Braking device and braking method for vehicle

Abstract

A braking apparatus for a vehicle includes: a receiving unit configured to receive driving information of the vehicle; a braking force generation unit configured to generate a braking force of the vehicle; and a continuous braking control unit configured to control the braking force generation unit to adjust a magnitude of the braking force based on the driving information, in which the continuous braking control unit is configured to control the braking force generation unit such that the braking force is periodically generated at a value between the first braking force and the second braking force.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority from Korean Patent Application No. 10-2023-0131554 filed on October 4, 2023 with the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to a braking device and a braking method for a vehicle, and more particularly to a braking device and a braking method for performing continuous braking control, wherein the braking force can be adjusted so that the traveling speed changes continuously until the vehicle stops. Background Art

[0004] The brake system is a device that reduces the speed of a vehicle or stops it while driving, and is crucial to vehicle safety. The vehicle brake system is a device that uses friction to convert the rotational energy of the wheels into heat energy to reduce the speed of the vehicle or stop it.

[0005] For example, when stopping, even if the vehicle speed changes from 1 kph to 0 (zero) kph, since the vehicle speed changes discontinuously, a braking shock is generated in the vehicle due to inertia.

[0006] Specifically, there is relative movement between the vehicle and the passengers. Especially for the passengers, the maximum inertia force acts on the head, which is the heaviest part of the body, causing the body to lean forward, and the riding comfort in the vehicle is deteriorated when the vehicle is parked. Summary of the invention

[0007] One aspect of the present invention is to provide a braking device and a braking method which can stop a vehicle by linearly changing the running speed of the vehicle, thereby minimizing the shock generated when the vehicle stops.

[0008] According to one aspect of the present invention, a braking device includes: a receiving unit configured to receive driving information of a vehicle; a braking force generating unit configured to generate a braking force of the vehicle; and a continuous braking control unit configured to control the braking force generating unit based on the driving information to adjust the magnitude of the braking force, wherein the continuous braking control unit is configured to control the braking force generating unit so that the braking force is periodically generated with a value between a first braking force and a second braking force.

[0009] The continuous braking control unit is configured to generate a braking force such that a traveling speed of the vehicle changes continuously.

[0010] The first braking force corresponds to a maximum braking force value within one cycle, and the second braking force corresponds to a minimum braking force value within one cycle.

[0011] The driving information includes at least one of a driving speed of the vehicle and brake pedal stroke information.

[0012] A continuous braking start determination unit may be included to determine whether the continuous braking control unit starts continuous braking based on the driving information.

[0013] In the continuous braking start determination unit, when the running speed of the vehicle is less than a preset first reference speed and the brake pedal is in operation, the continuous braking control unit controls the braking force generation unit.

[0014] The continuous braking control unit includes a first continuous braking control mode configured to brake the vehicle to reduce the vehicle speed to a preset speed based on the vehicle's traveling speed and a second continuous braking control mode configured to brake the vehicle to stop the vehicle.

[0015] The first continuous braking control mode and the second continuous braking control mode include determining a plurality of continuous braking control sections divided based on a vehicle travel speed.

[0016] In at least one of the plurality of continuous braking control sections, the continuous braking control unit controls the braking force generating unit to keep the first braking force constant in each cycle but gradually reduce the second braking force in each cycle.

[0017] In another one of the plurality of continuous braking control sections, the continuous braking control unit controls the braking force generating unit to keep the first braking force and the second braking force constant in each cycle.

[0018] In another continuous braking control section of the plurality of continuous braking control sections, the continuous braking control unit controls the braking force generating unit to keep the second braking force constant in each cycle but gradually reduce the first braking force in each cycle.

[0019] A vehicle may include a braking device.

[0020] According to another aspect of the present invention, a braking method for a vehicle comprises the following steps: receiving driving information of the vehicle through a receiving unit of a braking device; determining whether to start continuous braking control based on the driving information through a continuous braking control unit of the braking device; and performing continuous braking control by adjusting the braking force of the vehicle through the continuous braking control unit, wherein the step of performing continuous braking control comprises the following steps: adjusting the braking force so that the driving speed of the vehicle changes continuously until the vehicle stops.

[0021] In the step of determining whether to activate the continuous braking control, when the running speed of the vehicle is less than a preset speed, the continuous braking control is activated.

[0022] In the step of performing the continuous braking control, the braking force periodically generates the first braking force and the second braking force, and the braking force is controlled to form a waveform, thereby controlling the braking force so that the traveling speed changes continuously.

[0023] The first braking force may be a maximum braking force value within a cycle, and the second braking force may be a minimum braking force value within a cycle.

[0024] The step of performing the continuous braking control includes determining at least one continuous braking control section, and changing a waveform formed by the braking force based on the continuous braking control section.

[0025] In at least one continuous braking control section, the step of performing continuous braking control generates a braking force to keep the first braking force constant but gradually increases an amplitude of a waveform.

[0026] In at least one continuous braking control section, the step of performing continuous braking control generates a braking force to keep the amplitude of the waveform constant.

[0027] In at least one continuous braking control section, the step of performing continuous braking control generates a braking force to keep the second braking force constant but gradually reduces an amplitude of a waveform. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above and other aspects, features and advantages of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which:

[0029] Figure 1 is a block diagram of a braking device according to an embodiment of the present invention;

[0030] Figure 2 is a flowchart of a braking method according to an embodiment of the present invention;

[0031] Figure 3 is a detailed flow chart of S800 according to an embodiment of the present invention;

[0032] Figure 4 is a detailed flow chart of S900 according to an embodiment of the present invention;

[0033] Figure 5 is a graph showing a first continuous braking control section according to an embodiment of the present invention;

[0034] Figure 6 is a graph showing a second continuous braking control section according to an embodiment of the present invention;

[0035] Figure 7 is a graph showing a third continuous braking control section according to an embodiment of the present invention;

[0036] Figure 8 is a graph showing an Ath continuous braking control section according to an embodiment of the present invention;

[0037] Fig. 9 is a graph showing a B-th continuous braking control section according to an embodiment of the present invention;

[0038] Fig.10 is a graph showing vehicle travel speed according to an embodiment of the present invention and the prior art; and

[0039] Fig.11 is a graph showing the pitch angle of a vehicle according to an embodiment of the present invention and the related art. DETAILED DESCRIPTION

[0040] It should be understood that the term "vehicle" or "vehicular" or other similar terms as used herein generally include motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, water craft including various ships, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As described herein, a hybrid vehicle is a vehicle having two or more power sources, such as a vehicle having both gasoline power and electric power.

[0041] The terms used herein are only used to describe specific embodiments and are not intended to limit the present invention. As used herein, unless the context clearly indicates otherwise, the singular form "one / an" and "the / said" etc. are also intended to include plural forms. It should also be understood that the terms "include", "comprise", "contain", etc., when used in this specification, specify the existence of features, integers, steps, operations, elements and / or components, but do not exclude the existence or addition of one or more other features, integers, steps, operations, elements, components and / or groups. As used herein, the term "and / or" includes any and all combinations of one or more of the related listed items. Throughout the specification, unless explicitly described to the contrary, the words "include", "comprise", "contain", etc. will be understood to be intended to include elements, but do not exclude any other elements. In addition, the terms "unit", "-device", "-part" and "module" described in this specification refer to units for processing at least one function and operation, and can be realized by hardware components or software components and combinations thereof.

[0042] Furthermore, the control logic of the present invention may be embodied as a non-transitory computer readable medium on a computer readable medium containing executable program instructions executed by a processor, controller, etc. Examples of computer readable media include, but are not limited to, ROM, RAM, CD-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer readable medium may also be distributed in networked computer systems so that the computer readable medium is stored and executed in a distributed manner, for example, via a telematics server or a controller area network (CAN).

[0043] Since the present invention may have various changes and may have various exemplary embodiments of the present invention, specific embodiments may be illustrated and described in detail in the drawings. However, this is not intended to limit the present invention to specific embodiments, but should be understood to include all modifications, equivalents and substitutes included in the spirit and scope of the present invention.

[0044] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as those commonly understood by ordinary technicians in the field to which the present invention belongs. These terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning consistent with the meaning in the context of the relevant field, and should not be interpreted in an imaginary or overly formal manner unless explicitly defined in this application.

[0045] Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

[0046] In the present invention, according to an embodiment of the present invention, continuous braking is braking that changes the braking force and decelerates or stops the vehicle, and can improve the riding comfort of the occupant by minimizing the influence of the inertial force generated when the vehicle stops.

[0047] Figure 1 is a block diagram of a braking device according to an embodiment of the present invention.

[0048] refer to Figure 1 , a braking device according to an embodiment of the present invention may include a receiving unit 100 , a continuous braking start determining unit 200 , a continuous braking control unit 300 , and a braking force generating unit 400 .

[0049] Each of the above units constitutes a module and / or device of the braking device, which may be a controller. For example, the above units of the braking device may constitute a hardware component forming part of a controller (e.g., a module or device of a high-level controller), or may constitute a single controller each having a processor and a memory. The braking device may include one or more processors and memories.

[0050] The receiving unit 100 may receive information related to vehicle driving conditions.

[0051] For example, the receiving unit 100 may receive information related to driving conditions, including whether the driver operates the brake pedal, the vehicle driving speed, the brake hydraulic pressure, the required brake torque, and the like.

[0052] Here, the required braking torque may be a degree that can satisfy the required deceleration set according to the vehicle travel speed based on the stroke of the brake pedal operated by the driver.

[0053] For each vehicle or user setting, the desired braking torque may be set in various ways based on the amount of adjustment of the brake pedal (eg, the degree of travel of the brake pedal, the rate of change of the brake pedal travel, or the amount of pedal force).

[0054] However, the present invention is not limited thereto, and the receiving unit 100 may receive driving information capable of estimating driving conditions, including whether a brake pedal is in an operating state, a vehicle driving speed, brake hydraulic pressure, and brake torque.

[0055] For example, the receiver 100 may also include driving information, such as the travel degree information of the vehicle brake pedal, the wheel speed of each wheel, etc.

[0056] Here, whether the driver has operated the brake pedal may be estimated from the brake pedal stroke information, and the vehicle travel speed may be estimated from the wheel speeds of the individual wheels.

[0057] In addition, the receiving unit 100 may be connected to a sensor provided in the vehicle using a network provided in the vehicle and receive information on a driving condition of the vehicle.

[0058] For example, the receiving unit 100 may use the vehicle controller area network (CAN) of the vehicle to receive brake pedal status information including brake pedal travel information from a brake pedal sensor, and may determine whether the brake pedal is in a working state by monitoring the received brake pedal travel extent.

[0059] In addition, the receiving unit 100 may receive the required deceleration using a vehicle controller area network (CAN) network, or receive brake pedal state information including brake pedal travel information from a brake pedal sensor. The continuous braking control unit 300 may determine the required deceleration or required braking force based on the travel degree of the brake pedal received through the receiving unit 100.

[0060] The continuous braking start determination unit 200 may determine whether to start the continuous braking based on the driving information received from the receiving unit 100 .

[0061] For example, the continuous braking start determination unit 200 may determine whether to start continuous braking based on the driver's deceleration intention. The driver's deceleration intention may be determined based on the vehicle travel speed and whether the driver operates the brake.

[0062] More specifically, the continuous braking start determination unit 200 may compare the vehicle travel speed received from the receiving unit 100 with a preset first reference speed (eg, 10 kph (kilometers per hour)).

[0063] The continuous braking start determination unit 200 may start the continuous braking control when the vehicle travel speed is lower than a preset first reference speed.

[0064] In addition, the continuous braking start determination unit 200 may determine whether the brake pedal is operating through the receiving unit 100, and may start the continuous braking control when the brake pedal is operating.

[0065] Here, the continuous braking start determination unit 200 may determine whether the brake is operating through a brake pedal pressure sensor or a stroke sensor.

[0066] The braking force generating unit 400 may be a device that generates braking force. For example, the braking force generating unit 400 may be a hydraulic braking device. In this case, the braking force generating unit 400 may control the braking force by adjusting the braking hydraulic pressure applied to the hydraulic braking device.

[0067] However, the braking force generation unit 400 is not limited to the hydraulic brake device, and various brake devices capable of generating braking force, such as an electromechanical brake (EMB), an electronic parking brake (EPB), etc., may be employed.

[0068] The continuous braking control unit 300 may control the braking force generation unit 400 to generate a braking force.

[0069] The continuous braking control unit 300 may control the braking force generated by the braking force generation unit 400 in at least two continuous braking control modes.

[0070] The continuous braking control unit 300 may include a control mode determination unit 310 and a control section determination unit 320 .

[0071] The control mode determination unit 310 may control the braking force generation unit 400 in at least two control modes including a first continuous braking control mode and a second continuous braking control mode based on a vehicle travel speed.

[0072] Each of the first continuous braking control mode and the second continuous braking control mode may include a plurality of continuous braking control sections.

[0073] The first continuous braking control mode, the second continuous braking control mode, and each continuous braking control section may be determined based on a vehicle travel speed.

[0074] The braking device according to the embodiment of the present invention can be divided into a first continuous braking control mode and a second continuous braking control mode, which controls the braking force of the vehicle, decelerates the vehicle and stops the vehicle, thereby minimizing the inertia force generated when the vehicle stops, thereby improving the riding comfort of passengers.

[0075] The control mode determination unit 310 may determine the continuous braking control mode of the vehicle based on the vehicle travel speed. In addition, the control section determination unit 320 may determine the continuous braking control section in the continuous braking control mode determined based on the vehicle travel speed.

[0076] The continuous braking control mode and the continuous braking control section will be described in detail below.

[0077] The continuous braking control unit 300 can be implemented by a non-volatile memory (not shown) and a processor (not shown), wherein the non-volatile memory is configured to store data related to an algorithm configured to control the operation of various components of the vehicle, or software instructions for reproducing the algorithm, and the processor is configured to perform the operations described below using the data stored in the memory.

[0078] Here, the memory and the processor may be implemented as separate chips. Alternatively, the memory and the processor may be implemented as a single chip integrated with each other. A processor may take the form of one or more processors.

[0079] The components of the brake system can be connected in wired and wireless connection modes to exchange information. For example, data can be exchanged using communication means such as Ethernet, Media Oriented System Transport (MOST), Flexray, Controller Area Network (CAN), Local Interconnect Network (LIN), Internet, LTE, 5G, Wi-Fi, Bluetooth, Near Field Communication, Zigbee, Radio Frequency, etc.

[0080] Figure 2 is a flow chart of a braking method according to an embodiment of the present invention, Figure 3 is a detailed flow chart of S800 according to an embodiment of the present invention, and Figure 4 is a detailed flowchart of S900 according to an embodiment of the present invention.

[0081] refer to Figure 2 According to an exemplary embodiment of the present invention, a braking method may receive driving information through a receiving unit 100 when a vehicle is driving (S600).

[0082] The continuous braking start determination unit 200 may determine whether to start the continuous braking control based on the information received through the receiving unit 100 (S700). The continuous braking start determination unit 200 may determine whether to start the continuous braking control based on the vehicle travel speed and whether the brake is working.

[0083] More specifically, in the continuous braking start determination unit 200, if the vehicle speed received from the receiving unit 100 is lower than a preset and stored first reference speed (e.g., 10 kph), and the driver operates the brake pedal, the continuous braking start determination unit 200 may determine to start continuous braking control.

[0084] Here, whether the driver operates the brake pedal can be confirmed by receiving brake pedal stroke information, brake pedal force information, etc. provided by the brake pedal through the receiving unit 100 .

[0085] In other words, the continuous braking start determination unit 200 may confirm the driver's braking intention based on the vehicle travel speed and whether the brake pedal is operating.

[0086] When the continuous braking start determination unit 200 determines to start the continuous braking, the continuous braking control unit 300 may control the braking force generation unit 400 including the first continuous braking control mode and the second continuous braking control mode ( S800 and S900 ).

[0087] In the prior art, when the driver operates the brake pedal, the vehicle is stopped by generating a certain required braking force determined based on the brake pedal stroke or pedal force. At this time, the vehicle stops at a speed of 0 km / h, and an impact is generated when the vehicle stops due to inertia.

[0088] Specifically, when a person is riding in a vehicle, the head (the heaviest part of the body) leans forward due to inertia, and the parking feeling deteriorates.

[0089] The continuous braking control unit 300 may not continuously generate the braking force using the required braking force determined based on the brake pedal stroke or the pedal force of the brake pedal, but may repeatedly change the magnitude of the braking force based on the driving speed, thereby smoothly stopping the vehicle.

[0090] More specifically, the continuous braking control unit 300 may include multiple methods for changing the magnitude of the braking force, and may generate the braking force by applying an appropriate braking method to each of a plurality of sections divided based on the driving speed, thereby minimizing the impact occurring during braking and parking.

[0091] When the continuous braking start determination unit 200 determines to start the continuous braking, the continuous braking control unit 300 may perform the first continuous braking control mode ( S800 ).

[0092] refer to Figure 3 The first continuous braking control mode may include a first continuous braking control section, a second continuous braking control section and a third continuous braking control section.

[0093] The control section determination unit 320 may determine the continuous braking control section based on whether the brake pedal is operating and the vehicle driving speed.

[0094] For example, when the continuous braking start determination unit 200 determines to start continuous braking (when the brake pedal is in operation and the driving speed is less than the first reference speed), the control section determination unit 320 may determine the first continuous braking control section.

[0095] In addition, when the brake pedal is working and the driving speed is less than a preset second reference speed (eg, 6 km / h), the control section determination unit 320 may determine to change the continuous braking control section from the first continuous braking control section to the second continuous braking control section (S802).

[0096] In addition, when the brake pedal is working and the driving speed is less than a preset third reference speed (eg, 5 km / h), the control section determination unit 320 may determine to change the continuous braking control section from the second continuous braking control section to the third continuous braking control section ( S804 ).

[0097] In addition, when the brake pedal is working and the driving speed is less than a preset fourth reference speed (eg, 3 km / h), the control mode determination unit 310 may determine to change the continuous braking control mode from the first continuous braking control mode to the second continuous braking control mode (S806).

[0098] In S802 , S804 , and S806 , when the brake pedal is not working or the vehicle driving speed is not satisfied, the continuous braking control unit 300 may stop the continuous braking control and may return to S700 to re-determine whether to start the continuous braking control.

[0099] Refer to the following Figures 5 to 7 , a method of generating braking force in the first to third continuous braking control sections is described in more detail.

[0100] Figure 5 is a graph showing a first continuous braking control section according to an embodiment of the present invention, Figure 6 is a graph showing a second continuous braking control section according to an embodiment of the present invention, and Figure 7 is a graph showing a third continuous braking control section according to an embodiment of the present invention.

[0101] refer to Figure 5, the first continuous braking control section may be an operation of adjusting the braking force to maintain the first braking force (X) and reduce the third braking force (Z).

[0102] Here, in the case of periodically changing the braking force, the first braking force (X) may refer to the maximum braking force within one cycle, and the second braking force (Y) may refer to the minimum braking force within one cycle.

[0103] Here, the first braking force (X) in the first continuous braking control section may be a braking force satisfying the required deceleration received through the receiving unit 100 .

[0104] In addition, the first braking force (X) in the first continuous braking control section may be a braking force that can satisfy a required deceleration determined by a pedal stroke or a pedal force of the brake pedal received through the receiving unit 100 .

[0105] Here, the braking force that satisfies the required deceleration of the vehicle may be referred to as the required braking force.

[0106] When the braking force (or the required braking force) is determined according to the required deceleration, the braking device according to the related art may continuously generate the determined braking force.

[0107] Meanwhile, the continuous braking control unit 300 according to the embodiment of the present invention may repeatedly increase or decrease the braking force. In other words, the continuous braking control unit 300 according to the embodiment of the present invention may periodically change the braking force.

[0108] More specifically, in the first continuous braking control section, the continuous braking control unit 300 may control the braking force control unit to keep the first braking force (X) constant but reduce the second braking force (Y) as the braking time increases.

[0109] Here, the first braking force (X) in the first continuous braking control section may be a required braking force.

[0110] In other words, in the first continuous braking control section, the continuous braking control unit 300 may generate a braking force to keep the first braking force (X) constant, and gradually increase the magnitude of the braking force according to the braking time.

[0111] Therefore, in the first continuous braking control section, the magnitude of the third braking force (Z) may be gradually reduced. Here, the third braking force (Z) may be an average braking force.

[0112] refer to Figure 6 In the second continuous braking control section, the continuous braking control unit 300 may repeatedly increase or decrease the braking force. However, unlike in the first continuous braking control section, the continuous braking control unit 300 may repeatedly adjust the braking force with the same amplitude.

[0113] In other words, in the second continuous braking control section, the continuous braking control unit 300 may repeatedly generate the first braking force (X) and the second braking force (Y).

[0114] Here, the second braking force (Y) may be a preset value. Figure 6 , the second braking force (Y) may be "0 (zero)", but the present invention is not limited thereto.

[0115] Therefore, in the second continuous braking control section, the magnitude (size) of the third braking force (Z) can be approximately maintained constant.

[0116] The required braking torque may be a braking torque transmitted from a brake pedal operated by a driver.

[0117] refer to Figure 7 , the third continuous braking control section may be an operation of adjusting the braking force to reduce the third braking force (Z) while maintaining the second braking force (Y).

[0118] Here, in the embodiment of the present invention, the second braking force (Y) may be a preset force value, which is set to 0 (zero), but the present invention is not limited thereto, and various values ​​smaller than the first braking force (X) may also be applied.

[0119] More specifically, in the third continuous braking control section, the continuous braking control unit 300 may control the braking force control unit to keep the second braking force (Y) constant but reduce the first braking force (X) as the braking time increases.

[0120] In other words, in the third continuous braking control section, the continuous braking control unit 300 may maintain the second braking force (Y) constant, and generate the braking force such that the magnitude of the braking force gradually decreases with braking time.

[0121] Therefore, in the third continuous braking control section, the magnitude of the third braking force (Z) may be gradually reduced.

[0122] While traveling in the first continuous braking control mode, when the traveling speed is less than a preset fourth reference speed (eg, 3 kph) and the driver is operating the brake pedal, the continuous braking control unit 300 may perform the second continuous braking control mode ( S900 ).

[0123] Reference again Figure 4 The second continuous braking control mode may include an Ath continuous braking control section and a Bth continuous braking control section.

[0124] When the brake pedal is operated and the driving speed is lower than a preset fourth reference speed (eg, 3 kph), the control mode determination unit 310 may determine the Ath continuous braking control section.

[0125] In addition, when the brake pedal is operated and the driving speed is lower than a preset fifth reference speed (eg, 1 kph), the control section determination unit 320 may determine to change the continuous braking control section from the Ath continuous braking control section to the Bth continuous braking control section ( S902 ).

[0126] In addition, the continuous braking control unit 300 may brake in the B-th continuous braking control section until the vehicle stops ( S903 ).

[0127] In S902 , when the brake pedal is not operated or the vehicle travel speed is higher than the fifth reference speed, the continuous braking control unit 300 may stop the continuous braking control and return to S700 to determine again whether to start the continuous braking control ( S902 ).

[0128] Reference below Figure 8 and 9 In the Ath continuous braking control section and the Bth continuous braking control section, a method in which the continuous braking control unit 300 generates the braking force using the braking force generating unit 400 will be described in more detail.

[0129] Figure 8 is a graph showing the Ath continuous braking control section according to an embodiment of the present invention, and Fig. 9 is a graph showing a Bth continuous braking control section according to an embodiment of the present invention.

[0130] refer to Figure 8 In the Ath continuous braking control section, the continuous braking control unit 300 may repeatedly increase or decrease the braking force. The continuous braking control unit 300 may repeatedly adjust the braking force so that the variation range of the braking force is the same.

[0131] In other words, in the Ath continuous braking control section, the continuous braking control unit 300 may repeatedly generate the first braking force (X) and the second braking force (Y). Here, the second braking force (Y) may be a preset value. Figure 6 , the second braking force (Y) may be "0 (zero)", but the present invention is not limited thereto.

[0132] Therefore, in the Ath continuous braking control section, the magnitude of the third braking force (Z) can be kept substantially constant.

[0133] refer to Figure 8 , the Bth continuous braking control section may be an operation of adjusting the braking force to maintain the second braking force (Y) and reduce the third braking force (Z).

[0134] Here, the second braking force (Y) is a preset braking force value, and in an embodiment of the present invention, the preset braking force value may be 0 km / h, but the present invention is not limited thereto, and various values ​​smaller than the first braking force (X) may be applied.

[0135] More specifically, in the Bth continuous braking control section, the continuous braking control unit 300 may control the braking force control unit to keep the second braking force (Y) constant but reduce the first braking force (X) as the braking time increases.

[0136] In other words, in the Bth continuous braking control section, the continuous braking control unit 300 may keep the second braking force (Y) constant and generate a braking force such that the magnitude of the braking force gradually decreases as the braking time increases, thereby stopping the vehicle.

[0137] Therefore, in the Bth continuous braking control section, the magnitude of the third braking force (Z) may be gradually reduced.

[0138] In the braking device according to the prior art, in the process of stopping the vehicle, by keeping the braking force of the vehicle constant, a section where the vehicle speed changes rapidly occurs at the moment the vehicle stops, which causes a shock when the vehicle stops due to inertia.

[0139] Specifically, some conventional braking devices generate the braking force of the vehicle by sequentially reducing the braking force of the vehicle according to the braking section. However, when the braking force of the vehicle is sequentially reduced according to the braking section, the variation of the vehicle speed is reduced, but this does not completely eliminate the shock generated when the vehicle stops, which occurs roughly at the moment of stopping.

[0140] Meanwhile, according to the embodiment of the present invention, by linearly changing the braking force and stopping the vehicle, it is possible to minimize a stopping shock occurring in the vehicle at the stopping moment.

[0141] Reference again Figure 2 During the deceleration to the Bth continuous braking control section, the continuous braking control unit 300 may check whether the vehicle is stopped. For example, the continuous braking control unit 300 may check whether the vehicle travel speed is 0 kph (S1000).

[0142] When the vehicle travel speed is 0 kph, the continuous braking control unit 300 may determine that the vehicle is stopped and terminate the control.

[0143] In addition, when the vehicle speed is not 0 kph, the continuous braking unit may return to step S902. In other words, when the vehicle speed is not 0 kph, the continuous braking unit may determine whether to continue control in the Bth continuous braking control section, and may brake in the Bth continuous braking control section (S902 and S903).

[0144] Fig.10 is a graph showing the vehicle travel speed according to the embodiment of the present invention and the prior art, and Fig.11 is a graph showing the pitch angle of a vehicle according to an embodiment of the present invention and the prior art.

[0145] refer to Fig.10 In a vehicle using a braking device according to the prior art, at the moment when the vehicle travels at a speed of 0 (zero) kph, an acceleration difference is generated due to a speed change, and thus a stopping shock is generated when the vehicle stops.

[0146] Specifically, referring to the A frame section, in a vehicle using a brake device according to the related art, when the vehicle stops, a stopping shock is generated due to inertia force, and the vehicle moves back and forth due to the shock, thereby appearing a section where the vehicle speed is 0 (zero) kph or less.

[0147] In addition, reference Fig.11 In the B frame section, at the moment when the vehicle speed is 0 (zero) kph, the pitch of the vehicle appears below 0 (zero), and the acceleration difference caused by the speed change fluctuates, which will greatly reduce the parking feeling.

[0148] At the same time, refer again Fig.10 The A frame section, in a vehicle using the braking device according to the embodiment of the present invention, can continuously and smoothly alleviate the change in the vehicle's running speed at the moment when the vehicle's running speed is 0 (zero) kph.

[0149] In addition, reference Fig.11 In the B frame section, in a vehicle using the braking device according to the embodiment of the present invention, at the moment when the vehicle travels at a speed of 0 (zero) kph, it can be confirmed that the pitch angle caused by the speed change also changes smoothly without any fluctuation.

[0150] In other words, when the brake device according to the embodiment of the present invention changes the braking force of the vehicle and brakes, the brake device can smoothly change the vehicle running speed and stop the vehicle, and minimize the shock generated when the vehicle stops.

[0151] According to the braking device and braking method of the embodiments of the present invention, the impact generated when the vehicle stops can be minimized by controlling the braking force of the vehicle so that it has a periodic waveform, thereby helping the vehicle to stop smoothly.

[0152] Furthermore, according to the braking device and the braking method of the embodiment of the present invention, it is possible to minimize the parking shock generated in the vehicle by changing the method of controlling the braking force according to the vehicle running speed.

[0153] The method according to the present invention can be implemented in the form of program instructions, which can be executed by various computer tools and recorded on a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, etc., individually or in combination. The program instructions recorded on the computer-readable medium can be specially designed and configured for the present invention, and the instructions can be known to and used by computer software technicians. The example of a computer-readable medium includes a hardware device specially configured to store and execute program instructions, such as ROM, RAM, flash memory, etc.

[0154] Examples of computer-readable media include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, flash memory, etc. Examples of program instructions include high-level language codes that can be executed by a computer using an interpreter, etc., and machine language codes generated by a compiler. The above-mentioned hardware devices can be configured to work together with at least one software module to perform the operations of the present invention, and vice versa.

[0155] As described above, in the braking device and the braking method according to the embodiment of the present invention, the impact generated when the vehicle stops is minimized by periodically changing the braking force and braking of the vehicle and continuously changing the running speed caused by braking.

[0156] In the braking device and the braking method according to the embodiment of the present invention, it is possible to minimize the shock generated when the vehicle stops.

[0157] While the above example embodiments have been illustrated and described, it will be apparent to those skilled in the art that modifications and variations may be made without departing from the scope of the invention as defined by the appended claims.

Claims

1. A braking device for a vehicle, comprising: A receiving unit, configured to receive the driving information of the vehicle; a braking force generating unit configured to generate a braking force for the vehicle; as well as a continuous braking control unit, configured to control the braking force generating unit to adjust the magnitude of the braking force based on the driving information, The continuous braking control unit is configured to control the braking force generating unit so as to periodically generate the braking force at a value between the first braking force and the second braking force.

2. The braking device according to claim 1, wherein: The continuous braking control unit is configured to generate a braking force such that a traveling speed of the vehicle changes continuously.

3. The braking device according to claim 1, wherein: The first braking force corresponds to a maximum braking force value within a cycle, and the second braking force corresponds to a minimum braking force value within a cycle.

4. The braking device according to claim 1, wherein: The driving information includes at least one of a driving speed of the vehicle and brake pedal stroke information.

5. The braking device according to claim 1, wherein: The continuous braking start determination unit is configured to determine whether the continuous braking control unit starts continuous braking based on the travel information.

6. The braking device according to claim 5, wherein: In the continuous braking start determination unit, when the travel speed of the vehicle is less than a preset first reference speed and the brake pedal is in operation, the continuous braking control unit controls the braking force generation unit.

7. The braking device according to claim 1, wherein: The continuous braking control unit includes a first continuous braking control mode configured to brake the vehicle to reduce the vehicle speed to a preset speed based on the vehicle's traveling speed and a second continuous braking control mode configured to brake the vehicle to stop the vehicle.

8. The braking device according to claim 7, wherein: The first continuous braking control mode and the second continuous braking control mode include determining a plurality of continuous braking control sections divided based on a vehicle travel speed.

9. The braking device according to claim 8, wherein: In at least one of the plurality of continuous braking control sections, the continuous braking control unit controls the braking force generation unit to keep the first braking force constant in each cycle but gradually reduce the second braking force in each cycle.

10. The braking device according to claim 8, wherein: In another continuous braking control section of the plurality of continuous braking control sections, The continuous braking control unit controls the braking force generation unit to keep the first braking force and the second braking force constant in each cycle.

11. The braking device according to claim 8, wherein: In another continuous braking control section of the plurality of continuous braking control sections, The continuous braking control unit controls the braking force generation unit to keep the second braking force constant in each cycle but gradually reduce the first braking force in each cycle.

12. A vehicle comprising the braking device according to claim 1.

13. A method for braking a vehicle, the method comprising the following steps: receiving the driving information of the vehicle through a receiving unit of the braking device; determining, by a continuous braking control unit of the braking device, whether to start continuous braking control based on the driving information; as well as By means of the continuous braking control unit, continuous braking control is performed by adjusting the braking force of the vehicle, The step of performing continuous braking control includes the following steps: adjusting the braking force so that the running speed of the vehicle changes continuously until the vehicle stops.

14. The braking method according to claim 13, wherein: In the step of determining whether to start the continuous braking control, when the running speed of the vehicle is less than a preset speed, the continuous braking control is started.

15. The braking method according to claim 13, wherein: In the step of performing the continuous braking control, the braking force periodically generates a first braking force and a second braking force, the braking force is controlled to form a waveform, and the braking force is controlled so that the traveling speed changes continuously.

16. The braking method according to claim 15, wherein: The first braking force corresponds to a maximum braking force value within a cycle, and the second braking force corresponds to a minimum braking force value within a cycle.

17. The braking method according to claim 15, wherein: The steps to perform continuous braking control include: determining at least one continuous brake control section, and Based on the continuous braking control section, a waveform formed by the braking force is changed.

18. The braking method according to claim 17, wherein: In the at least one continuous braking control section, The step of performing continuous braking control generates a braking force to keep the first braking force constant but gradually increases an amplitude of the waveform.

19. The braking method according to claim 17, wherein: In the at least one continuous braking control section, The step of performing continuous braking control generates a braking force to keep the amplitude of the waveform constant.

20. The braking method according to claim 17, wherein: In the at least one continuous braking control section, The step of performing continuous braking control generates a braking force to keep the second braking force constant but gradually reduces an amplitude of the waveform.

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