery based on the charged state of the battery during regenerative braking control.

The regenerative braking control device 164 can control the regenerative braking using only the deceleration value of the acceleration / deceleration value received from the autonomous-running control device.

In the present embodiment, the regenerative braking control device 164 obtains the regenerative braking amount at a predetermined periodic interval corresponding to the detected information detected at regular intervals, It is also possible to apply a weight to the braking amount.

Here, the method of applying the weights may be at least one of the normalized sample values of the Gaussian distribution and the total weight method.

5, the regenerative braking control device 164 may include a communication unit 164a, a control unit 164b, and a storage unit 164c.

The communication unit 164a communicates with the obstacle detection unit 151, the speed detection unit 152, the image acquisition unit 153, the position reception unit 154, and the battery management unit 155 via the communication device 156, Device, a navigation device, an autonomous drive control device, and an integrated control device.

The control unit 164b performs overall control for regenerative braking.

More specifically, the control unit 164b acquires the distance to the obstacle based on the received detection information, acquires the traveling speed based on the received speed information, and calculates the traveling speed based on the obtained distance and traveling speed Obtains the deceleration value and the deceleration time based on the obtained distance, the predetermined distance, and the obtained relative speed, and acquires the deceleration value obtained based on the look-up table of the storage section and the deceleration value corresponding to the deceleration time And controls the communication unit 164a to output a control command corresponding to the regenerative braking amount to the motor.

The control unit 164b can obtain the regenerative braking amount by applying weights to the sample rates of the detected information detected at regular intervals at the time of obtaining the regenerative braking amount.

The control unit 164b can also obtain the deceleration value and the deceleration time based on the target driving speed and the target inter-vehicle distance set by the user, and obtain the deceleration value and the deceleration time based on the limiting speed of the navigation information It is also possible to obtain the deceleration value and the deceleration time based on the distance from the speed limit to the overspeed monitoring position in the navigation information.

Based on the obtained deceleration value and the deceleration time, the controller 164b determines whether the deceleration time is a braking time or deceleration time, and controls the communication unit 164a to output the determined braking time or deceleration time information.

The storage unit 164c stores the deceleration time and the regenerative braking amount corresponding to the acceleration / deceleration value.

The storage unit 164c stores the regenerative braking amount for regenerative braking control and can store the regenerative braking amount corresponding to the deceleration time and the deceleration value.

That is, the storage unit 164c may store the regenerative braking amount corresponding to the deceleration time and the deceleration value as a lookup table.

As shown in Fig. 9, the look-up table has a plurality of deceleration times and a regenerative braking amount matched to a plurality of deceleration values.

This look-up table may be information acquired and stored in advance in an experiment.

As shown in the look-up table, it can be seen that as the deceleration time is longer and the deceleration is larger, the regenerative braking amount is increased, and as the deceleration time is shorter and the deceleration is smaller, the regenerative braking amount is decreased.

That is, the vehicle can increase the amount of regenerative braking to increase the amount of charge of the battery, and can reduce the amount of the braking force to improve the feeling of filling of the brake.

The storage unit 164c may be a memory implemented as a separate chip from the processor associated with the regenerative braking control device 164, and may be implemented as a single chip with the processor.

The storage unit 164c may be a nonvolatile memory device such as a cache, a read only memory (ROM), a programmable ROM (PROM), an erasable programmable ROM (EPROM), an electrically erasable programmable ROM (EEPROM) (Random Access Memory), or a storage medium such as a hard disk drive (HDD) and a CD-ROM. However, the present invention is not limited thereto.

The integrated control device 165 controls the motor, the engine, and the braking device based on the control command of the motor, the engine, and the braking device transmitted from the autonomous-running control device 163 and the regenerative braking amount transmitted from the regenerative braking control device 164, Or the like.

The integrated controller 165 cuts off the power applied to the motor and controls the direction of the current applied to the motor in a reverse direction so that the motor 134 can be operated as a generator. At this time, the rotation direction of the motor is not changed by the inertia force.

If it is determined that the deceleration point (that is, the point at which the vehicle can travel in inertia), the integrated controller 165 controls the rotation direction of the motor in the reverse direction so that the motor 134 can be operated as a generator. That is, the integrated control device 165 allows the motor to be operated as a generator by inertial energy.

The integrated control device 165 obtains the pressure information of the accelerator pedal 143 or the brake pedal 142 when the accelerator pedal 143 is pressed by the user or the brake pedal 142 is pressed in the manual travel mode, Acquires the required power of the user based on the pressure information and the speed information detected by the speed detector 152, obtains the target running speed of the vehicle corresponding to the obtained required power of the user, And controls the operation of at least one of the engine 132 and the motor 134. [

Whereby the vehicle is driven by the power generated by at least one of the engine 132 and the motor 134. [

The integrated control device 165 controls the execution of the EV mode in which the vehicle runs using only the power of the motor 134 based on the target driving speed of the vehicle, whether the vehicle is accelerating or not, ) To control the execution of the HEV mode to travel.

When the driver depresses the brake pedal during the manual operation mode, the integrated control unit 165 determines the degree of braking force required by the driver in accordance with the speed at which the brake pedal is depressed and the pedal is depressed. And the remaining braking force is complemented by control of the hydraulic brake, which is a braking device. That is, the integrated controller decelerates using a motor when a weak braking force is required, and intervenes the braking device 170 when a strong braking force is required.

The integrated controller 165 controls the motor 134 to operate as a generator by controlling the direction of the current applied to the motor in the reverse direction when the braking force is generated using the motor during the manual driving mode.

When the accelerator pedal is released from the state in which the accelerator pedal is depressed during the performance running mode, the integrated controller 165 controls the rotation direction of the motor in the reverse direction so that the motor 134 can be operated as a generator.

The integrated control device 165 may include a memory (not shown) for storing data for a program that reproduces an algorithm or algorithm for controlling the operation of components in the vehicle, and a memory Processor (not shown). At this time, the memory and the processor may be implemented as separate chips. Alternatively, the memory and the processor may be implemented on a single chip.

When the brake pedal is pressed during the self-running mode, the integrated controller 165 determines that the vehicle is in emergency braking, and performs regenerative braking based on the pressure applied to the brake pedal.

The integrated control device 165 may be an electronic control unit (ECU) that controls the running of the vehicle, and may be any of a microcomputer, a CPU, and a processor.

The forward monitoring device, the navigation device, the autonomous drive control device, and the integrated control device 165 may be implemented as separate chips.

Further, the front monitoring device, the navigation device, the autonomous travel control device, the regenerative braking control device, and the integrated control device 165 may be implemented as a single integrated chip.

The engine 132 can be turned on and off based on a control command of the integrated control device 165 and the number of revolutions can be adjusted in accordance with the control command of the integrated control device 165 in the on operation.

The engine 132 transmits the power generated when the clutch 137 is in the closed state to the wheel 131 and the generator 135.

The battery 133 can be charged by a motor that performs a function as a generator in regenerative braking of the motor.

The inverter 136 converts the direct current supplied from the battery 133 into the three-phase alternating current power based on the control command from the integrated controller 165 and applies the converted alternating current power to the motor 134. [

The motor 134 rotates while adjusting the number of rotations based on the control command of the integrated controller 165, and provides rotational force to the wheels at this time.

The electric power applied when the motor 134 is at the braking time is cut off, and a reverse current is applied. At this time, the motor 134 rotates in the same direction as the rotation direction before the braking point by the inertia force.

The motor 134 rotates in the reverse direction when the deceleration time point, thereby allowing the vehicle to travel in inertia. At this time, it is possible to charge the battery with energy dissipating as friction heat from the motor.

Here, the deceleration time point may be a time point at which the distance from the preceding vehicle is to be widened or a time point when the vehicle travels downhill, and may be a time point corresponding to canceling the pressing of the accelerator pedal during the manual driving mode.

The braking time may be a time corresponding to pressing of the brake pedal when the manual driving mode is performed.

The braking device 170 generates the hydraulic pressure based on the control command of the integrated controller 165 and applies the braking force to the wheel using the generated hydraulic pressure.

For example, the braking device 170 may include a brake disk disposed adjacent the wheel.

10 is a flowchart of a regenerative braking control method during the autonomous running mode of the vehicle according to the embodiment.

The vehicle is judged whether the self-running mode is a self-driving mode in which the self-running mode follows the obstacle ahead, or a cruising mode in which the vehicle runs on the basis of the target running speed set by the user do.

If it is determined that the vehicle is not in the cruise driving mode, the current position is recognized based on the position information received by the position receiving unit, the route information from the current position to the destination is generated based on the destination information input to the input unit, To the map information to generate navigation information.

When generating the navigation information, the vehicle obtains the route guidance information related to the route information, and stores the obtained route information and the route guidance information in a matching manner.

The vehicle then displays information about the navigation mode via the user interface.

The vehicle acquires the image of the road through the image acquisition unit, detects the obstacle through the obstacle detection unit, recognizes the lane based on the obtained image, and recognizes the lane, the position of the detected obstacle, And carries out autonomous driving following the other vehicle ahead. Here, the position of the obstacle may include the direction of the obstacle and the distance between the obstacle and the obstacle.

The vehicle detects an obstacle by using an obstacle detection unit for regenerative braking control during the self-running mode, and detects the wheel speed of the wheel or the acceleration of the vehicle using the speed detection unit.

That is, the vehicle receives the detection information from the obstacle detection unit, receives the speed information from the speed detection unit, obtains the distance to the obstacle based on the detection information of the received obstacle, and determines the traveling speed of the vehicle based on the received speed information .

The vehicle can detect an obstacle at a predetermined period of time when an obstacle is detected by using an obstacle detecting unit, and can receive detection information at regular intervals.

The vehicle performs sampling of detected information detected at regular intervals to obtain a plurality of sample rates, weights (303) each detected sample rate, and uses the weighted detection sample rate to determine Obtain the distance.

Based on the weighted detection sample rate, the vehicle obtains the distance to the obstacle (i.e., the other vehicle ahead), calculates the distance between the vehicle and the preceding vehicle on the basis of the distance to the obtained other vehicle, Obtain the relative speed.

The vehicle obtains the deceleration time based on the distance based on the obtained detection sample rate and the relative speed with respect to the other vehicle ahead and calculates the acceleration / deceleration value based on the deceleration time, the relative speed, (304).

In addition, the vehicle uses only the deceleration value among the acceleration / deceleration values obtained for regenerative braking control.

Such a vehicle, upon weighting, assigns different weights to detected sample rates based on a Gaussian distribution such that a recently received detected sample rate among the detected sample rates is given a maximum weight.

In addition, the vehicle is provided with different weights according to the time distribution of the detected sample rates using the normalized sample values of the total weight method, It is also possible to give a weight.

The vehicle can selectively use the normalized sample values of the Gaussian distribution and the total weight based on the acceleration / deceleration value and the deceleration time.

The vehicle determines whether it is the regenerative braking time point based on the obtained deceleration value and the deceleration time (305). Here, the determination as to whether or not the brake is the regenerative braking time includes determining whether the brake is at the braking or decelerating point.

When it is determined that the vehicle is a regenerative braking time point, the vehicle obtains a regenerative braking amount corresponding to the deceleration time and the deceleration value based on the lookup table (306).

In addition, the vehicle can acquire a regenerative braking amount at a predetermined period interval which is an obstacle detection period.

The vehicle can acquire 307 the linear regenerative braking amount by obtaining the deceleration value at a certain period of time by applying the effective output RMS (Root Mean Square) to the regenerative braking amount of a certain period.

In the present embodiment, a method of applying the weight to detection information of a certain period has been described. However, it is also possible to apply the weight to the amount of regenerative braking obtained at regular intervals.

The vehicle controls the operation of the motor based on the obtained linear regenerative braking amount so that the motor operates as a generator so that the battery is charged (309).

More specifically, when the vehicle is determined to be the braking time point, the electric power applied to the motor 134 is cut off and the motor 134 is operated as a generator by controlling the direction of the current applied to the motor 134 in the reverse direction, So that the battery is charged. At this time, the rotation direction of the motor is not changed by the inertia force.

If it is determined that the vehicle is decelerating (that is, a time when it is possible to travel with inertia), the rotation direction of the motor 134 is controlled in the reverse direction so that the motor 134 can be operated as a generator. That is, the vehicle enables the motor to be operated as a generator by inertial energy, and allows the battery to be charged by a motor operated as a generator.

In addition, the vehicle checks the charged amount of the battery based on the charged state of the battery, and performs deceleration or braking of the vehicle if it is determined that the charged amount of the battery is greater than the allowable amount.

If it is determined that the vehicle is in the cruise driving mode, the target driving speed and the target inter-vehicle distance inputted through the input unit are received (310).

The vehicle travels in the cruise running mode on the basis of the received target driving speed and the target inter-vehicle distance. At this time, the vehicle can change the traveling direction based on the operation signal of the steering wheel.

The vehicle detects an obstacle (311) by using an obstacle detection unit for regenerative braking control during the cruise running mode. The vehicle can detect an obstacle at a predetermined period of time when an obstacle is detected by using an obstacle detecting unit, and can receive detection information at regular intervals.

The vehicle performs sampling of detected information detected at regular intervals to obtain a plurality of sample rates, weights (303) each detected sample rate, and uses the weighted detection sample rate to determine Obtain the distance.

Based on the weighted detection sample rate, the vehicle obtains the distance from the obstacle (i.e., the other vehicle ahead), calculates the distance between the vehicle and the preceding vehicle based on the distance to the obtained other vehicle and the target traveling speed .

The vehicle obtains the deceleration time based on the distance based on the obtained detection sample rate and the relative speed with respect to the other vehicle ahead and obtains the acceleration / deceleration value based on the deceleration time, the relative speed, (304).

The vehicle can selectively use the normalized sample values of the Gaussian distribution and the total weight based on the acceleration / deceleration value and the deceleration time.

The vehicle determines whether it is the regenerative braking time point based on the obtained deceleration value and the deceleration time (305). Here, the determination as to whether or not the brake is the regenerative braking time includes determining whether the brake is at the braking or decelerating point.

When it is determined that the vehicle is a regenerative braking time point, the vehicle obtains a regenerative braking amount corresponding to the deceleration time and the deceleration value based on the lookup table (306).

In addition, the vehicle can acquire a regenerative braking amount at a predetermined period interval which is an obstacle detection period.

The vehicle can acquire 307 the linear regenerative braking amount by obtaining the deceleration value at a certain period of time by applying the effective output RMS (Root Mean Square) to the regenerative braking amount of a certain period.

The vehicle controls the operation of the motor based on the obtained linear regenerative braking amount so that the motor operates as a generator so that the battery is charged (309).

When the limited speed is received (312) by the navigation information during running in the autonomous travel mode following the other vehicle following the preceding vehicle or in the cruise running mode, it is determined whether the current traveling speed should be changed based on the current traveling speed and the limited speed 313). If it is determined that the current driving speed should be decreased to change to the limiting speed, an acceleration / deceleration value and a deceleration time are acquired based on the current driving speed and the restriction speed, and the acceleration / deceleration value and the deceleration time Obtains the corresponding regenerative braking amount and controls the drive of the motor based on the obtained regenerative braking amount.

At this time, the vehicle operates as a generator by controlling the direction of rotation of the motor in the reverse direction.

It is also possible for the vehicle to query the user when the limit speed has been received as to whether to decelerate the current speed to a limited speed.

That is, a character querying whether the vehicle is to be kept at a limited speed can be displayed through a user interface or output through a speaker by voice.

It is also possible for the vehicle to decelerate the running speed to the limited speed when a command for changing the running speed is received from the user.

When the speed limit is received by the navigation information and the distance to the overspeed monitoring position is received (314), the vehicle acquires the acceleration / deceleration value and the deceleration time based on the distance to the speed limit and overspeed monitoring position, And a regenerative braking amount corresponding to the deceleration time, and controls the driving of the motor based on the obtained regenerative braking amount so that the battery is charged when the motor is driven.

At this time, the vehicle operates as a generator by controlling the direction of rotation of the motor in the reverse direction.

Further, when performing regenerative braking on the basis of the distance to the speed limit and overspeed monitoring position, the vehicle determines whether there is another vehicle ahead, and if it is determined that there is another vehicle ahead, Obtains the acceleration / deceleration value and the deceleration time based on the speed, obtains the regenerative braking amount corresponding to the obtained acceleration / deceleration value and the deceleration time, controls the driving of the motor based on the obtained regenerative braking amount, .

100: vehicle 128: display unit
129: User interface 131: Wheel
132: engine 133: battery
134: motor 135: generator
136: Inverter 137: Clutch

Claims (23)

A regenerative braking control device for controlling regenerative braking of a motor,
A communication unit for receiving detection information and speed information of an obstacle;
A storage unit for storing a regenerative braking amount for each deceleration value corresponding to each of the plurality of deceleration times in a look-up table;
Acquiring a distance from the obstacle based on the received detection information, acquiring a traveling speed based on the received speed information, acquiring a relative speed with another vehicle based on the obtained distance and traveling speed Acquiring a deceleration value and a deceleration time based on the obtained distance, a predetermined distance, and the obtained relative speed, and acquiring a deceleration value corresponding to the deceleration value and the deceleration time obtained based on the look- And a control section for controlling the communication section to output a control command corresponding to the regenerative braking amount and a charging command of the battery. The apparatus of claim 1,
Sampling the detected information detected at regular intervals to obtain a sampling rate, applying a weight to each sampling rate obtained using the Gaussian distribution, and obtaining a deceleration value for each sampling rate to which the weight is applied. The apparatus of claim 1,
Sampling detection information detected at regular intervals to obtain a sampling rate, applying weights to the sampling rates obtained using the normalized sample values of the total weighting scheme, and obtaining a deceleration value for each sampling rate to which the weights are applied Regenerative braking control device. 4. The apparatus according to claim 2 or 3,
And obtaining an deceleration value at a time point between predetermined periods by applying an effective output to the deceleration value for each sampling rate to which the weight value is applied. The method according to claim 1,
Wherein the communication unit receives the target driving speed and the target inter-vehicle distance set by the user,
Wherein the control unit obtains the deceleration value and the deceleration time based on the received target driving speed and the target inter-vehicle distance. The method according to claim 1,
Wherein the communication unit receives the navigation information,
Wherein the control unit obtains the deceleration value and the deceleration time based on the distance between the speed limit and the overspeed monitoring position in the navigation information. The method according to claim 1,
Wherein the communication unit receives the navigation information,
Wherein the controller obtains a deceleration value and a deceleration time based on a distance between the speed limit and the overspeed monitoring position in the navigation information. The apparatus of claim 1,
Based on the obtained deceleration value and the deceleration time, decides whether the deceleration time is a braking time or a deceleration time, and outputs the determined braking time or deceleration time through the communication unit. A motor for driving the wheel;
A battery that supplies driving power to the motor and is charged by the motor during regenerative braking;
An obstacle detection unit for detecting an obstacle;
A speed detection unit for detecting a traveling speed;
A forward monitoring device that obtains a distance to the obstacle based on the information detected by the obstacle detecting unit and outputs the forward information of the vehicle based on the obtained distance; And
Up table for each deceleration value corresponding to each of the plurality of deceleration times is stored in a look-up table, the traveling speed is obtained based on the information detected by the speed detecting unit, Obtains a deceleration value and a deceleration time based on the obtained distance, the relative speed and a predetermined distance, and calculates a deceleration value obtained based on the look-up table and a regenerative braking amount corresponding to the deceleration time And outputs a control command corresponding to the regenerative braking amount to the motor. 10. The method of claim 9,
A position receiver for receiving position information;
An image acquiring unit acquiring an image of a road;
Acquires a current position based on the position information received by the position receiving unit, and controls the autonomous travel based on the obtained distance, the obtained relative speed, the obtained image and route information to the destination, An autonomous running control device,
The autonomous-motion control device acquires the distance to the obstacle based on the information detected by the obstacle detecting portion when the front monitoring device is off, obtains the traveling speed based on the information detected by the speed detecting portion, Obtains a relative speed with respect to the other vehicle based on the distance and the traveling speed,
Wherein said regenerative braking control device comprises receiving said obtained distance, relative speed and predetermined distance from said autonomic drive control device when said front monitoring device is off. 10. The method of claim 9,
Further comprising an input unit for receiving a target driving speed and a target inter-vehicle distance and inputting a cruise driving mode,
Wherein the regenerative braking control device obtains a relative speed with respect to another vehicle based on the distance between the target driving speed and the obtained obstacle, and calculates a relative speed between the target driving speed and the obtained obstacle based on the distance, And obtaining a deceleration value and a deceleration time. 10. The method of claim 9,
An input unit for receiving destination information and receiving a navigation mode;
A position receiver for receiving position information;
Further comprising a navigation device for generating route information based on the location information and destination information, generating navigation information by matching the generated route information with the map information, and outputting the generated navigation information,
Wherein the regenerative braking control device includes a step of confirming a limiting speed among the navigation information and obtaining a deceleration value and a deceleration time based on the checked limiting speed. 13. The regenerative braking control device according to claim 12,
And determining a distance between the speed limit position and the overspeed monitoring position in the navigation information, and obtaining a deceleration value and a deceleration time based on the distance between the checked speed limit and the overspeed monitoring position. 2. The braking system according to claim 1,
Sampling detected information detected at regular intervals to obtain a sampling rate, applying a weight to each sampling rate obtained using a Gaussian distribution, and obtaining a deceleration value by the weighted sampling rate. 2. The braking system according to claim 1,
Sampling detection information detected at regular intervals to obtain a sampling rate, applying weights to the sampling rates obtained using the normalized sample values of the total weighting scheme, and obtaining a deceleration value for each sampling rate to which the weights are applied Vehicle. 16. The braking system according to claim 14 or 15,
And applying an effective output to the deceleration value by the weighted sampling rate to obtain a deceleration value at a point in time between certain periods. A control method for a vehicle including a motor for driving wheels and a battery for supplying driving power to the motor and being charged by the motor at the time of regenerative braking,
If the vehicle is in the self-running mode, acquires the distance to the obstacle based on the information detected by the obstacle detecting unit,
Obtains the traveling speed based on the information detected by the speed detecting section,
Acquiring a relative speed with another vehicle based on the obtained distance and traveling speed,
Obtaining a deceleration value and a deceleration time based on the obtained distance, a relative speed, and a predetermined distance,
Acquiring a regenerative braking amount corresponding to the obtained deceleration value and the deceleration time based on a pre-stored look-up table,
Controls the drive of the motor based on the regenerative braking amount,
And the battery is charged by driving the motor. 18. The control method according to claim 17,
Based on the obtained deceleration value and the deceleration time, determines whether it is a braking time point or a deceleration time point,
Controlling the direction of a current applied to the motor in a reverse direction when it is determined that the braking time point is determined,
And controlling the rotation direction of the motor in a reverse direction when it is determined that the deceleration time point is reached. 18. The method of claim 17, wherein obtaining the deceleration value and the deceleration time comprises:
When the target driving speed and the target inter-vehicle distance are input through the input unit, the relative speed with respect to the other vehicle is obtained based on the distance between the target driving speed and the obtained obstacle,
And obtaining the deceleration value and the deceleration time based on the target inter-vehicle distance and the obtained distance to the obstacle, and the relative speed. 18. The method of claim 17, wherein obtaining the deceleration value and the deceleration time comprises:
And acquiring the deceleration value and the deceleration time based on the speed limit when the speed limit information is received from the navigation information. 18. The method of claim 17,
Obtaining an auxiliary braking amount based on the deceleration value,
And controlling the operation of the braking device provided adjacent to the wheel based on the obtained auxiliary braking amount. 18. The method of claim 17, wherein obtaining the deceleration value comprises:
Sampling detection information detected at regular intervals to obtain a sampling rate,
A weight is applied to each sampling rate obtained using the Gaussian distribution,
And obtaining a deceleration value for each sampling rate to which the weight is applied. 18. The method of claim 17, wherein obtaining the deceleration value comprises:
Sampling detection information detected at regular intervals to obtain a sampling rate,
Weighting is applied to the sampling rate obtained using the normalized sample value of the total weighting scheme,
And obtaining a deceleration value for each sampling rate to which the weight is applied.

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