阅读说明：本技术 全轮驱动混合动力车辆的再生制动控制系统和方法 (Regenerative braking control system and method for all-wheel drive hybrid vehicle ) 是由 崔榕珏 朴俊植 李昶旻 于 2020-06-22 设计创作，主要内容包括：提供全轮驱动混合动力车辆的再生制动控制系统和方法,混合动力车辆包括前轮HEV(混合动力电动车辆)动力传动系统和后轮EV(电动车辆)动力传动系统。该控制系统包括：安装在方向盘上的操纵仪器,用于通过驾驶员的操纵进行手动变速和再生制动控制；以及控制器,通过接收操纵仪器的(-)或(+)切换操纵信号或保持操纵信号,来调整再生制动量并控制前轮HEV动力传动系统的前轮电动机和后轮EV动力传动系统的后轮电动机中的每一个的变速模式。(Regenerative braking control systems and methods are provided for all-wheel drive hybrid vehicles, including front-wheel HEV (hybrid electric vehicle) powertrains and rear-wheel EV (electric vehicle) powertrains. The control system includes: an operating instrument mounted on a steering wheel for performing manual gear shift and regenerative brake control by a driver's operation; and a controller for adjusting the amount of regenerative braking and controlling a gear shift mode of each of a front wheel motor of the front wheel HEV power transmission system and a rear wheel motor of the rear wheel EV power transmission system by receiving a (-) or (+) switching manipulation signal or a holding manipulation signal of the manipulation instrument.)

1. A regenerative braking control system for an all-wheel drive hybrid vehicle including a front wheel hybrid electric vehicle powertrain and a rear wheel electric vehicle powertrain, the regenerative braking control system comprising:

a manipulation instrument installed on a steering wheel for manual gear shifting and regenerative braking control through manipulation by a driver; and

a controller configured to adjust an amount of regenerative braking of each of a front wheel motor of the front wheel hybrid electric vehicle powertrain and a rear wheel motor of the rear wheel electric vehicle powertrain and to control a gear shift mode by receiving a (-) or (+) switching manipulation signal or a hold manipulation signal of the manipulation instrument.

2. The regenerative braking control system of claim 1, wherein the manipulation instrument includes a pair of dials including a (-) dial and a (+) dial that are capable of performing a switching manipulation or a holding manipulation.

3. The regenerative braking control system of claim 1, wherein the controller comprises:

a hybrid control unit configured to output a torque command signal and a shift mode control signal to adjust a regenerative braking amount of each of the front wheel motor and the rear wheel motor of the front wheel hybrid electric vehicle powertrain after variably setting a torque ratio between the front wheel motor of the front wheel hybrid electric vehicle powertrain and the rear wheel motor of the rear wheel electric vehicle powertrain by receiving the (-) or (+) switching manipulation signal or a holding manipulation signal of the manipulation instrument;

a motor control unit configured to adjust the regenerative braking amount of each of the front wheel motor and the rear wheel motor based on the torque command signal for adjusting the regenerative braking amount of each of the front wheel motor and the rear wheel motor; and

a transmission control unit configured to perform shift control of the automatic transmission based on the shift mode control signal.

4. The regenerative braking control system according to claim 3, wherein to determine a coasting state of the vehicle, off detection signals of an accelerator position sensor and a brake position sensor are sent to the hybrid control unit during operation of the vehicle.

5. The regenerative braking control system of claim 3, further comprising: a travel mode selection switch configured to select a vehicle travel mode as an eco mode or a sport mode, a switching signal of the travel mode selection switch being transmitted to the hybrid control unit during operation of the vehicle.

6. The regenerative braking control system according to claim 3, wherein when receiving the (-) switch manipulation signal or the hold manipulation signal of the manipulation instrument while the vehicle is in a coasting state and its running mode is an eco-mode, the hybrid control unit is configured to: variably setting a torque ratio between the front wheel motor and the rear wheel motor and then outputting the torque command signal and the shift mode control signal to increase adjustment of the regenerative braking amount of each of the front wheel motor and the rear wheel motor.

7. The regenerative braking control system according to claim 3, wherein when receiving a (+) switching manipulation signal or the holding manipulation signal of the manipulation instrument when the vehicle is in a coasting state and a running mode thereof is an eco-mode, the hybrid control unit is configured to: variably setting a torque ratio between the front wheel motor and the rear wheel motor and then outputting the torque command signal and the shift mode control signal to reduce adjustment of the amount of regenerative braking of each of the front wheel motor and the rear wheel motor.

8. The regenerative braking control system according to claim 3, wherein when the vehicle is in a coasting state and its running mode is a sport mode, the hybrid control unit is configured to: upon receiving a (-) switch manipulation signal of the manipulation instrument, a lower gear transmission command signal of a gear shift position lower than a current gear shift position is sent to the transmission control unit, and the hybrid control unit is configured to: upon receiving a (+) shift manipulation signal of the manipulation instrument, a higher gear transmission command signal of a gear shift position higher than the current gear shift position is transmitted to the transmission control unit.

9. The regenerative braking control system of claim 3, further comprising:

an active hydraulic pressure booster configured to receive a cooperative control signal for distributing a total braking force from the hybrid control unit when the driver presses a brake pedal, and to generate a hydraulic braking pressure of a hydraulic braking system in addition to a regenerative braking force of an electric motor.

10. A regenerative braking control method of an all-wheel drive hybrid vehicle including a front wheel hybrid electric vehicle powertrain and a rear wheel electric vehicle powertrain, the regenerative braking control method comprising:

determining in a controller whether the vehicle is in a coasting state or a current driving mode;

changing a function of a manipulation instrument to a function of adjusting a regenerative braking amount when it is determined in the controller that the vehicle is in the coasting state and a running mode thereof is an eco-mode; and is

When the controller receives a (-) or (+) switching manipulation signal or a holding manipulation signal of the manipulation instrument, the regenerative braking amount of each of a front wheel motor of the front wheel hybrid electric vehicle powertrain and a rear wheel motor of the rear wheel electric vehicle powertrain is adjusted and a gear shift mode is controlled.

11. The regenerative braking control method according to claim 10, wherein adjusting the amount of regenerative braking and controlling the shift mode includes: the hybrid control unit of the controller variably sets a torque ratio between the front wheel motor of the front wheel hybrid electric vehicle powertrain and the rear wheel motor of the rear wheel electric vehicle powertrain, and then outputs a torque command signal for adjusting regenerative braking amounts of the front wheel motor and the rear wheel motor and a shift mode control signal.

12. The regenerative braking control method according to claim 10, wherein when the hybrid control unit of the controller receives a signal of a vehicle speed sensor, a signal of an accelerator position sensor, and a signal of a brake position sensor, it is determined that the vehicle is in the coasting state when a vehicle speed is higher than 0KPH, the accelerator position sensor is off, and the brake position sensor is off.

13. The regenerative braking control method according to claim 10, further comprising:

determining whether a first manipulation signal for performing (-) manipulation of the manipulation instrument is an initial one-time switching input signal or a one-time holding input signal; and is

Setting, by the hybrid control unit of the controller, a target deceleration of a vehicle speed after determining that the first manipulation signal is the initial one-time switching input signal, and setting a variable torque ratio between the front wheel motor and the rear wheel motor to a target torque ratio that satisfies the target deceleration.

14. The regenerative braking control method according to claim 13, further comprising:

receiving, by the hybrid control unit, an additional one-time switching input signal that continuously performs (-) manipulation of the manipulation instrument for a predetermined time after receiving the initial one-time switching input signal;

executing control of increasing regenerative braking torques of the front wheel motor and the rear wheel motor to a predetermined level each time the additional one-time switching input signal is received; and is

The shift control is executed to increase the deceleration based on a shift pattern preset for the front wheels.

15. The regenerative braking control method according to claim 10, further comprising:

determining whether a first manipulation signal for (-) manipulation of the manipulation instrument is an initial one-time switch input signal or a one-time hold input signal; and

after determining that the first manipulation signal is the primary hold input signal, setting, by the hybrid control unit of the controller, a target deceleration of a vehicle speed, and setting a variable torque ratio between the front wheel motors and the rear wheel motors to a target torque ratio that satisfies the target deceleration.

16. The regenerative braking control method according to claim 15, further comprising:

after receiving the primary hold input signal as the first manipulation signal for performing (-) manipulation of the manipulation instrument in the hybrid control unit of the controller, performing control for increasing the regenerative braking torque of the front wheel motor to a maximum regenerative braking torque, performing control for increasing the regenerative braking torque of the rear wheel motor to a predetermined level, and performing shift control for increasing deceleration based on a shift pattern preset for front wheels.

17. The regenerative braking control method according to claim 10, further comprising:

determining whether a second manipulation signal for performing (+) manipulation of the manipulation instrument is an initial one-time switching input signal or a one-time holding input signal; and

setting, by the hybrid control unit of the controller, a target deceleration release of a vehicle speed after determining that the second manipulation signal is the initial one-time switching input signal, and setting a torque ratio between the front wheel motor and the rear wheel motor as a torque ratio for the target deceleration release.

18. The regenerative braking control method according to claim 17, further comprising:

receiving an additional one-time switching input signal for continuously performing (+) manipulation of the manipulation instrument within a predetermined time after receiving the initial one-time switching input signal;

executing control of reducing regenerative braking torque of the front wheel motor to a predetermined level each time the additional one-time switching input signal is received; and is

The shift control is executed to reduce the deceleration based on a shift pattern preset for the front wheels.

19. The regenerative braking control method according to claim 10, further comprising:

determining that a second manipulation signal for performing (+) manipulation of the manipulation instrument is a one-time hold input signal; and is

Setting, by the hybrid control unit of the controller, a target deceleration release of a vehicle speed, and setting a torque ratio between the front wheel motor and the rear wheel motor as a torque ratio for the target deceleration release.

20. The regenerative braking control method according to claim 19, further comprising:

receiving, in the hybrid control unit of the controller, the primary hold input signal as the second manipulation signal of (+) manipulation of the manipulation instrument;

executing control of reducing the regenerative braking torque of the front wheel motor to a reference regenerative braking torque; and is

The shift control is executed to reduce the deceleration based on a shift pattern preset for the front wheels.

21. The regenerative braking control method according to claim 10, further comprising:

determining that the current driving mode is a motion mode; and is

Changing, by the hybrid control unit of the controller, a function of the manipulation instrument to a gear shift position adjustment function of the transmission such that control of a gear shift position decrease is performed when a first manipulation signal for a (-) switching manipulation is received and control of a gear shift position increase is performed when a second manipulation signal for a (+) switching manipulation is received.

22. The regenerative braking control method according to claim 10, further comprising:

maintaining (-) manipulation of the manipulation instrument for more than a predetermined time;

limiting the motor torque to a maximum regenerative braking torque; and is

The brake cooperative control is performed by an active hydraulic booster or an electric parking brake system to generate a hydraulic braking force.

23. The regenerative braking control method according to claim 10, wherein when an anti-lock braking system or a traction control system is operated during traveling under a regenerative braking operation, regenerative braking of the front wheel motor and the rear wheel motor is stopped at a shift to N range during traveling under the regenerative braking operation, and regenerative braking of the front wheel motor and the rear wheel motor is performed with a previous amount of the regenerative braking when returning to D range from N range and when releasing the operation of the anti-lock braking system or the traction control system.

Technical Field

The present invention generally relates to regenerative braking control systems and methods for AWD (all wheel drive) hybrid vehicles.

Background

Steering wheels of gasoline and diesel vehicles are equipped with steering instruments for manual shifting.

As shown in fig. 1, a pair of paddle 10 including a (-) paddle (paddle)11 and a (+) paddle 12 may be installed as an example of a manipulation instrument for manual shifting.

Therefore, when the (+) paddle 12 of one side of the pair of paddles 10 is manipulated, the shift speed of the automatic transmission is increased by a control signal of the transmission control unit (e.g., in the case of the 6-speed transmission, D1 → D2, D2 → D3, D3 → D4, D4 → D5, D5 → D6), and when the (-) paddle 11 of the other side is manipulated, the shift speed of the automatic transmission is decreased by a control signal of the transmission control unit (e.g., in the case of the 6-speed transmission, D6 → D5, D5 → D4, D4 → D3, D3 → D2, D2 → D1).

As shown in fig. 2, the pair of paddle 10 is mounted even on the steering wheel of the electric vehicle to perform deceleration control. When the (+) plectrum 12 on one side of the pair of plectrums 10 is manipulated, the deceleration of the motor for driving is controlled to be decreased by the control signal of the motor control unit, and when the (-) plectrum 11 on the other side is manipulated, the deceleration of the motor for driving is controlled to be increased by the control signal of the motor control unit.

Fig. 3 shows a power train diagram of a front wheel drive hybrid vehicle.

As shown in fig. 3, the power train of the front wheel drive hybrid vehicle is configured to include: an engine 40 and a motor 42 directly connected to each other; an engine clutch 41 disposed between the engine 40 and the motor 42 to transmit or disconnect engine power; an automatic transmission 43 for shifting and outputting power to drive wheels; an HSG (hybrid starter generator) 44 connected to a crank pulley of the engine to start and power the engine; and a battery 45 connected to the hybrid starter generator 44 for charging and discharging.

The front wheel drive hybrid vehicle may include an operating instrument mounted even on its steering wheel for manual shifting or for deceleration control by changing the amount of regenerative braking of the electric motor. The steering instrument may be employed as a pair of paddles comprising a (-) paddle and a (+) paddle.

Therefore, in order to improve the driving convenience of the driver, a paddle for manual transmission or deceleration control is mounted to an internal combustion engine vehicle, an electric vehicle, and a front-wheel drive hybrid vehicle, but at present, the paddle is not used for an AWD hybrid vehicle.

Accordingly, there is a need for a regenerative braking control system that can more intuitively control the amount of regenerative braking of an AWD hybrid vehicle by using a panel that is directly manipulated by the driver.

Disclosure of Invention

The present invention generally relates to regenerative braking control systems and methods for AWD (all wheel drive) hybrid vehicles. The specific embodiments relate to a regenerative braking control system and method for an AWD hybrid vehicle in which regenerative braking and shifting modes of the AWD hybrid vehicle having a combination of front-wheel HEV and rear-wheel EV are directly controllable by a driver using a paddle.

Embodiments of the present invention have been made keeping in mind the problems occurring in the prior art, and provide a regenerative braking control system and method of an AWD hybrid vehicle, in which the amount of regenerative braking of the AWD hybrid vehicle, including a front-wheel HEV powertrain and a rear-wheel EV powertrain, is controlled by a driver by directly manipulating a paddle according to a driving mode and driving conditions, thereby performing intuitive regenerative braking while performing continuous deceleration control of a front-wheel motor and a rear-wheel motor.

According to one embodiment of the invention, there is a regenerative braking control system for an AWD hybrid vehicle including a front-wheel HEV powertrain and a rear-wheel EV powertrain, the system comprising: an operation instrument installed on a steering wheel for performing manual speed change and regenerative braking control by a driver's operation; and a controller for adjusting a regenerative braking amount of each of a front wheel motor of the front wheel HEV power transmission system and a rear wheel motor of the rear wheel EV power transmission system and controlling a gear shift mode by receiving a (-) or (+) switching manipulation signal or a holding manipulation signal of the manipulation instrument.

The controller may include: an HCU (hybrid control unit) outputting a torque command signal and a shift mode control signal, adjusting a regenerative braking amount of each of the front wheel motor and the rear wheel motor, after variably setting a torque ratio between the front wheel motor of the front wheel HEV powertrain and the rear wheel motor of the rear wheel EV powertrain by receiving a (-) or (+) switching manipulation signal or a holding manipulation signal of a manipulation instrument; an MCU (motor control unit) for adjusting the regenerative braking amount of each of the front wheel motor and the rear wheel motor based on the torque command signal for the regenerative braking amount adjustment of each of the front wheel motor and the rear wheel motor; and a TCU (transmission control unit) for performing shift control of the automatic transmission based on the shift mode control signal.

Preferably, the manipulation instrument may be configured as a pair of dials including a (-) dial and a (+) dial capable of performing a switching manipulation or a holding manipulation.

The regenerative braking control system of the embodiment of the invention may further include an APS and a BPS for determining a coasting state of the vehicle, and turn-off detection signals of the APS and the BPS may be transmitted to the HCU.

The regenerative braking control system of the embodiment of the invention may further include: and a driving mode selection switch for selecting a vehicle driving mode as an eco mode or a sport mode, a switching signal of the driving mode selection switch being transmitted to the HCU.

Further, when a (-) switching manipulation signal or a hold manipulation signal of a manipulation instrument is received while the vehicle is selected to the coasting state and its running mode is selected to the eco-mode, the HCU may be configured to variably set a torque ratio between the front wheel motor and the rear wheel motor and then output a torque command signal and a shift mode control signal to increase adjustment of the amount of regenerative braking of each of the front wheel motor and the rear wheel motor.

Further, when a (+) switching manipulation signal or a holding manipulation signal of the manipulation device is received while the vehicle is selected to be in a coasting state and its driving mode is selected to be the eco-mode, the HCU may be configured to variably set a torque ratio between the front wheel motor and the rear wheel motor and then output a torque command signal and a shift mode control signal to reduce adjustment of the amount of regenerative braking of each of the front wheel motor and the rear wheel motor.

In addition, when the vehicle is selected to be in a coasting state and the travel mode thereof is selected to be the sport mode, the HCU may be configured to transmit a lower gear transmission command signal of a gear position lower than the current gear position to the TCU upon receiving a (-) switching manipulation signal of the manipulation instrument, and the HCU may be configured to transmit a higher gear transmission command signal of a gear position higher than the current gear position to the TCU upon receiving a (+) switching manipulation signal of the manipulation instrument.

Preferably, the regenerative braking control system of the embodiment of the present invention may further include: an AHB (active hydraulic booster) for receiving a cooperative control signal for distributing a total braking force from the HCU when the driver presses the brake pedal, and for generating a hydraulic brake pressure of the hydraulic brake system in addition to the regenerative braking force of the motor.

According to another embodiment of the present invention, there is provided a regenerative braking control method of an AWD hybrid vehicle including a front-wheel HEV powertrain and a rear-wheel EV powertrain, the control method including: determining in the controller whether the vehicle is in a coasting state or a current driving mode; changing the function of the steering apparatus to a function of adjusting the amount of regenerative braking when it is determined in the controller that the vehicle is in a coasting state and the running mode thereof is the eco-mode; and adjusting the amount of regenerative braking and controlling the shift mode of each of the front wheel motor of the front wheel HEV powertrain and the rear wheel motor of the rear wheel EV powertrain when the controller receives a (-) or (+) switching manipulation signal or a holding manipulation signal of the manipulation instrument.

The HCU of the controller may variably set a torque ratio between a front wheel motor of the front wheel HEV powertrain and a rear wheel motor of the rear wheel EV powertrain while adjusting the amount of regenerative braking and controlling the shift mode, and then output a torque command signal for regenerative braking amount adjustment of the front wheel motor and the rear wheel motor and a shift mode control signal.

Preferably, when the HCU of the controller receives a signal of a vehicle speed sensor, a signal of an APS (accelerator position sensor), and a signal of a BPS (brake position sensor), the APS is turned off and the BPS is turned off when the vehicle speed is higher than 0KPH, it may be determined that the vehicle is in a coasting state.

When it is determined that the first manipulation signal is the initial one-time switching input signal after it is determined whether the first manipulation signal for performing the (-) manipulation of the manipulating instrument is the initial one-time switching input signal or the one-time holding input signal, the HCU of the controller may set the target deceleration of the vehicle speed and set the variable torque ratio between the front wheel motor and the rear wheel motor to the target torque ratio satisfying the target deceleration.

Preferably, when the HCU receives an additional one-time switching input signal for continuously performing (-) manipulation of the manipulation instrument within a predetermined time after receiving the initial one-time switching input signal, control of increasing the regenerative braking torques of the front wheel motor and the rear wheel motor to a predetermined level is performed whenever the additional one-time switching input signal is received; and the shift control may be executed to increase the deceleration based on the shift pattern preset for the front wheels.

In addition, when it is determined that the first manipulation signal is the one-time-hold input signal after it is determined whether the first manipulation signal for (-) manipulation of the manipulating instrument is the initial one-time-switch input signal or the one-time-hold input signal, the HCU of the controller sets the target deceleration of the vehicle speed, and sets the variable torque ratio between the front wheel motor and the rear wheel motor to the target torque ratio satisfying the target deceleration.

Preferably, after receiving the one-time hold input signal as the first manipulation signal for performing the (-) manipulation of the manipulation instrument in the HCU of the controller, the control of increasing the regenerative braking torque of the front wheel motor to the maximum regenerative braking torque, the control of increasing the regenerative braking torque of the rear wheel motor to a predetermined level, and the shift control based on the shift pattern preset for the front wheels may be performed to increase the deceleration.

When it is determined that the second manipulation signal is the initial one-time switching input signal after it is determined whether the second manipulation signal for performing (+) manipulation of the manipulating instrument is the initial one-time switching input signal or the one-time holding input signal, the HCU of the controller may set a target deceleration release of the vehicle speed and set a torque ratio between the front wheel motor and the rear wheel motor as a torque ratio of the target deceleration release.

When an additional one-time switching input signal for continuously performing (+) manipulation of the manipulation instrument is received within a predetermined time after the HCU receives the initial one-time switching input signal, control to reduce the regenerative braking torque of the front wheel motor to a predetermined level may be performed whenever the additional one-time switching input signal is received, and shift control may be performed based on a shift pattern preset for the front wheels to reduce deceleration.

Further, when it is determined that the second manipulation signal for performing (+) manipulation of the manipulation instrument is the one-time hold input signal, the HCU of the controller may set a target deceleration release of the vehicle speed and set a torque ratio between the front wheel motor and the rear wheel motor as a torque ratio for the target deceleration release.

Preferably, when the hold input signal is received once in the HCU of the controller as the second manipulation signal for the (+) manipulation of the manipulation instrument, control of reducing the regenerative braking torque of the front wheel motor to the reference regenerative braking torque may be performed, and shift control may be performed based on a shift pattern preset for the front wheels to reduce the deceleration.

Meanwhile, when it is determined that the current driving mode is the sport mode, the HCU of the controller may change the function of the manipulation instrument to a gear shift adjustment function of the transmission, so that control for gear shift reduction may be performed when a first manipulation signal for a (-) switching manipulation is received, and control for gear shift increase may be performed when a second manipulation signal for a (+) switching manipulation is received.

In addition, when the (-) manipulation of the manipulation instrument is maintained for a predetermined time or more, the motor torque may be limited to the maximum regenerative braking torque, and the brake cooperative control may be performed by AHB (active hydraulic booster) or EPB (electric parking brake system) to generate the hydraulic braking force.

Further, when the ABS or the TCS is operated during driving in the regenerative braking operation, the regenerative braking of the front and rear wheel motors may be stopped when shifting to the N range during driving in the regenerative braking operation, and when returning to the D range from the N range, and when releasing the operation of the ABS or the TCS, the regenerative braking of the front and rear wheel motors may be performed by the previous amount of regenerative braking.

Embodiments of the present invention provide the following effects by the above-described problem solving means.

First, in the AWD hybrid vehicle having the combination of the front-wheel HEV and the rear-wheel EV, the torque and the shift pattern of the front-wheel motor are controlled by the driver's paddle manipulation to control the front-wheel deceleration, and at the same time, the torque of the rear-wheel motor is controlled by the driver's paddle manipulation to control the rear-wheel deceleration, so that the optimum regenerative braking energy can be recovered and the fuel efficiency can be improved.

Second, regenerative braking can be performed by the switching manipulation of the paddle, and regenerative braking can be performed by the holding manipulation of the paddle, so that more intuitive regenerative braking can be performed.

Third, in the sport driving mode, manual speed change is performed by driver's pad manipulation, and in the eco-run driving mode, regenerative braking is performed by driver's pad manipulation, thereby improving driver's driving convenience and fuel efficiency.

Drawings

The above and other objects, features and other advantages of embodiments of the present invention will be more clearly understood from the following detailed description taken in conjunction with the accompanying drawings, in which:

fig. 1 is a diagram showing an example in which a paddle for manual shifting is provided on a steering wheel of an internal combustion engine vehicle;

fig. 2 is a diagram showing an example of providing a paddle for deceleration adjustment on a steering wheel of an electric vehicle;

FIG. 3 is a power transmission schematic diagram of a front wheel hybrid vehicle;

FIG. 4 is a power transmission schematic diagram of an AWD hybrid vehicle employing a regenerative braking control system according to an embodiment of the present invention;

fig. 5 is a block diagram showing a regenerative braking control system of an AWD hybrid vehicle according to an embodiment of the invention;

fig. 6, 7, 8 are flowcharts showing regenerative braking control methods of an AWD hybrid vehicle according to an embodiment of the invention; and

fig. 9 is a graph showing a regenerative braking control process of an AWD hybrid vehicle as an embodiment according to the present invention.

Detailed Description

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

Fig. 4 is a power transmission schematic diagram of an AWD hybrid vehicle to which a regenerative braking control system is applied according to an embodiment of the invention, and shows an example of an AWD (all-wheel drive) system having a combination of a front-wheel HEV (hybrid electric vehicle) powertrain and a rear-wheel EV (electric vehicle) powertrain.

The front wheel HEV powertrain includes: an engine 110 and a front wheel motor 130 directly connected to each other; an engine clutch 120 disposed between the engine 110 and the front wheel motor 130 to transmit or disconnect engine power; an automatic transmission 140 outputting power to front wheels by switching power; an HSG150 (hybrid starter generator) connected to a crank pulley of the engine to start and power the engine; and a battery 160 connected to the front wheel motor 130 and the HSG150 to be charged and discharged.

The rear-wheel EV power train is configured to include: a rear wheel motor 170 connected to the battery 160 for charging and discharging; and a reduction gear 180 that reduces the power of the rear wheel motor 170 to output the power to the rear wheels.

According to the embodiment of the present invention, in the AWD hybrid vehicle having the front-wheel HEV and the rear-wheel EV combined as described above, the torque and the shift pattern of the front-wheel motor are controlled by the driver's paddle manipulation to control the front-wheel deceleration, and at the same time, the torque of the rear-wheel motor is controlled by the driver's paddle manipulation to control the rear-wheel deceleration, whereby the optimum regenerative braking energy can be recovered and more intuitive regenerative braking can be performed.

Fig. 5 is a block diagram showing a regenerative braking control system and a gear shifting control system of an AWD hybrid vehicle according to an embodiment of the invention.

An operating instrument capable of being directly operated by a driver is mounted on a steering wheel of an AWD hybrid vehicle for manual transmission and regenerative braking control.

For example, as a steering instrument for manual shifting and regenerative braking control, a pair of dials 210 may be mounted to a steering wheel 200 of an AWD hybrid vehicle, the pair of dials 210 including a (-) dial 212 and a (+) dial 214.

Hereinafter, in order to help understanding of the present invention, the (-) paddle 212 and (+) paddle 214 as the manipulating instruments will be described as an example.

The manipulation signal of the (-) paddle 212 of the pair of paddles 210 or the manipulation signal of the (+) paddle 214 is input to an HCU (hybrid control unit) 220 that is a high-level controller of the AWD hybrid vehicle.

Further, a travel mode selection switch 202 installed near the driver seat is connected to the HCU220 to determine whether the current vehicle travel mode is the eco mode or the sport mode.

Accordingly, the HCU220 may determine whether the current travel mode is the eco mode or the sport mode based on the switching signal received from the travel mode selection switch 202.

In addition, in order to determine whether the current travel mode is in a coasting state, a detection signal of an APS (accelerator position sensor) 206, which is turned on when an accelerator pedal is pressed and turned off when the accelerator pedal is not pressed, and a detection signal of a BPS (brake position sensor) 208, which is turned on when a brake pedal is pressed and turned off when the brake pedal is not pressed, are input to the HCU 220.

Preferably, the manipulation signal of the paddle 210 and the switching signal of the travel mode selection switch 202 may be transmitted to the HCU220 via a TCU (transmission control unit) 240.

Referring to fig. 5, when a switching or holding manipulation signal of the driver's (-) paddle 212 is received to increase the deceleration after the current running mode is determined to be the eco-mode, the HCU220 variably sets a torque ratio between the front wheel motor and the front wheel motor including the deceleration of the vehicle, and outputs a signal for controlling an increase in the amount of regenerative braking of each of the front wheel motor and the rear wheel motor and a shift mode control signal.

More specifically, when the driver performs a switching or holding manipulation of the (-) paddle 212 to increase the deceleration and the amount of regenerative braking after the current running mode is determined to be the eco-mode, the HCU220 sets a target deceleration of the vehicle speed based on the manipulation signal, sets a variable torque ratio between the front wheel motor and the rear wheel motor to a target torque ratio satisfying the target deceleration, transmits a torque command signal to increase the amount of regenerative braking of each of the front wheel motor and the rear wheel motor to the MCU230 (motor control unit), and transmits a command signal for controlling the shift mode to the TCU 240.

In contrast, when the driver receives a switching or holding manipulation signal of the (+) paddle 214 for reducing deceleration after the current running mode is determined to be the eco-mode, the HCU220 variably sets a torque ratio between the front wheel motor and the rear wheel motor including deceleration of the vehicle, and outputs a signal for controlling reduction of the regenerative braking amount of each of the front wheel motor and the rear wheel motor and a shift mode control signal.

More specifically, when the driver performs a switching manipulation or a holding manipulation of the (+) paddle 214 for reducing the deceleration and the amount of regenerative braking after determining that the current running mode is the eco-mode, the HCU220 sets a target deceleration of the vehicle speed based on the manipulation signal, sets a torque ratio between the front wheel motor and the rear wheel motor to a target torque ratio satisfying the target deceleration, transmits a torque command signal for reducing the amount of regenerative braking of each of the front wheel motor and the rear wheel motor to the MCU230, and transmits a command signal for shift mode control to the TCU 240.

In this case, the MCU230 controls the amount of regenerative braking of each of the front and rear wheel motors based on the torque command signals for regenerative braking amount control of the front and rear wheel motors transmitted from the HCU220, and the TCU240 performs shift control of the automatic transmission based on the shift mode control signals transmitted from the HCU 220.

Referring to fig. 5, when the current driving mode is determined to be in the sport mode, the HCU220 does not perceive the manipulation function of the paddle 210 as a function of adjusting the amount of regenerative braking, but as a function of manually controlling the gear position of the transmission.

Accordingly, when the driver receives the manipulation signal of the (-) dial 212 after the current driving mode is determined as the sport mode, the HCU220 transmits the shift command signal of the shift range lower than the current shift range to the TCU240, and thus, the lower range shift can be performed according to the driver's manual manipulation of the (-) dial 212.

In contrast, when the driver receives a manipulation signal of the (+) dial 214 after the current driving mode is determined as the sport mode, the HCU220 transmits a gear shift command signal to a gear shift position higher than the current gear shift position to the TCU240, and thus a higher gear shift may be performed according to the driver's manual manipulation of the (+) dial 214.

Meanwhile, in fig. 5, reference numeral 250 denotes an AHB (active hydraulic booster) 250 that generates hydraulic braking force.

When the driver presses the brake pedal and performs a function of the hydraulic brake pressure of the hydraulic brake system in addition to the regenerative braking force of the motor, the AHB 250 receives a cooperative control signal for distributing the total braking force from the HCU 220.

Here, a regenerative braking control method of an embodiment of the present invention based on the above-described configuration will be described below.

Fig. 6, 7, 8 are flowcharts showing regenerative braking control methods of an AWD hybrid vehicle according to an embodiment of the invention.

First, in S101, in the HCU220, which is a high-level controller of the AWD hybrid vehicle, it is determined whether the vehicle is in a coasting state.

For example, the HCU220 determines that the vehicle is in a coasting state when APS is off (an accelerator pedal not pressed state) and BPS is off (a brake pedal not pressed state) when the vehicle speed is higher than 0KPH by receiving a signal of the vehicle speed sensor 204, a signal of APS 206, and a signal of BPS 208.

Next, at S102, the HCU220 determines the current travel mode.

That is, in S103, the HCU220 determines whether the current travel mode is selected as the eco mode based on the switching signal received from the travel mode selection switch 202 installed near the driver seat.

When the current driving mode is determined to be the eco mode in the HCU220, after changing the function of the pair of dials 210 including the (-) dial 212 and the (+) dial 214 to the function of adjusting the amount of regenerative braking, it is determined whether the driver receives a first manipulation signal of the (-) dial 212 or a second manipulation signal of the (+) dial 214 of the pair of dials 210 in S104.

As a result of the determination at step S104, when it is determined that the first manipulation signal of the (-) paddle 212 is received, it is determined whether the first manipulation signal is an initial one-time toggling input signal or a one-time hold input signal at S105.

For reference, the switching refers to a one-touch manipulation of turning or pressing the paddle for less than a predetermined time, and the holding refers to a manipulation of turning or pressing the paddle for more than a predetermined time.

As a result of the determination at step S105, when the first manipulation signal of the (-) paddle 212 is determined as the initial one-time switching input signal at S106, the HCU220 sets a target deceleration of the vehicle speed for the vehicle stop by setting, at S107, the torque ratio between the front wheel motor and the rear wheel motor to a target torque ratio that satisfies the target deceleration.

In S108, when the HCU220 receives an additional one-time manipulation signal for continuous manipulation of the (-) paddle 212 (i.e., an additional one-time switching input signal within a predetermined time after receiving the initial one-time switching input signal), control to increase the regenerative braking torque of the front wheel motor to a predetermined level is performed every time the additional one-time switching input signal is received, and at the same time, shift control is performed by the TCU240 to increase the deceleration based on a shift pattern preset for the front wheels according to a command of the HCU 220.

Further, the HCU220 performs control of increasing the regenerative braking torque of the rear wheel motor to a predetermined level each time an additional one switching input signal is received. In this case, in S109, the regenerative braking torque of the rear wheel motor is maintained at the target torque ratio between the front wheel motor and the rear wheel motor set in step S107.

That is, the HCU220 performs control of increasing the regenerative braking torque of the rear wheel motor to a predetermined level to increase the deceleration every time an additional one-time switching input signal is received. In step S107, the target torque ratio between the front wheel motors and the rear wheel motors is set, so the increase level of the regenerative braking torque of the rear wheel motors is within the target torque ratio.

As a result of the determination at step S105, when the first manipulation signal of the (-) paddle 212 is determined as the one-time hold input signal, the HCU220 sets the variable torque ratio of the front wheel motor and the rear wheel motor to the target torque ratio satisfying the target deceleration speed by setting the target deceleration speed of the vehicle speed for the vehicle to stop at S110.

Next, the one-time hold input signal is a signal according to the driver operating the paddle for a predetermined time or more. Therefore, at S111, the HCU220 executes control of increasing the regenerative braking torque of the front wheel motors to the maximum regenerative braking torque, and at the same time, executes shift control to increase the deceleration based on the shift pattern preset for the front wheels.

That is, when the HCU220 transmits a command to the MCU230 to increase the regenerative braking torque of the front wheel motors to the maximum regenerative braking torque, the regenerative braking torque of the front wheel motors is controlled to the maximum regenerative braking torque by the control of the MCU230, and at the same time, the TCU240 performs the gear shift control based on the gear shift mode preset for the front wheels for increasing the deceleration according to the command of the HCU 220.

Further, when it is determined that the first manipulation signal of the (-) paddle 212 is the one-time hold input signal, the HCU220 performs a control of increasing the regenerative braking torque of the rear wheel motor to a predetermined level. In this case, in S112, the regenerative braking torque of the rear wheel motor is held at the target torque ratio between the front wheel motor and the rear wheel motor set in step S110.

That is, when it is determined that the first manipulation signal of the (-) paddle 212 is the one-time hold input signal, the HCU220 performs a control of increasing the regenerative braking torque of the rear wheel motor to increase the deceleration to a predetermined level. In step S110, since the target torque ratio between the front wheel motors and the rear wheel motors is set, the level of regenerative braking torque of the rear wheel motors is increased within the range of the target torque ratio.

In this case, control of increasing the regenerative braking torques of the front and rear wheel motors to a predetermined level and control of increasing the regenerative braking torque of the front wheel motor to the maximum regenerative braking torque may be performed by the MCU230 according to the command signal transmitted from the HCU 220. The shift control may be executed by the TCU240 based on a shift mode preset for increasing the deceleration in accordance with a command signal transmitted by the HCU 220.

Meanwhile, as a result of the determination at step S104, when it is determined that the first manipulation signal of the (-) paddle 212 is not received, it is determined whether the second manipulation signal of the (+) paddle 214 is received or not in S113.

As a result of the determination at step S113, when it is determined that the second manipulation signal of the (+) paddle 214 has been received in the HCU220, it is determined whether the second manipulation signal is an initial one-time switching input signal or a one-time holding input signal in S114.

As a result of the determination at step S114, when the second manipulation signal of the (+) paddle 214 is determined as the initial one-time switching input signal at S115, the HCU220 releases by setting the target deceleration of the vehicle speed for the vehicle stop and sets the variable torque ratio between the front wheel motor and the rear wheel motor as the torque ratio for the target deceleration release at S116.

When the HCU220 receives an additional second manipulation signal for continuously manipulating the (+) paddle 214 (i.e., an additional one-time switching input signal within a predetermined time after receiving the initial one-time switching input signal), at S117, control to reduce the regenerative braking torque of the front wheel motor to a predetermined level is performed every time the additional one-time switching input signal is received, and at the same time, gear shift control is performed to reduce the deceleration based on a gear shift pattern preset for the front wheels.

Further, the HCU220 performs control of reducing the regenerative braking torque of the rear wheel motor to a predetermined level each time an additional one switching input signal is received. In this case, in S118, the regenerative braking torque of the rear wheels is held at the torque ratio between the front wheel motor and the rear wheel motor set in step S116.

As a result of the determination at step S114, when it is determined that the second manipulation signal of the (+) paddle 214 is the one-time hold input signal, the HCU220 releases by setting the target deceleration of the vehicle speed for the vehicle stop and sets the torque ratio between the front wheel motor and the rear wheel motor as the torque ratio for the target deceleration release at S119.

Next, the one-time hold input signal is a signal in which the driver manipulates the paddle for a predetermined time or more. Therefore, in S120, the HCU220 performs control of reducing the regenerative braking torque of the front wheel motor to the reference regenerative braking torque (basic motor regenerative braking amount), and at the same time, performs shift control to reduce the deceleration based on the shift pattern preset for the front wheels.

Further, when it is determined that the second manipulation signal of the (+) paddle 214 is the one-time hold input signal, the HCU220 performs control of reducing the regenerative braking torque of the rear wheel motor to the reference regenerative braking torque. In this case, in S121, the regenerative braking torque of the rear wheel motor is held at the torque ratio between the front wheel motor and the rear wheel motor set in step S119.

In this case, the control of reducing the regenerative braking torques of the front and rear wheel motors to a predetermined level and the control of reducing the regenerative braking torques of the front and rear wheel motors to the reference regenerative braking torque may be performed by the MCU230 according to the command signals transmitted from the HCU 220. The shift control may be executed by the TCU240 based on a shift mode preset for reducing the deceleration in accordance with the command signal sent by the HCU 220.

Meanwhile, as a result of the determination at step S103, when the travel mode selection switch 202 installed near the driver seat is not selected as the eco mode but is changed from the eco mode to the sport mode, or when the eco mode is turned off, the HCU220 changes the function of the paddle 210 to the shift position adjustment function of the transmission at S123.

Therefore, in order to determine whether the shift range of the transmission is controlled, the HCU220 determines whether a first manipulation signal of the switching manipulation of the (-) paddle 212 of the pair of paddles 210 is received in S124 or whether a second manipulation signal of the switching manipulation of the (+) paddle 214 is received in S125.

As a result of the determination at step S124, when it is determined that the first manipulation signal of the (-) paddle 212 is received, the HCU220 performs control for the gear shift reduction at S126.

In contrast, as a result of the determination at step S125, when it is determined that the second manipulation signal for the switching manipulation of the (+) paddle 214 is received, the HCU220 executes control for an increase in the shift range at S127.

Of course, the reduction or increase of the gear positions may be performed by the TCU240 based on command signals sent by the HCU 220.

Meanwhile, after performing steps S109, S112, S118, and S121, or as a result of the determination at step S113, when it is determined that the second manipulation signal of the (+) paddle 214 is not received, in S122, it is determined whether a function change release signal for the paddle 210 (e.g., a manipulation signal to switch the travel mode selection switch 202 from the eco mode to the sport mode, or a manipulation signal to turn off the travel mode selection switch) is received in the HCU 220.

As a result of the determination at step S122, when it is determined that the function change release signal is received, the HCU220 changes the function of the paddle 210 to the transmission gear adjustment function of the transmission at S123, and repeatedly executes steps S124 to S127.

Therefore, in the AWD hybrid vehicle, the torque and the shift pattern of the front wheel electric motor are controlled by the driver's paddle manipulation to control the front wheel deceleration, and at the same time, the torque of the rear wheel electric motor is controlled by the driver's paddle manipulation to control the rear wheel deceleration, so that the optimum regenerative braking energy can be recovered. In addition, regenerative braking is performed by the switching manipulation and the holding manipulation of the paddle by the driver, so that more intuitive regenerative braking can be realized.

Here, the regenerative braking control process of the AWD hybrid vehicle according to the embodiment of the invention will be described in more detail with reference to one embodiment.

Fig. 9 is a graph showing a regenerative braking control process of an AWD hybrid vehicle as an embodiment according to the present invention.

Amount of regenerative braking of the basic motor

In fig. 9, reference numeral (r) denotes a closing operation of the APS 206.

When the driver releases the accelerator pedal, as shown in (r-1) of fig. 9, the motor regenerative braking amount of the AWD hybrid vehicle is adjusted to the basic motor regenerative braking amount (coasting regeneration).

More specifically, the turn-off signal of the APS 206 is transmitted to the HCU220, the HCU220 transmits a torque command signal for a basic amount of motor regenerative braking to the MCU230, and the MCU230 controls the motor torque at the basic amount of motor regenerative braking.

Preferably, the base motor regenerative braking amount is obtained only by regenerative braking torque control of the front wheel motor.

In this case, as described above, when it is determined that the vehicle is in a coasting state (for example, APS is off and BPS is off during downhill driving of the vehicle when the vehicle speed is greater than 0 KPH), the HCU220 variably sets the torque ratio between the front-wheel motor included in the front-wheel HEV powertrain and the rear-wheel motor included in the rear-wheel EV powertrain (for example, front-wheel motor 7: rear-wheel motor 3).

For example, as described above, when the driver receives a switch or hold manipulation signal of the (-) paddle 212 for deceleration increase after the current running mode is determined as the eco-mode, the HCU220 variably sets the torque ratio between the front wheel motor and the rear wheel motor including the vehicle deceleration. In contrast, when receiving the second operation signal of the (+) paddle 214, the HCU220 sets the release of the target deceleration of the vehicle speed and sets the variable torque ratio between the front wheel motor and the rear wheel motor as the torque ratio for the release of the target deceleration.

Of course, when a certain condition occurs, such as the operation of the paddle 210 to control the deceleration and the amount of regenerative braking, the torque ratio between the front wheel motor and the rear wheel motor is variably controlled. Therefore, the ratio of the front wheel motor 0%: rear wheel motor 100% to front wheel motor 100%: the motor torque is variably controlled within 0% of the rear wheel motor.

Deceleration control when switching (-) dial

In fig. 9, reference symbol (c) denotes the time of the switching operation of the (-) dial 212, that is, the time when the (-) dial 212 is switched by the driver for deceleration.

Therefore, as shown in ② -1 of fig. 9, during the first switching operation of the (-) paddle 212, a first additional regenerative braking amount (coast regeneration TQ 1) is applied to the motor in addition to the basic motor regenerative braking amount to increase the deceleration.

Further, as shown in (2) of fig. 9, in the second switching operation (additional switching operation period) of the (-) paddle 212, in addition to the first additional regenerative braking amount (coasting regeneration TQ 1), a second additional regenerative braking amount (coasting regeneration TQ 2) is applied to the motor to further increase the deceleration.

Further, as shown in (c) -3 of fig. 9, during the third switching operation of the (-) paddle 212 (during two additional switching operations), in addition to the second additional regenerative braking amount (coasting regeneration TQ 2), a third additional regenerative braking amount (coasting regeneration TQ 3) is applied to the motor to further increase the deceleration.

In this case, an additional amount of regenerative braking can be obtained by regenerative braking torque control of the front wheel motors and the rear wheel motors in addition to the basic motor regenerative braking amount. As described above, the deceleration metric ((c) -1), (c) -2), (c) -3) can be variably determined by manipulating the (-) paddle, while the torque ratio between the front-wheel motor included in the front-wheel HEV powertrain and the rear-wheel motor included in the rear-wheel EV powertrain can be variably set (e.g., front-wheel motor 7: rear-wheel motor 3).

Deceleration control while holding (-) dial

In fig. 9, reference symbol (c) denotes a start point of the holding manipulation of the (-) paddle 212 for deceleration, and reference symbol (d) denotes an end point of the holding manipulation of the (-) paddle 212 for deceleration.

As described above, in the case of the holding manipulation of the (-) paddle (for example, the pressing manipulation of the paddle is performed within several seconds), the HCU220 transmits the torque command signal for the maximum motor regenerative braking amount to the MCU230, and thus the motor torque is controlled in the maximum motor regenerative braking amount by the MCU 230.

Therefore, as described in reference sign (c) -1 of fig. 9, in the case of the holding manipulation of the (-) paddle 212, the maximum target deceleration is generated by the maximum regenerative braking torque.

Further, when the motor is operated at the basic motor regenerative braking amount (coasting regeneration) shown in (r-1) of fig. 9, in the case of the holding manipulation of the (-) paddle 212, the motor torque is increased to the maximum regenerative braking torque (paddle regeneration TQ) shown by (r-1) of fig. 9, and the deceleration is increased to the maximum target deceleration.

Further, when the motor is operated at the first additional regenerative braking amount (coasting regeneration TQ 1) shown in (c) -1 of fig. 9, the motor torque is also controlled to increase to the maximum regenerative braking torque shown in (c) -1 of fig. 9 while the deceleration increases to the maximum target deceleration in the case of the holding manipulation of the (-) paddle 212.

Further, when the motor is operated at the second additional regenerative braking amount (coasting regeneration TQ 2) shown in (c) -2 of fig. 9, in the case of the holding manipulation of the (-) paddle 212, the motor torque is also controlled to increase to the maximum regenerative braking torque shown in (c) -1 of fig. 9, while the deceleration is controlled to increase to the maximum target deceleration.

Further, when the motor is operated at the third additional regenerative braking amount (coasting regeneration TQ 3) shown in (c) -3 of fig. 9, the motor torque is also controlled to increase to the maximum regenerative braking torque shown in (c) -1 of fig. 9 and the deceleration is controlled to increase to the maximum target deceleration in the case of the holding manipulation of the (-) paddle 212.

In this case, when the HCU220 receives a signal that the driver holds the (-) paddle 212 to increase the deceleration, the HCU220 variably sets a torque ratio between the front wheel motor and the rear wheel motor including the deceleration of the vehicle, transmits a command signal for increasing regenerative braking force of the front wheel motor and the rear wheel motor to the MCU230, and transmits a command signal for shift mode control to the TCU 240.

Therefore, as described above, the deceleration increasing control according to the holding manipulation of the (-) paddle and the shift control for deceleration increase by the preset shift pattern of fig. 9 are simultaneously performed, and thus the vehicle deceleration can be easily increased to the maximum target deceleration.

Deceleration control when switching (+) shift

When the (+) paddle 214 is switched, the HCU220 variably sets a torque ratio between the front and rear wheel motors including the deceleration of the vehicle, outputs a signal for reducing the regenerative braking force of the front and rear wheel motors to the MCU230, and outputs a shift mode control signal to the TCU240, thus controlling the deceleration to be gradually reduced.

For example, as shown in (c) -3 of fig. 9, the deceleration is controlled to be increased to the third additional regenerative braking amount (coasting regeneration TQ 3) by the switching manipulation of the (-) paddle 212, and when the switching manipulation of the (+) paddle 214 is continuously performed twice, the third additional regenerative braking amount (coasting regeneration TQ 3) shown in (c) -3 of fig. 9 is adjusted to be adjusted in the order of the second additional regenerative braking amount (coasting regeneration TQ 2) shown in (c) -2 of fig. 9 and the first additional regenerative braking amount (coasting regeneration TQ 1) shown in (c) -1 of fig. 9.

Deceleration control while holding (+) plectrum

In fig. 9, reference numeral (c) denotes a time for performing the holding manipulation of the (+) paddle 214.

Therefore, when the holding manipulation of the (+) paddle 214 is performed, the HCU220 variably sets a torque ratio between the front wheel motor and the rear wheel motor including the deceleration of the vehicle, and outputs a signal for reduction of regenerative braking force for the front wheel motor and the rear wheel motor to the MCU230 and a shift mode control signal to the TCU 240. Therefore, the motor torque is controlled at the basic motor regenerative braking amount, and therefore the deceleration is controlled to be reduced to the level of the basic motor regenerative braking amount.

That is, in the case of the holding manipulation of the (+) paddle 214, the motor torque is reduced to the predetermined deceleration gradient indicated by (c-1) of fig. 9, and is controlled to return to the basic motor regeneration braking amount (coasting regeneration) indicated by (r-1) of fig. 9.

For example, when the motor is operated at the maximum regenerative braking torque (paddle regeneration TQ), in the case of the hold manipulation of the (+) paddle 214, the motor torque is controlled to return to the basic motor regenerative braking amount (coast regeneration) indicated by (r-1) of fig. 9.

Further, when the motor is operated at the third additional regenerative braking amount (coasting regeneration TQ 3), the motor torque is also controlled to return to the basic motor regenerative braking amount (coasting regeneration) shown in (r-1) of fig. 9 in the case of the holding manipulation of the (+) paddle 214.

Further, when the motor is operated at the second additional regenerative braking amount (coasting regeneration TQ 2), the motor torque is also controlled to return to the basic motor regenerative braking amount (coasting regeneration) indicated by (r-1) of fig. 9 in the case of the holding manipulation of the (+) paddle 214.

Further, when the motor is operated at the first additional regenerative braking amount (coasting regeneration TQ 1), in the case of the holding manipulation of the (+) paddle 214, the motor torque is also controlled to return to the basic motor regenerative braking amount (coasting regeneration) indicated by (r) -1 of fig. 9.

Stopping the vehicle by holding manipulation of the (-) paddle

In the case where the holding manipulation of the (-) paddle is for the predetermined time or more, the HCU220 variably sets a torque ratio between the front wheel motor and the rear wheel motor including the deceleration of the vehicle, sets the torque ratio to a torque ratio that first reduces the torque of the rear wheel motor and gradually reduces the torque of the front wheel motor, and outputs signals for reducing the regenerative braking force of the front wheel motor and the rear wheel motor and the vehicle stop to the MCU 230.

Therefore, in the deceleration gradient shown in | -1 of fig. 9, the torque for vehicle stop is applied to the motor to increase the braking deceleration, and the torque for vehicle stop is limited to the maximum regenerative braking torque (pad regeneration TQ) shown in | -2 of fig. 9.

In this case, when the torque for vehicle stop reaches the maximum regenerative braking torque (paddle regeneration TQ) represented by (h-2) of fig. 9, the braking cooperative control is performed by the AHB 250 or the EPB (electric parking brake system) as shown by (h-3) of fig. 9 to generate the hydraulic braking force, and thus the vehicle is stopped.

Therefore, in the case where the brake pedal is not depressed, after the deceleration at which the holding manipulation of the (-) paddle is performed is increased, braking is performed by the AHB 250 or the EPB as the braking system. Therefore, the charging effect of the battery is maximized due to the motor regenerative braking by the deceleration control, and the vehicle stop control can be easily performed.

Change gear mode for deceleration control

As described above, the function of performing the switching manipulation of the paddle 210 and the function of controlling the shift mode of the transmission for the regenerative braking amount control and the deceleration control of the front wheels can be performed together.

As described above, the deceleration increasing control according to the holding manipulation of the (-) paddle and the shift control according to the deceleration increase of the shift pattern preset for the front wheels as shown in (c) of fig. 9 are simultaneously executed, it is possible to easily increase the vehicle deceleration to the maximum target deceleration.

During operation of the brake pedal

As described above, if the driver presses the brake pedal while increasing the deceleration by the switching or holding manipulation of the (-) paddle or while decreasing the deceleration by the switching or holding manipulation of the (+) paddle, the brake cooperative control in which the regenerative braking force and the hydraulic braking force are used together is performed.

That is, as described above, if the driver presses the brake pedal while the switching or holding manipulation of the (-) paddle increases the deceleration, or while the switching or holding manipulation of the (+) paddle decreases the deceleration, the basic motor regenerative braking amount (coasting regeneration) represented by (r) -1 of fig. 9 is the regenerative braking amount, and the hydraulic braking force of the AHB 250 as the brake system is added thereto, and thus the vehicle stops.

In the sport mode

As described above, when the current driving mode is determined to be the sport mode, the HCU220 does not perceive the manipulation function of the paddle 210 as a function of adjusting the amount of regenerative braking, but perceives a function of manually controlling the gear position of the transmission.

Therefore, a lower speed transmission according to the manual switching manipulation of the (-) paddle 212 and a higher speed transmission according to the manual switching manipulation of the (+) paddle 214 can be performed, and control of changing the shift pattern of the control deceleration by manually manipulating the shift pattern of the front wheel transmission can be performed.

When shifting to N range during traveling with regenerative braking operation

As described above, when the current driving mode is determined to be the eco-mode in the HCU220, the function of the pair of dials 210 including the (-) dial 212 and the (+) dial 214 is changed to the function of the regenerative braking amount adjustment, and the regenerative braking is controlled by manipulating the (-) dial 212 and the (+) dial 214.

When shifting the gear position to N range during running with the regenerative braking operation, the HCU220 transmits a signal to stop all regenerative braking to the MCU230 while the TCU240 transmits an N range signal to the HCU 220. Therefore, the regenerative braking of the motor is stopped.

In this case, when returning to the D (drive) range from the N (neutral) range, the HCU220 transmits a command signal to return to the amount of regenerative braking to the MCU230 before the N range is operated. Therefore, regenerative braking is performed before the N range operation.

For example, when the amount of basic motor regenerative braking (coasting regeneration) indicated by (r) -1 in fig. 9 is adjusted, the regenerative braking before the N range operation is returned to the same amount of basic motor regenerative braking (coasting regeneration) as the amount of basic motor regenerative braking when returning from the N range to the D range.

Further, when the first additional regenerative braking amount (coasting regeneration TQ 1) shown in (c) -1 of fig. 9 is adjusted, the regenerative braking before the N range operation is returned to the first additional regenerative braking amount (coasting regeneration TQ 1) which is the same as the first additional regenerative braking amount when returning from the N range to the D range.

Further, when the second additional amount of regenerative braking (coasting regeneration TQ 2) shown in (c) -2 of fig. 9 is adjusted, the regenerative braking before the N range operation is returned to the second additional amount of regenerative braking (coasting regeneration TQ 2) that is the same as the second additional amount of regenerative braking when returning from the N range to the D range.

Further, when the third additional regenerative braking amount (coasting regeneration TQ 3) shown in the twentieth-3 of fig. 9 is adjusted, the regenerative braking before the N range operation is returned to the third additional regenerative braking amount (coasting regeneration TQ 3) which is the same as the third additional regenerative braking amount (coasting regeneration TQ 3) when the N range is returned to the D range.

Further, when the maximum regenerative braking torque (paddle regeneration TQ) indicated by (c-1) of fig. 9 is adjusted, the regenerative braking before the N-range operation is returned to the same maximum regenerative braking torque (paddle regeneration TQ) as that when returning from the N-range to the D-range.

In regenerative braking operation, in the case of ABS or TCS operation

As described above, when an ABS (anti-lock brake system) or a TCS (traction control system), which is one of the emergency braking systems, is operated under the regenerative braking control by manipulating the (-) paddle 212 and the (+) paddle 214 during traveling, the HCU220 transmits a signal to stop all regenerative braking to the MCU230 in order to make braking safe. Therefore, the regenerative braking of the motor is stopped.

In this case, when the operation of the ABS or the TCS is stopped, the HCU220 transmits a command signal to return to the amount of regenerative braking to the MCU230 before the operation of the ABS or the TCS, and thus performs regenerative braking before the operation of the ABS or the TCS.

For example, when the basic motor regenerative braking amount (coasting regeneration) indicated by (r) -1 in fig. 9 is adjusted, the regenerative braking is returned to the basic motor regenerative braking amount (coasting regeneration) that is the same as the basic motor regenerative braking amount when the operation of the ABS or the TCS is stopped, before the operation of the ABS or the TCS.

Further, when the first additional regenerative braking amount (coasting regeneration TQ 1) shown in (c) -1 of fig. 9 is adjusted, the regenerative braking is returned to the first additional regenerative braking amount (coasting regeneration TQ 1) which is the same as the first additional regenerative braking amount when the operation of the ABS or the TCS is stopped, before the operation of the ABS or the TCS.

Further, when the second additional regenerative braking amount (coasting regeneration TQ 2) shown in (a) -2 of fig. 9 is adjusted, the regenerative braking is returned to the second additional regenerative braking amount (coasting regeneration TQ 2) which is the same as the second additional regenerative braking amount when the operation of the ABS or the TCS is stopped, before the operation of the ABS or the TCS.

When the third additional regenerative braking amount (coasting regeneration TQ 3) shown in (a) -3 of fig. 9 is adjusted, the regenerative braking is returned to the third additional regenerative braking amount (coasting regeneration TQ 3) which is the same as the third additional regenerative braking amount when the operation of the ABS or the TCS is stopped, before the operation of the ABS or the TCS.

Further, when the maximum regenerative braking torque (paddle regeneration TQ) indicated by (c-1) of fig. 9 is adjusted, the regenerative braking is returned to the maximum regenerative braking torque (paddle regeneration TQ) that is the same as the maximum regenerative braking torque when the operation of the ABS or the TCS is stopped, before the operation of the ABS or the TCS.

Controlling power distribution to front and rear wheels by steering wheel operation

As described above, when it is determined that the steering of the steering wheel is operated above the reference angle during the regenerative braking control and the deceleration control by manipulating the (-) paddle 212 and the (+) paddle 214, the torque ratio between the front wheel motor and the rear wheel motor can be controlled.

That is, in addition to the vehicle speed and deceleration, the torque and power ratio between the front wheel motor and the rear wheel motor may be changed according to the steering angle of the steering wheel.

For example, when the steering angle sensor detects that the steering angle of the steering wheel is equal to or greater than a reference angle, the HCU220 transmits command signals for changing the torque ratio and the power ratio of the front wheel motors and the rear wheel motors to the MCU. Therefore, the torque and power ratio between the front wheel motor and the rear wheel motor can be variably controlled according to the steering angle.

As described above, in the AWD hybrid vehicle, the torque and the shift pattern of the front wheel motors are controlled by the driver's paddle manipulation to control the front wheel deceleration, and at the same time, the torque of the rear wheel motors is controlled by the driver's paddle manipulation to control the rear wheel deceleration, so that the optimum regenerative braking energy can be recovered. Therefore, in the process of manipulating the (-) paddle and the (+) paddle, fuel efficiency can be improved and regenerative braking can be variably controlled according to the vehicle running condition, so that more intuitive regenerative braking can be performed.