KR20230093828A - Apparatus and method for reducing backlash shock of vehicle during regenerative breaking - Google Patents

Abstract

The present invention relates to an apparatus and method for reducing backlash shock of a vehicle during regenerative braking, which can reduce a driving sensation or shock caused by backlash of a stopped vehicle. An apparatus for reducing backlash shock of a vehicle under regenerative braking according to an embodiment of the present invention receives braking information of a vehicle decelerated by a driver's brake operation, determines the driver's intention, and determines whether the determined intention is the vehicle stopping intention a creep torque change control unit that changes the creep torque generated by the electric motor to a preset value when the speed of is reduced below a predetermined speed; and a gear alignment controller configured to perform gear alignment by generating drive torque to the electric motor to bring the gear between the electric motor and driving wheels into close contact in a driving direction before the vehicle stops.

Description

Apparatus and method for reducing backlash shock of a vehicle under regenerative braking

The present invention is a backlash of a vehicle under regenerative braking that can reduce the shock caused by backlash or driving discomfort that may occur when a driver unintentionally creeps in a situation where a vehicle equipped with an electric motor is braked with weak brakes. It relates to a shock reduction device and method.

In general, an electrified vehicle such as an electric vehicle or a hybrid vehicle having an electric motor as a power source does not have the same creep torque as a vehicle having an internal combustion engine as a power source.

Accordingly, it is common for vehicles equipped with an electric motor as a power source to artificially generate a certain level of creep torque in order to improve driver's parking convenience. Such creep torque may be variably generated according to the level of brake torque generated by a driver's brake operation.

However, there have been cases in which a vehicle generating creep torque decelerates in a situation where the brake torque is small, that is, in a weak braking situation, and then converts to creep driving contrary to the driver's intention.

In this way, when switching to creep driving during braking, the electric motor, which had been performing regenerative braking (-torque) in a weak brake situation, suddenly transitioned to a driving (+ torque) state, causing shock due to backlash. .

In addition, there is a problem in that the behavior of the vehicle is different from the driver's intention due to the vehicle being switched to creep driving even though the driver intends to maintain the deceleration state and stop in the weak brake situation.

The present invention is a backlash of a vehicle under regenerative braking that can reduce the shock caused by backlash or driving discomfort that may occur when a driver unintentionally creeps in a situation where a vehicle equipped with an electric motor is braked with weak brakes. It is to provide a shock reduction device and method.

The technical problems to be achieved in the present invention are not limited to the above-mentioned technical problems, and other technical problems not mentioned will be clearly understood by those skilled in the art from the description below. You will be able to.

An apparatus for reducing backlash shock of a vehicle under regenerative braking according to an embodiment of the present invention for realizing the above object receives braking information of a vehicle decelerated by a driver's brake operation, determines the driver's intention, and determines the driver's intention. a creep torque change control unit configured to change the creep torque generated by the electric motor to a predetermined value when the intended intention is to stop and the speed of the vehicle is reduced below a predetermined speed; and a gear alignment controller configured to perform gear alignment by generating drive torque to the electric motor to bring the gear between the electric motor and driving wheels into close contact in a driving direction before the vehicle stops.

The creep torque change control unit may include: a brake torque comparison unit that compares the brake torque of the vehicle with a previously set value to determine whether a creep torque change condition is satisfied; a regenerative braking determination unit determining whether a regenerative braking state is present using a motor torque value generated from an electric motor when the creep torque change condition is satisfied; and a vehicle speed comparator that compares the speed of the decelerating vehicle with a preset arbitrary speed when the vehicle is in a regenerative braking state.

In addition, the brake torque comparator may determine that a weak brake situation in which a creep torque change condition is satisfied when a current brake torque is smaller than a predetermined set value as a result of comparing the brake torques.

In addition, the regenerative braking determination unit may determine that the vehicle is in a regenerative braking state when the value of the motor torque received from the controller provided in the vehicle has a negative value.

In addition, the vehicle speed comparator may determine that the driver's intention to stop is maintained when the speed of the vehicle in the regenerative braking state is slower than a predetermined speed.

In addition, the creep torque change control unit controls to change the creep torque generated by the electric motor to 0 Nm when the speed of the vehicle is slower than a predetermined speed in a regenerative braking situation, and otherwise, the brake torque It may further include a creep torque determining unit which controls to generate a creep torque set in correspondence with the size.

In addition, the gear alignment control unit rotates the gear in the driving direction within the clearance range between the two gear teeth meshing with each other to change the motor torque of the stopped vehicle from negative (-) torque to positive (+) torque in advance. can be converted

In addition, the apparatus for reducing backlash shock of a vehicle under regenerative braking according to an embodiment of the present invention receives braking information of a vehicle decelerated by a driver's brake operation, determines the driver's intention, and determines the intention of the driver to stop. controlling the creep torque generated by the electric motor to be changed to a predetermined value when the speed of the vehicle is reduced below a predetermined speed; and performing gear alignment by generating driving torque to the electric motor to bring the gear between the electric motor and driving wheels into close contact in a driving direction in preparation for driving the vehicle before stopping the vehicle.

In addition, the step of changing the creep torque may include comparing the brake torque of the vehicle with a previously set value to determine whether a condition for changing the creep torque is satisfied; determining whether a regenerative braking state is present using a motor torque value generated by an electric motor when the creep torque change condition is satisfied; and comparing the speed of the decelerating vehicle with a previously set arbitrary speed when the vehicle is in a regenerative braking state.

In the process of determining whether the creep torque change condition is satisfied, the brake torque obtained from the controller included in the vehicle is compared with an arbitrary set value set as the creep torque change condition, so that the current brake torque is arbitrarily determined. If it is smaller than the set value of , it may be determined that the creep torque change condition is satisfied.

Also, in the process of determining whether the vehicle is in the regenerative braking state, it may be determined that the vehicle is in the regenerative braking state when the value of the motor torque received from the controller provided in the vehicle has a negative value.

Also, in the process of comparing the vehicle speed with the arbitrary speed, when the vehicle speed obtained from the controller included in the vehicle is slower than the predetermined speed, it may be determined that the driver's intention to stop is maintained.

In addition, the step of changing the creep torque may include controlling the creep torque generated by the electric motor to be changed to 0Nm when the speed of the vehicle is slower than a predetermined speed in a regenerative braking situation, and otherwise, the brake The method may further include a creep torque determining step of controlling to generate a set creep torque corresponding to the magnitude of the torque.

In addition, in the step of aligning the gears, the motor torque of the stopped vehicle is changed from negative (-) torque to positive (+) by rotating the gear in the drive direction within the clearance range between the two gear teeth meshing with each other. It can be converted to torque in advance.

According to various embodiments of the present invention as described above, when the driver still has an intention to stop even in a weak brake situation where the brake torque is not 0 Nm, the creep torque generated according to a preset condition is changed to 0 Nm to match the intention to stop. It is possible to prevent the contrary creep run from being executed.

In addition, according to various embodiments of the present invention, by applying a weak driving torque for gear alignment before stopping the vehicle to remove play in the driving direction, the vehicle speed even when the driver releases the brake pedal for driving. It is possible to reduce the occurrence of backlash shock in which the abruptly changes.

The effects obtainable in the present invention are not limited to the effects mentioned above, and other effects not mentioned can be clearly understood by those skilled in the art from the description below. will be.

1 is a block diagram of an apparatus for reducing backlash shock of a vehicle under regenerative braking according to the present invention.
2A is a graph showing the relationship between brake torque and creep torque;
Figure 2b is a graph showing the relationship between brake torque and driving force.
3 is a graph showing the occurrence of backlash shock due to the increase in creep torque in a weak brake condition;
4 is an exemplary view showing an example in which gear alignment for preventing backlash shock is performed according to the present invention.
5 is a configuration diagram illustrating a method for reducing backlash shock of a vehicle under regenerative braking according to another embodiment of the present invention.
6 is a graph showing a motor torque profile when motor torque is controlled during regenerative braking according to the present invention.

Hereinafter, the embodiments disclosed in this specification will be described in detail with reference to the accompanying drawings, but the same or similar elements are given the same reference numerals regardless of reference numerals, and redundant description thereof will be omitted. The suffixes "module" and "unit" for components used in the following description are given or used together in consideration of ease of writing the specification, and do not have meanings or roles that are distinct from each other by themselves. In addition, in describing the embodiments disclosed in this specification, if it is determined that a detailed description of a related known technology may obscure the gist of the embodiment disclosed in this specification, the detailed description thereof will be omitted. In addition, the accompanying drawings are only for easy understanding of the embodiments disclosed in this specification, the technical idea disclosed in this specification is not limited by the accompanying drawings, and all changes included in the spirit and technical scope of the present invention , it should be understood to include equivalents or substitutes.

Terms including ordinal numbers, such as first and second, may be used to describe various components, but the components are not limited by the terms. These terms are only used for the purpose of distinguishing one component from another.

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle.

Singular expressions include plural expressions unless the context clearly dictates otherwise.

In this specification, terms such as "comprise" or "having" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

In addition, a unit or control unit included in the name of a motor controller (MCU), hybrid controller (HCU), etc. is a term widely used for naming a controller that controls a specific function of a vehicle. However, it does not mean a generic function unit. For example, each controller is a communication device that communicates with other controllers or sensors to control the function in charge, a memory that stores operating system or logic commands and input/output information, and a controller that performs judgment, calculation, and decision necessary for controlling the function in charge. It may include more than one processor.

Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS. 1 to 6 .

1 is a block diagram of an apparatus for reducing backlash shock of a vehicle under regenerative braking according to the present invention.

Referring to FIG. 1 , an apparatus for reducing backlash shock of a vehicle under regenerative braking according to an embodiment of the present invention receives braking information of a vehicle decelerated by a driver's brake operation, determines the driver's intention, and determines the determined intention. A creep torque change control unit 100 that changes the creep torque generated by the electric motor to a preset value when the vehicle speed is decelerated below a predetermined speed with the intent to stop; It may include a gear alignment control unit 200 that performs gear alignment by generating driving torque to the electric motor to bring the gears between drive wheels into close contact in the driving direction.

In a vehicle equipped with an electric motor, when the brake is turned off or the brake torque is reduced to a certain level or less (for example, when the brake torque is 500 Nm or less) to improve driving comfort, such as driver's driving convenience, the brake torque Depending on the magnitude of the creep torque, a preset creep torque is generated to enable the creep run.

Accordingly, as shown in FIG. 2A showing the relationship between brake torque and creep torque, when the brake torque is greater than 500 Nm, no creep torque is generated in order not to interfere with braking, but when the brake torque is less than 500 Nm A creep torque having a predetermined size is variably generated.

As shown in FIG. 2B , which shows the relationship between brake torque and driving force, the creep torque generated in this way generates a driving force that induces creep driving as the brake torque changes to a weak brake situation. In this case, the driving force may be calculated as a value obtained by subtracting the brake torque and the vehicle load from the creep torque, and when the calculated driving force has a positive value due to the decrease in the brake torque, the vehicle does not stop and is in a driving state for driving. will transition to

Accordingly, when a vehicle in regenerative braking transitions to a driving state due to creep torque in a weak brake situation in which the magnitude of brake torque is small, acceleration of the vehicle rapidly increases, causing backlash shock.

That is, as shown in FIG. 3, when the brake pedal is operated by the driver to reduce the wheel speed and prepare to stop, when the brake torque decreases to the extent that satisfies the creep torque generating condition, the creep torque is generated and the motor torque will increase

The creep torque generated in this way generates a driving force for driving the vehicle, and this driving force may cause a rapid increase in vehicle acceleration and generate backlash shock.

3 shows that the motor torque increases as the creep torque generated in the weak braking situation in which the slope of the wheel speed decreases decreases, and the acceleration of the vehicle increases rapidly due to the increased motor torque, resulting in backlash shock. showed up

In addition, as shown in the graph showing the change in wheel speed in FIG. 3, even though the driver has the intention of stopping and presses the brake pedal, the wheel speed of the vehicle no longer decreases, but rather creeps while increasing. You can check.

In order to prevent the vehicle intending to stop from driving against the driver's intention, the creep torque change control unit 100 acquires brake torque, motor torque, and vehicle speed as braking information to prevent the driver's intention to stop. After determining , it is possible to determine whether to generate the creep torque at a preset value for creep driving or to change it to 0 Nm for stable stopping.

To this end, the creep torque change control unit 100 includes a vehicle control unit (VCU) included in an electric vehicle or a hybrid control unit (HCU) included in a hybrid vehicle, as well as electronic controls provided in the vehicle. It is possible to determine whether the driver's intention to stop is maintained by using braking information obtained from various controllers such as an electronic control unit (ECU).

The creep torque change control unit 100 includes a brake torque comparison unit 110 that compares the brake torque of the vehicle with a predetermined set value and determines whether a creep torque change condition is satisfied; A regenerative braking determining unit 120 that determines whether or not the vehicle is in a regenerative braking state using a motor torque value generated from an electric motor when a torque change condition is satisfied, and the speed of the vehicle being decelerated when the vehicle is in a regenerative braking state. It may include a vehicle speed comparison unit 130 that compares with a preset arbitrary speed.

At this time, the brake torque comparator 110 compares the brake torque that can be generated at the degree of brake pressure obtained from the controller provided in the vehicle with an arbitrary set value set as the creep torque change condition, and compares the current brake torque. It may be determined whether the torque satisfies the creep torque change condition.

When the brake torque comparison unit 110 compares the brake torque and the current brake torque is smaller than a predetermined set value (eg, 500 Nm), it is determined that the condition for changing the creep torque is satisfied in a weak brake situation. can do.

In addition, the regenerative braking determiner 120 determines whether the value of motor torque received from the controller provided in the vehicle has a negative value, and if it has a negative value, it can be determined that it is in a regenerative braking state. .

Also, the vehicle speed comparator 130 may determine that the driver's intention to stop is maintained when the speed of the vehicle in the regenerative braking state is slower than a predetermined speed.

As an example, the vehicle speed comparator 130 determines that the driver has a stronger intention to stop rather than creep at the current speed when the vehicle speed received from the vehicle speed sensor or controller provided in the vehicle is slower than 3 kph. can judge In this case, of course, the speed of the vehicle for determining that the driver is stopped may be set to an arbitrary speed lower than or higher than 3 kph.

In addition, the creep torque change control unit 100 controls the creep torque generated by the electric motor to be changed to 0 Nm when the speed of the vehicle is lower than a predetermined speed in a regenerative braking situation, and otherwise The creep torque determiner 140 may further include a control to generate a set creep torque corresponding to the magnitude of the brake torque.

The creep torque determiner 140 determines whether the driver's intention to stop is maintained until immediately before stopping using the brake torque, motor torque, and vehicle speed acquired from various controllers provided in the vehicle, and then determines whether the driver's intention to stop is maintained. If it is determined that it is maintained, it is changed so that creep torque is not generated so that a stable stop suitable for the driver's intention can be achieved.

At this time, the creep torque determiner 140 determines that the creep torque change condition is not satisfied because the brake torque is greater than a predetermined value in the brake torque comparator 110, and sets a preset creep torque. can be configured to create

In addition, the creep torque determination unit 140 determines that the regenerative braking state is not established even when the regenerative braking determination unit 120 determines that the motor torque has a positive value and generates a preset creep torque. can be configured.

Further, the creep torque determiner 140 determines that the driver's intention to stop has changed or is pending even when the speed of the vehicle in the vehicle speed comparator 130 is greater than a certain speed, and generates a preset creep torque. can be configured to

In addition, when it is determined that the brake torque is reduced by the driver turning off the brake pedal or reducing the pressure of the brake pedal even after changing the generated creep torque to 0 Nm, the creep torque determiner 140 determines that the driver may be configured to generate a preset creep torque by determining that creep driving is intended instead of stopping the vehicle.

In addition, the gear alignment controller 200 generates a weak torque for rotating the electric motor in a driving direction to the electric motor to drive gears (eg, a reduction gear and/or a differential gear) between the electric motor and driving wheels. It can be controlled to perform gear alignment that closely adheres in the direction.

When the vehicle is in a regenerative braking state, as shown on the left side of FIG. 4 , the gears provided in the electric motor, the reduction gear, and the diff unit maintain a state of being in close contact with each other in the opposite direction.

4 schematically shows only the gears of the electric motor and a part of the gears of the diff unit, and in the regenerative braking state, the teeth meshing with each other are in close contact in the reverse direction, so that the gap between the two teeth (i.e., backlash) is generated in the driving direction. indicates

In this way, when the backlash is generated in the driving direction and the creep driving is performed or the driver turns off the brake pedal and presses the accelerator pedal, the gear rotates and the gear rotates within the gap between the two teeth. It may collide and cause backlash shock.

In order to reduce this backlash shock, the gear alignment control unit 200, as shown on the right side of FIG. It can be controlled to apply a weak driving torque to the electric motor.

At this time, since the gear alignment controller 200 intends to rotate the gear only within the range of play between two gear teeth meshing with each other for gear alignment in the driving direction, the size of several Nm (for example, about 5 Nm) It can be controlled to apply a weak motor torque of

The gear alignment controller 200 applies a weak driving torque before the vehicle stops, and converts the motor torque of the stopped vehicle or the vehicle preparing to stop in advance from negative (-) torque to positive (+) torque. It is possible to reduce backlash shock that may occur in the initial stage of driving.

Next, a method for reducing backlash shock of a vehicle under regenerative braking according to another embodiment of the present invention will be described with reference to FIG. 5 .

5 is a configuration diagram illustrating a method for reducing backlash shock of a vehicle under regenerative braking according to another embodiment of the present invention.

Referring to FIG. 5 , a method for reducing backlash shock of a vehicle under regenerative braking according to another embodiment of the present invention receives braking information of a vehicle decelerated by a driver's brake operation, determines the driver's intention, and determines the determined intention. controlling the creep torque generated by the electric motor to be changed to a preset value when the speed of the vehicle is decelerated below a predetermined speed when the intention is to stop (S100); It may include a step (S200) of performing gear alignment by generating driving torque to the electric motor to bring the gears between driving wheels into close contact in the driving direction.

At this time, the step of changing the creep torque (S100) includes the step of comparing the brake torque of the vehicle with a predetermined set value to determine whether a condition for changing the creep torque is satisfied (S110); When the creep torque change condition is satisfied, the process of determining whether the vehicle is in a regenerative braking state using the motor torque value generated by the electric motor (S120), and if the vehicle is in a regenerative braking state, the speed of the decelerating vehicle is determined It may include a process of comparing with a set arbitrary speed (S130).

In the process of determining whether the creep torque change condition is satisfied (S110), the brake torque obtained from the controller provided in the vehicle is compared with an arbitrary set value set as the creep torque change condition, so that the current brake torque is If it is smaller than a certain set value, it may be determined that the creep torque change condition is satisfied, and if not, it is determined that it is not satisfied.

At this time, in FIG. 5, an arbitrary setting value that is a creep torque change condition is set to 500 Nm, and when the brake torque is less than 500 Nm, it is determined that the condition is a weak brake situation in which the creep torque change condition is satisfied. An example of controlling the generated creep torque to be generated is shown as an example. Of course, an arbitrary set value that is a creep torque change condition is not limited to 500 Nm and can be variously changed and set.

In addition, in the process of determining whether the regenerative braking state is in place (S120), it is determined whether the value of motor torque received from the controller provided in the vehicle has a negative value or a positive value. It may be determined that it is in a regenerative braking state, and if not, it may be determined that it is not in a regenerative braking state.

In addition, in the process of comparing the speed of the vehicle with an arbitrary speed (S130), the speed of the vehicle obtained from the controller included in the vehicle is compared with a preset arbitrary speed, so that the vehicle speed is higher than the predetermined speed. If it is slow, it is determined that the driver's intention to stop is maintained, and if not, it can be determined that the driver intends to continue driving in the current state rather than stopping.

At this time, in FIG. 5, an arbitrary speed for determining that the driver's intention to stop is set to 3 kph, and when the vehicle speed is less than 3 kph, it is shown as an example that it is determined that the driver's intention to stop is maintained. Of course, the arbitrary speed for this determination is not limited to 3 kph and can be set to various values.

In addition, in the step of changing the creep torque (S100), when the speed of the vehicle is slower than a predetermined speed in a regenerative braking situation, the creep torque generated by the electric motor is determined to be 0 Nm, otherwise A creep torque determination process ( S140 ) of determining to generate a set creep torque corresponding to the magnitude of the brake torque may be further included.

In the creep torque determining process (S140), when it is determined that the driver's intention to stop is maintained using braking information such as brake torque, motor torque, and vehicle speed, creep torque is not generated so that the vehicle stops safely according to the driver's intention. make it possible

In addition, in the creep torque determining process (S140), as shown in FIG. 5, even after changing the creep torque to 0 Nm, the driver turns off the brake pedal or reduces the pressure of the brake pedal so that the brake torque is reduced. If it is determined, it is determined that the driver intends to drive instead of stopping, and control may be performed to generate a preset creep torque.

In addition, in the step of aligning the gears (S200), a weak driving torque for rotating the electric motor in a driving direction is generated in the electric motor so that gears (eg, a reducer and/or a differential gear) between the electric motor and driving wheels gear) can be controlled to perform gear alignment that closely adheres to the drive direction.

in other words. During regenerative braking, the gears between the electric motor and the driving wheels are in close contact with each other in the reverse direction, so that the vehicle stops with a gap between the teeth in the driving direction.

Accordingly, in the step of aligning the gears (S200), a driving torque weak enough to bring the gears between the electric motor and the driving wheels into close contact in the driving direction is applied so that the gap between the teeth can be generated in the opposite direction. It can be controlled to apply to the motor.

5 shows that 5 Nm can be applied as an example of the amount of motor torque generated in the electric motor for gear alignment. However, it goes without saying that the magnitude of motor torque generated for gear alignment is not limited to 5 Nm and can be set to various values in consideration of various conditions such as vehicle load.

In this way, when the speed of the vehicle under regenerative braking is slower than a certain speed due to the brake torque, the creep torque is changed to ONm, and a weak drive torque is applied before the vehicle stops to convert the motor torque to a positive (+) torque state. , Stopping and driving in accordance with the driver's intention without backlash shock will be described with reference to FIG. 6 .

Referring to FIG. 6 , when the driver steps on the brake pedal to generate a brake torque greater than 0 Nm, the vehicle enters a regenerative braking state and the vehicle speed gradually decreases. 6 shows a regenerative braking state in which the motor torque has a negative value.

Thereafter, when the speed of the vehicle decreases and immediately before stopping, that is, when the speed of the vehicle approaches 0 kph, a preset creep torque is generated in the vehicle. However, since the current brake torque is not 0 Nm, it can be considered that the driver still has an intention to stop, and thus, the creep torque to be generated is changed to 0 Nm to prevent creep driving against the intention to stop.

In FIG. 6 , unlike FIG. 3 , even when the motor torque approaches 0 Nm, the vehicle speed does not increase and does not decrease until it reaches 0 kph, so it can be seen that creep driving against the driver's intention is not executed.

In addition, when the vehicle is about to stop, as shown in FIG. 6, motor torque is generated in the positive (+) direction for gear alignment so that the teeth of the gear that were in close contact in the reverse direction during regenerative braking are in close contact in the driving direction. drive can be prepared.

In FIG. 6 , a small motor torque applied for gear alignment is shown on a motor torque graph in the form of a sawtooth wave that temporarily rises in a positive (+) direction and then disappears.

As such, gear alignment is performed by the weak motor torque applied before stopping to remove play in the driving direction, so that when the driver releases the brake pedal for driving (in FIG. 6, the brake torque is reduced to 0 Nm). ), it can be confirmed that stable driving is achieved by the creep torque without backlash shock in which the speed of the vehicle suddenly changes.

On the other hand, the above-described present invention can be implemented as computer readable code on a medium on which a program is recorded. The computer-readable medium includes all types of recording devices in which data that can be read by a computer system is stored. Examples of computer-readable media include Hard Disk Drive (HDD), Solid State Disk (SSD), Silicon Disk Drive (SDD), ROM, RAM, CD-ROM, magnetic tape, floppy disk, optical data storage device, etc. there is

Accordingly, the above detailed description should not be construed as limiting in all respects and should be considered illustrative. The scope of the present invention should be determined by reasonable interpretation of the appended claims, and all changes within the equivalent scope of the present invention are included in the scope of the present invention.

100: creep torque change control unit
110: brake torque comparison unit 120: regenerative braking determination unit
130: vehicle speed comparison unit 140: creep torque determining unit
200: gear alignment control unit

Claims (15)

The driver's intention is determined by receiving braking information of the vehicle being decelerated by the driver's brake operation, and when the determined intention is to stop and the vehicle's speed is reduced below a predetermined speed, creep generated by the electric motor a creep torque change control unit that changes the torque to a predetermined value; and
A device for reducing backlash shock of a vehicle under regenerative braking, including a gear alignment control unit generating drive torque to the electric motor to bring the gears between the electric motor and driving wheels into close contact in a driving direction before the vehicle stops, thereby aligning the gears . The method of claim 1,
The creep torque change control unit,
a brake torque comparator comparing the brake torque of the vehicle with a predetermined set value to determine whether a creep torque change condition is satisfied;
a regenerative braking determination unit determining whether a regenerative braking state is present using a motor torque value generated from an electric motor when the creep torque change condition is satisfied; and
A device for reducing backlash shock of a vehicle under regenerative braking, comprising: a vehicle speed comparator for comparing the speed of the vehicle under deceleration with a previously set arbitrary speed when the vehicle is in a regenerative braking state. The method of claim 2,
The brake torque comparison unit,
An apparatus for reducing backlash shock of a vehicle under regenerative braking, which determines that a creep torque change condition is satisfied when the current brake torque is smaller than a predetermined set value as a result of comparing brake torque. The method of claim 2,
The regenerative braking determination unit,
An apparatus for reducing backlash shock of a vehicle under regenerative braking, determining that the vehicle is in a regenerative braking state when the value of motor torque received from a controller provided in the vehicle has a negative value. The method of claim 2,
The vehicle speed comparison unit,
An apparatus for reducing backlash shock of a vehicle under regenerative braking, which determines that the driver's intention to stop is maintained when the speed of the vehicle under regenerative braking is slower than a certain speed. The method of claim 2,
The creep torque change control unit,
Control to change the creep torque generated by the electric motor to 0 Nm when the speed of the vehicle is slower than a predetermined speed in a regenerative braking situation, otherwise the creep torque set in response to the size of the brake torque An apparatus for reducing backlash shock of a vehicle under regenerative braking, further comprising: a creep torque determiner controlling to generate The method of claim 1,
The gear alignment control unit,
A vehicle under regenerative braking that converts the motor torque of a stopped vehicle from negative (-) torque to positive (+) torque in advance by rotating the gear in the driving direction within the play range between the two gear teeth meshing with each other. Backlash shock reduction device. The driver's intention is determined by receiving braking information of the vehicle being decelerated by the driver's brake operation, and when the determined intention is to stop and the vehicle's speed is reduced below a predetermined speed, creep generated by the electric motor Controlling to change the torque to a preset value; and
performing gear alignment by generating drive torque to the electric motor to bring the gear between the electric motor and the driving wheels into close contact in a driving direction in preparation for driving the vehicle before the vehicle stops, thereby aligning the gears; How to reduce shock. The method of claim 8,
In the step of changing the creep torque,
determining whether a creep torque change condition is satisfied by comparing the brake torque of the vehicle with a predetermined set value;
determining whether a regenerative braking state is present using a value of motor torque generated by an electric motor when the creep torque change condition is satisfied; and
A method of reducing backlash shock of a vehicle under regenerative braking, comprising: comparing a speed of the vehicle under deceleration with a previously set arbitrary speed when the vehicle is in a regenerative braking state. The method of claim 9,
In the process of determining whether the creep torque change condition is satisfied,
The brake torque obtained from the controller provided in the vehicle is compared with an arbitrary set value set as the creep torque change condition, and it is determined that the creep torque change condition is satisfied when the current brake torque is smaller than the arbitrary set value. A method for reducing backlash shock of a vehicle under regenerative braking. The method of claim 9,
The process of determining whether the regenerative braking state is in,
A method for reducing backlash shock of a vehicle under regenerative braking, determining that the vehicle is in a regenerative braking state when a value of motor torque received from a controller provided in the vehicle has a negative value. The method of claim 9,
The process of comparing the speed of the vehicle with an arbitrary speed,
A method of reducing backlash shock of a vehicle under regenerative braking, determining that a driver's intention to stop is maintained when the vehicle speed obtained from a controller provided in the vehicle is slower than a predetermined speed. The method of claim 9,
In the step of changing the creep torque,
Control to change the creep torque generated by the electric motor to 0 Nm when the speed of the vehicle is slower than a predetermined speed in a regenerative braking situation, otherwise the creep torque set in response to the size of the brake torque A method for reducing backlash shock of a vehicle under regenerative braking, further comprising a creep torque determining process for controlling to generate The method of claim 8,
The step of performing the gear alignment,
A vehicle under regenerative braking that converts the motor torque of a stopped vehicle from negative (-) torque to positive (+) torque in advance by rotating the gear in the driving direction within the play range between the two gear teeth meshing with each other. How to reduce backlash shock. A computer readable recording medium recording a program for executing the method for reducing backlash shock of a vehicle under regenerative braking according to any one of claims 8 to 14.

Images