Personalized methods for vehicle regenerative braking

Abstract

This invention provides a method that enables personalized regenerative braking control based on the driver's preferred deceleration and brake pedal sensitivity, thereby encouraging drivers to use regenerative braking more actively. [Solution] The method for personalizing vehicle regenerative braking is characterized by comprising the steps of: a controller collecting vehicle driving data; the controller determining, based on the driving data collected during vehicle driving, that the braking status of the vehicle is a regenerative braking status during coasting; a brake pedal sensor signal from the driver's brake pedal operation being input to the controller during the regenerative braking during coasting; the controller determining the driver's preferred deceleration based on the brake pedal input value indicated by the brake pedal sensor signal each time the driver operates the brake pedal; and the controller generating a personalized regenerative braking map based on the determined driver's preferred deceleration information.

Description

Technical Field

[0001] The present invention relates to a regenerative braking personalization method for vehicles, and more particularly, enables personalized regenerative braking control based on different preferred deceleration speeds and braking pedal sensitivities for each driver, and relates to a regenerative braking personalization method for vehicles that can induce more active use of regenerative braking by the driver.

Background Art

[0002] Vehicles friendly to the environment that run on motors, such as electric vehicles, hybrid vehicles, and fuel cell vehicles, have the greatest advantage of being able to recover consumed energy through regenerative braking by the motor compared to internal combustion engine vehicles.

[0003] Regenerative braking is a braking that generates vehicle deceleration through the power generation of a motor that converts the kinetic energy of the vehicle (rotational energy transmitted through the drive wheels) into electrical energy. During regenerative operation, the vehicle deceleration can be controlled by adjusting the motor torque, that is, the regenerative braking torque.

[0004] In recent years, in all passenger vehicles and commercial vehicles, after dividing the degree of regenerative braking into a plurality of stages and setting them, by a driver selecting one of the plurality of set stages, a technology that can adjust and change the degree of regenerative braking of the vehicle to a level desired by the driver has been applied.

[0005] In order to apply the above technology, a regenerative braking map as shown in FIG. 1 can be pre-input and stored in the vehicle controller and used. FIG. 1 shows an example in which the number of stages of regenerative braking can be selected and adjusted to one of 0 stage, 1 stage, and 2 stages.

[0006] As illustrated in FIG. 1, the regenerative braking torque (wheel torque) is displayed as a negative (-) value as a negative (-) direction torque. During regenerative braking, the greater the absolute value of the regenerative braking torque, the greater the vehicle deceleration.

[0007] ​Furthermore, the higher the regenerative braking stage in the regenerative braking map, the larger the size (absolute value) of the regenerative braking torque (wheel torque) under the same vehicle speed conditions. A larger size (absolute value) of the regenerative braking torque means a greater regenerative braking force and a greater amount of regenerative braking. Therefore, a higher regenerative braking stage has the advantage of increasing the amount of regenerative braking, resulting in greater vehicle deceleration and a greater battery charge.

[0008] Referring to the example in Figure 1, when stages 0, 1, and 2 are applied at vehicle speeds of 20 km / h to 100 km / h, the system is set to generate constant decelerations of 0.02g, 0.1g, and 0.18g, respectively. In the section between 0 km / h and 20 km / h, the regenerative braking torque and amount of regenerative braking gradually decrease further as the vehicle speed decreases.

[0009] In the regenerative braking maps for each stage of regenerative braking illustrated in Figure 1, if the reference vehicle speed is 20 km / h, then in each regenerative braking map, a regenerative braking torque is set to a constant value that controls the vehicle deceleration to a certain deceleration rate determined for each stage of regenerative braking within the vehicle speed range that is above the reference vehicle speed.

[0010] Furthermore, in the regenerative braking maps for each stage of regenerative braking, the regenerative braking torque is set to a value based on the vehicle speed even in the section from 0 km / h to the reference vehicle speed. In this vehicle speed section, the smaller the vehicle speed, the smaller the regenerative braking torque is set to a value that gradually converges to zero.

[0011] This is for the intervention of existing mechanical braking systems, such as friction braking, which are used for braking stability and reliability as the vehicle speed approaches zero below the reference speed. Furthermore, it can be seen that the higher the gear setting, the larger the regenerative braking torque (absolute value) is set across the entire range of vehicle speed.

[0012] On the other hand, regenerative braking activates the moment you take your foot off the acceleration pedal. Also, even when you operate the brake pedal, the regenerative braking torque is maintained, and as shown in the example in Figure 1, it gradually decreases below 20 km / h.

[0013] In the regenerative braking described above, conventionally, it is impossible to change or adjust the number of regenerative braking stages and the deceleration speed for each stage, which are set by the vehicle manufacturer, after the vehicle has left the depot. Therefore, depending on the driver, if excessive regenerative braking is applied compared to the deceleration speed they desire, they may repeatedly press and release the acceleration pedal, which actually leads to a decrease in the vehicle's energy efficiency.

[0014] Figure 2 is a diagram illustrating the conventional problem. As can be seen from the diagram, each time the vehicle deceleration due to regenerative braking exceeds the deceleration desired by the driver, the driver continues to press and then release the pedal.

[0015] Furthermore, regenerative braking engages the moment the driver takes their foot off the acceleration pedal, and a negative torque from the motor is suddenly applied to the vehicle's wheels. This may cause drivers and passengers to feel a strong sense of unfamiliarity, potentially leading to significant dissatisfaction from an emotional standpoint.

[0016] If the driver feels that the regenerative braking torque is excessive, or is dissatisfied with the sudden torque generation or unusual sensation, they may select and use a lower regenerative braking setting (e.g., setting 0).

[0017] However, if the regenerative braking torque and deceleration are reduced to only pre-set values, there is a risk that the driver may continuously use insufficient regenerative braking, which could severely worsen the vehicle's energy efficiency. [Overview of the project] [Problems that the invention aims to solve]

[0018] The present invention has been made to solve the above-mentioned problems and aims to provide a method that enables personalized regenerative braking control based on the driver's preferred deceleration and brake pedal sensitivity, thereby encouraging the driver to use regenerative braking more actively.

[0019] The objects of the present invention are not limited to those mentioned above, and other objects not mentioned above can be clearly understood by a person with ordinary skill in the art to which the present invention pertains (hereinafter referred to as "ordinary art") from the following description.

[0020] To achieve the above objectives, the present invention provides a method for personalizing regenerative braking of a vehicle, comprising the steps of: a controller collecting vehicle driving data; the controller determining, based on the driving data collected during vehicle driving, that the braking state of the vehicle is a regenerative braking state during coasting; a controller receiving brake pedal sensor signals from the driver's brake pedal operation during regenerative braking during coasting; the controller determining a preferred deceleration based on the brake pedal input value at which the brake pedal sensor signal appears each time the driver operates the brake pedal; and the controller generating a personalized regenerative braking map based on the determined driver's preferred deceleration information.

[0021] The vehicle regenerative braking personalization method of the present invention may further include the steps of: controlling a display device to output a message recommending the experience of a regenerative braking personalization mode via a controller; and, if the driver selects the experience of a regenerative braking personalization mode via an input device, controlling the regenerative operation of the motor with a regenerative braking torque determined by the personalized regenerative braking map via the controller.

[0022] In the stage of determining the deceleration preferred by the driver of the present invention, the controller can determine the deceleration preferred by the driver based on the brake pedal input value indicated by the brake pedal sensor signal input during regenerative braking during coasting when the vehicle speed is equal to or greater than the set vehicle speed.

[0023] Furthermore, the controller is equipped with a brake pedal map in which braking deceleration is set to a value based on the brake pedal input value, and the step of determining the driver's preferred deceleration may include the step of determining the average value of the peak values ​​of the brake pedal input indicated by the brake pedal sensor signal each time the driver operates the brake pedal, and the step of determining the deceleration corresponding to the average value of the peak values ​​in the brake pedal map as the driver's preferred deceleration.

[0024] Furthermore, the controller is equipped with a brake pedal map in which braking deceleration is set to a value based on the brake pedal input value, and the steps for determining the driver's preferred deceleration may include: determining each peak value of the brake pedal input value indicated by the brake pedal sensor signal each time the driver operates the brake pedal; determining the deceleration corresponding to each peak value of the brake pedal input value from the brake pedal map; and determining the average value of the determined deceleration degree as the driver's preferred deceleration.

[0025] Furthermore, the personalized regenerative braking map is a map in which the regenerative braking torque is set to a value based on the vehicle speed, and the regenerative braking torque set in the personalized regenerative braking map may be a regenerative braking torque that can control the vehicle deceleration to the driver's preferred deceleration during regenerative braking while coasting.

[0026] Furthermore, the controller is configured with a set number of selectable regenerative braking stages, and each of the regenerative braking stages has a pre-configured regenerative braking map. In the stage where the personalized regenerative braking map is generated, the controller can generate the personalized regenerative braking map based on the map values ​​of the pre-configured regenerative braking maps provided for each regenerative braking stage and the driver's preferred deceleration.

[0027] Further, the already set regenerative braking map is a map in which regenerative braking torque is set according to a value based on the vehicle speed, and may be a map in which regenerative braking torque capable of controlling the vehicle deceleration to a predetermined deceleration for each stage of the regenerative braking is set.

[0028] Further, at the stage where the personalized regenerative braking map is generated, the controller determines the regenerative braking torque, which is the map value of the personalized regenerative braking map, for the entire range of vehicle speeds by interpolation or extrapolation based on the deceleration determined for each stage of the regenerative braking, the preferred deceleration of the driver, and the regenerative braking torque according to the vehicle speed of the already set regenerative braking map, and can generate the personalized regenerative braking map.

[0029] Further, in the personalized regenerative braking map, the regenerative braking torque in the vehicle speed range above a predetermined reference vehicle speed is set to a constant value corresponding to the preferred deceleration of the driver, and in the already set regenerative braking map provided for each stage of the regenerative braking, the regenerative braking torque in the vehicle speed range above the reference vehicle speed may be set to a constant value corresponding to the deceleration determined for each stage of the regenerative braking.

[0030] Further, the method for personalizing regenerative braking of a vehicle according to the present invention may further include a stage in which, in a state where a regenerative braking personalization mode is selected by a driver, the regenerative operation of a motor is controlled by the regenerative braking torque determined by the personalized regenerative braking map by the controller.

[0031] Further, the method for personalizing regenerative braking of a vehicle according to the present invention further includes a stage in which the controller determines a regenerative braking entry gradient preferred by the driver from a brake pedal sensor signal input each time the driver operates the brake pedal, and when the driver turns off the accelerator pedal while the vehicle is running, the controller can change the regenerative braking torque to the regenerative braking entry gradient from the time when the accelerator pedal is turned off until the regenerative braking torque reaches the regenerative braking torque, which is the map value of the personalized regenerative braking map.

[0032] Furthermore, when the driver turns off the acceleration pedal while the vehicle is traveling at a speed equal to or greater than the set speed, the controller can change the regenerative braking torque to the regenerative braking entry gradient from the moment the acceleration pedal is turned off.

[0033] Furthermore, the steps for determining the regenerative braking entry gradient may include: determining a deceleration gradient from brake pedal sensor signals input each time the driver operates the brake pedal during regenerative braking while coasting; determining an average value of the determined deceleration gradients for each brake pedal operation; and converting the average value of the deceleration gradients into a regenerative braking torque gradient, and determining the converted regenerative braking torque gradient as the regenerative braking entry gradient.

[0034] Furthermore, in the step of determining the deceleration gradient, the controller can determine the deceleration gradient as the derivative of the brake pedal sensor signal with respect to time.

[0035] Furthermore, at the stage in which the regenerative braking entry gradient is determined, the controller can determine the regenerative braking entry gradient preferred by the driver from the brake pedal sensor signal input during regenerative braking while coasting, when the vehicle speed is equal to or greater than the set vehicle speed. [Effects of the Invention]

[0036] According to the method for personalizing regenerative braking in a vehicle according to the present invention, it is possible to induce drivers to use regenerative braking more actively by enabling personalized regenerative braking control based on the driver's preferred deceleration and brake pedal sensitivity, which differ from driver to driver. [Brief explanation of the drawing]

[0037] [Figure 1] This diagram illustrates a typical regenerative braking map. [Figure 2] This is a diagram to explain the conventional problem. [Figure 3] This is a block diagram showing the configuration of a device that performs the regenerative braking personalization process for a vehicle according to the present invention. [Figure 4] This is a flowchart illustrating the regenerative braking personalization process according to the present invention. [Figure 5] This figure illustrates actual vehicle driving data according to the present invention. [Figure 6] This figure illustrates a brake pedal map according to the present invention. [Figure 7] This figure illustrates a regenerative braking map of the driver's preferred deceleration criteria in the present invention. [Figure 8] This figure shows the regenerative braking torque changed by applying a personalized torque gradient during the regenerative braking entry section in the present invention. [Figure 9] This figure illustrates the deceleration gradient when the driver operates the brake pedal, along with actual vehicle driving data from the present invention. [Figure 10] This figure illustrates the changes in regenerative braking torque and vehicle speed during the regenerative braking entry section in the present invention, both with and without the application of personalized gradients. [Figure 11] This figure illustrates the changes in regenerative braking torque and vehicle speed during the regenerative braking entry section in the present invention, both with and without the application of personalized gradients. [Modes for carrying out the invention]

[0038] The present invention will be described in detail below with reference to the accompanying drawings. The specific structural or functional descriptions presented in the embodiments of the invention are illustrative examples illustrating embodiments of the concept of the invention, and each embodiment of the concept of the invention can be implemented in various forms. Furthermore, the embodiments described herein should not be construed as limiting the invention, but rather as including all modifications, equivalents, or substitutions that fall within the spirit and technical scope of the invention.

[0039] In the present invention, terms such as "first" and / or "second" may be used to describe various components, but each component is not limited by each term. Each term is used solely for the purpose of distinguishing one component from another, for example, within the scope of the rights under the concept of the present invention, the first component may be named the second component, and the second component may also be named the first component.

[0040] When it is stated that one component is “linked” or “connected” to another component, it should be understood that it may be directly linked or connected to the other component, or that other components may exist in between. On the other hand, when it is stated that one component is “directly linked” or “in direct contact” with another component, it should be understood that there are no other components in between. Other expressions used to describe the relationships between components, such as “between” and “immediately between,” or “adjacent to” and “directly adjacent to,” must be interpreted similarly.

[0041] Throughout the specification, the same reference numerals indicate the same component. Terms used herein are for illustrative purposes only and are not intended to limit the invention. In this specification, singular terms include plural terms unless otherwise specified in the text. The terms “comprises” and / or “comprising” as used in this specification do not exclude the presence or addition of one or more other components, stages, operations, and / or elements that are mentioned.

[0042] The present invention relates to a method for personalizing vehicle regenerative braking, and aims to provide a method that can induce more active use of regenerative braking by providing a regenerative braking personalization mode that generates and applies a regenerative braking map after deriving map values ​​and map value gradients at the time of regenerative braking entry based on results learned from vehicle driving data.

[0043] The present invention can be applied to vehicles equipped with a motor as a drive source for vehicle propulsion and a drive device for vehicle movement, and capable of regenerative braking using the motor, for example, electric vehicles and fuel cell vehicles.

[0044] Figure 3 is a block diagram showing the configuration of the device that performs the regenerative braking personalization process of a vehicle according to the present invention, and Figure 4 is a flowchart showing the regenerative braking personalization process according to the present invention.

[0045] As shown in Figure 3, the device for performing the regenerative braking personalization process is installed in the vehicle and includes a driving information detection unit 110, an input device 120, a controller 130, and a display device 140.

[0046] The driving information detection unit 110 is for detecting information indicating the vehicle driving state, i.e., vehicle driving information, and may include a vehicle speed detection unit 111 for detecting vehicle speed, a brake pedal sensor 112 for detecting the driver's brake pedal input value, and an acceleration pedal sensor 113 for detecting the driver's acceleration pedal input value.

[0047] The vehicle speed detection unit 111 may be a standard wheel speed sensor that detects wheel speed, and since it is a well-known technical matter in this field that vehicle speed information can be obtained from the signal of the wheel speed sensor, a detailed explanation of this will be omitted.

[0048] The brake pedal sensor (BPS) 112 is installed on the brake pedal and outputs an electrical signal based on the driver's brake pedal operation, and the accelerator pedal sensor (APS) 113 is installed on the accelerator pedal and outputs an electrical signal based on the driver's accelerator pedal operation.

[0049] Accordingly, in the embodiment of the present invention, the vehicle driving information may include the vehicle speed detected by the vehicle speed detection unit 111, the brake pedal input value (BPS value, %) detected by the brake pedal sensor 112, and the acceleration pedal input value (APS value, %) detected by the acceleration pedal sensor 113.

[0050] The input device 120 in this invention is provided to allow input of various information necessary for the regenerative braking personalization process, and may be a normal input device that can be input or operated by the driver in the vehicle.

[0051] The display device 140 in the present invention is provided to display various display information and generated information necessary for the regenerative braking personalization process, messages for recommending and guiding the regenerative braking personalization mode experience, and may be a normal display device provided in a vehicle to display various information.

[0052] In the present invention, the input device 120 and the display device 140 may be a touchscreen that can perform input and display functions in an integrated manner, and this may be a touchscreen of an AVN (Audio, Video and Navigation) system mounted in a vehicle.

[0053] As shown in the diagram, each component of the driving information detection unit 110, the input device 120, and the display device 140 are connected to the controller 130. The controller 130 controls the operation of the drive unit 150 that drives the vehicle, and the drive unit 150 may be a motor.

[0054] The motor generates and outputs the driving force to propel the vehicle, and during vehicle braking and coasting, it acts as a generator, recovering the vehicle's kinetic energy as electrical energy through energy regeneration.

[0055] In the present invention, when the vehicle travels a set mileage (e.g., 1000 km) or more, the controller 130 automatically collects driving data, which is vehicle driving information (see stage S11 in Figure 4), and classifies the regenerative braking situation (coastal braking situation) during coasting based on the collected driving data (see stage S12 in Figure 4).

[0056] Here, the driving data is vehicle driving information detected by the driving information detection unit 110, and may include vehicle speed, brake pedal input value (BPS value), and acceleration pedal input value (APS value).

[0057] Regenerative braking during coasting is performed only when the vehicle speed is above the set speed (e.g., 30 km / h), and the learning process for personalizing regenerative braking is also performed only when the vehicle speed is above the set speed.

[0058] Figure 5 is a diagram illustrating actual vehicle driving data in the present invention, and the braking data during actual driving includes the brake pedal input value (brake pedal sensor signal value) and vehicle speed.

[0059] As illustrated, in this invention, the controller 130 receives the brake pedal sensor signal (brake pedal input value data) along with the real-time vehicle speed in order to determine and learn the braking deceleration preferred by the driver. The controller 130 also receives the acceleration pedal sensor signal (acceleration pedal input value data).

[0060] During vehicle braking, the deceleration is determined from the brake pedal input value (BPS value, %) by a brake pedal map as shown in Figure 6, and vehicle deceleration control can be performed based on the deceleration determined by the controller 130.

[0061] Figure 6 is an example of a brake pedal map in the present invention, and as shown in the figure, the brake pedal map is a map in which the braking deceleration is set to a value based on the brake pedal input value (BPS value, %) indicated by the brake pedal sensor signal.

[0062] In the present invention, in order to determine the braking deceleration preferred by the driver, the controller 130 must distinguish between regenerative braking during coasting (hereinafter referred to as "coast regeneration") and regenerative braking due to brake pedal input.

[0063] In other words, vehicle braking situations can be broadly divided into two categories. One of these, coast regen, is braking when the driver has taken their feet off both the brake and accelerator pedals, and it is a braking situation in which the driver desires to maintain a state of appropriate deceleration.

[0064] Drivers have different preferences for deceleration levels during coasting. Coasting can be said to be equivalent to engine braking or exhaust braking in internal combustion engine vehicles, and ordinary drivers are accustomed to the deceleration level when they take their foot off the accelerator pedal, that is, the deceleration level when the accelerator pedal is turned off.

[0065] Taking these points into consideration, it is possible to set the vehicle deceleration level that occurs when the acceleration pedal is released in a normal internal combustion engine vehicle as the target for the regenerative braking torque tuning in this invention.

[0066] In the present invention, coastal determination can be performed by the controller 130 based on signals from the brake pedal sensor 112 and acceleration pedal sensor 113 of the driving information detection unit 110, as well as vehicle speed information.

[0067] In other words, the controller 130 can determine from the signals of the two pedal sensors that coasting is occurring when both the brake pedal and the acceleration pedal are off and the vehicle speed is above the set speed. The set speed is 30 km / h in the driving data exemplified in Figure 5.

[0068] One of the remaining vehicle braking situations is an active braking situation for stopping the vehicle, which is a braking situation when the driver has input to the brake pedal, that is, when the brake pedal is in the on state, and can be said to be a situation in which the driver actually presses the brake pedal hard to stop the vehicle. In the present invention, the controller 130 can determine that when the vehicle speed is less than the set vehicle speed and the brake pedal is in the on state, it is a braking situation for stopping the vehicle.

[0069] A typical driver, if the vehicle does not decelerate at all with their foot off the accelerator pedal, will lightly press the brake pedal to slow down the vehicle to their preferred level of deceleration. Then, if the vehicle must be stopped by the vehicle in front or a traffic light, the driver will actively press the brake pedal to bring the vehicle to a complete stop.

[0070] In the present invention, it is necessary to distinguish between the two braking situations described above, namely, a coasting situation and a braking situation in which the brake pedal is operated to stop the vehicle. As stated above, when the vehicle speed is above the set speed and both the acceleration pedal and the brake pedal are in the off position, it can be determined to be a coasting situation, and when the vehicle speed is below the set speed and the brake pedal is in the on position, it can be determined to be an active braking situation in which the brake pedal is operated to stop the vehicle.

[0071] The set speed can be determined by considering national regulations and national speed limits to which the present invention applies to the vehicle. For example, if the speed limit on city roads is 50 km / h, the level at which the brake pedal is pressed is small in actual data up to about 30 km / h, which is more than half of the speed limit. If the speed limit on city roads is 30 km / h or less, the brake pedal input value gradually increases in order to stop the vehicle, and then converges to the maximum value of 100% near 0 km / h.

[0072] Furthermore, since the vehicle speed standard in auxiliary braking regulations both within and outside South Korea is 30 km / h, as shown in Figure 5, a vehicle speed of 30 km / h can be set as the target speed for distinguishing and judging between the two braking situations.

[0073] Figure 5 shows data from driving with regenerative braking stage 0 (0.02g) as shown in Figure 1. Referring to the regenerative braking map in Figure 1, when the regenerative braking stage is 0 and the vehicle speed is 30 km / h or higher (the set speed), the deceleration is 0.02g, which is the deceleration due to the regenerative braking stage. The controller 130 can determine the deceleration due to the regenerative braking stage from the real-time regenerative braking stage information and vehicle speed information.

[0074] Furthermore, in this invention, the controller 130 determines the average of the peak values ​​(maximum values) of each brake pedal input value (brake pedal sensor signal value) when the vehicle speed is 30 km / h or higher, in order to determine the driver's preferred deceleration in response to coastal conditions (see S13 stage in Figure 4). In other words, it determines the average of the maximum values ​​of the brake pedal input values ​​obtained for each brake pedal input and operation by the driver.

[0075] Once the average of the maximum values ​​of these brake pedal inputs is determined, the deceleration corresponding to the average value is determined in the brake pedal map shown in Figure 6. This deceleration can be said to be the preferred deceleration due to the brake pedal.

[0076] Alternatively, the controller 130 can determine the peak value of the brake pedal input, that is, the deceleration corresponding to the maximum value of the brake pedal input and the brake pedal input value for each operation, from the brake pedal map in Figure 6, and then determine the average value of each deceleration degree as the preferred deceleration by the brake pedal.

[0077] In the example in Figure 5, when the vehicle speed is 30 km / h or higher, the deceleration corresponding to each maximum value of the brake pedal input is 0.03g, 0.08g, 0.08g, 0.13g, 0.17g, 0.1g, and 0.14g (where g is the acceleration due to gravity), and the average value of these is 0.1g.

[0078] As a result, when the vehicle speed is 30 km / h or higher, the controller 130 can determine the driver's preferred deceleration as the sum of the deceleration of 0.02 g due to the regenerative braking stage and the preferred deceleration of 0.1 g applied by the brake pedal. The resulting acceleration of 0.12 g can then be finally determined as the driver's preferred deceleration during coasting (when the driver has taken their foot off the acceleration pedal) (see stage S13 in Figure 4).

[0079] Thus, in this invention, when the vehicle speed is equal to or greater than the set vehicle speed (e.g., 30 km / h), the average value of each deceleration degree corresponding to the peak value of the brake pedal input (peak value of the brake pedal sensor signal) is calculated (i.e., preferred deceleration by the brake pedal). The calculated average value and the deceleration for each stage of regenerative braking applied during driving (preferred deceleration by the stage of regenerative braking) are added together and determined as the personalized driver's preferred deceleration during coasting.

[0080] On the other hand, in the present invention, the controller 130 generates a regenerative braking map based on the driver's preferred deceleration criteria using regenerative braking map data for each stage of regenerative braking that has been set in advance, based on the personalized driver's preferred deceleration determined through the learning process described above (see stage S14 in Figure 4).

[0081] Subsequently, the controller 130 controls the motor's regenerative operation using the generated regenerative braking map. After determining the regenerative braking torque (regenerative braking wheel torque) based on the vehicle speed from the generated regenerative braking map, the controller controls the motor's regenerative operation based on the determined regenerative braking torque.

[0082] Figure 7 is an example of a regenerative braking map based on the driver's preferred deceleration criteria in the present invention, where the 0.12g line shows the regenerative braking map based on the driver's preferred deceleration criteria (personalized regenerative braking map).

[0083] With reference to this, the method for determining the driver's preferred deceleration criteria regenerative braking map from the individualized driver's preferred deceleration during coasting is as follows:

[0084] In the process of generating a regenerative braking map diagram (a diagram showing map values) based on the driver's preferred deceleration criteria, the controller 130, if the personalized driver's preferred deceleration is a value between the regenerative deceleration of stage 0 and stage 1 of the regenerative braking that is already set, determines a value between the two stages of map values ​​using a linear interpolation method from the map values ​​(regenerative braking torque values) of the two stages of regenerative braking maps, determines this value as the new map value, and generates a new regenerative braking map (diagram) from the new map value.

[0085] Similarly, if the controller 130 determines a value between the deceleration of the first stage and the deceleration of the second stage of regenerative braking, based on the map values ​​(regenerative braking torque values) of the two-stage regenerative braking maps, it determines this value as the new map value and generates a new regenerative braking map (diagram) from the new map value.

[0086] If the personalized driver's preferred deceleration exceeds the deceleration of the second stage of regenerative braking, the regenerative braking torque value corresponding to the personalized driver's preferred deceleration is determined using the extrapolation method based on the regenerative braking torque corresponding to the second stage of deceleration, and then a regenerative braking map is generated with this value as the new map value.

[0087] To give a more specific example, if the driver's preferred deceleration during coasting is 0.12g, this corresponds to a situation between regenerative braking stage 1 and stage 2 in the already set regenerative braking map for each stage of regenerative braking.

[0088] Based on the existing regenerative braking maps' first-stage regenerative deceleration of 0.1g and second-stage regenerative deceleration of 0.18g, a regenerative braking torque value corresponding to 0.12g in between is determined, and a new regenerative braking map (a personalized regenerative braking map, indicated as "Personalized" in Figure 7) is generated by correcting the existing regenerative braking map.

[0089] In other words, if the regenerative braking torque for stage 1 regenerative braking at a vehicle speed of 15 km / h is -4400 Nm (see the 0.1g map for stage 1) and the regenerative braking torque for stage 2 is -8000 Nm (see the 0.18g map for stage 2), then in order to construct a map for a personalized driver's preferred deceleration of 0.12g, the map value (regenerative braking torque value) corresponding to a vehicle speed of 15 km / h for 0.12g is determined as "-4400 + (-8000 - (-4400)) × (0.12 - 0.1) / (0.18 - 0.1) = -5300 Nm".

[0090] Furthermore, if the regenerative braking torque for stage 1 regenerative braking at a vehicle speed of 60 km / h is -5000 Nm (see the 0.1g map for stage 1) and the regenerative braking torque for stage 2 is -9000 Nm (see the 0.18g map for stage 2), then in order to construct a map for a personalized driver's preferred deceleration of 0.12 g, the map value (regenerative braking torque value) corresponding to a vehicle speed of 60 km / h for 0.12 g is determined as "-5000 + (-9000 - (-5000)) × (0.12 - 0.1) / (0.18 - 0.1) = -6000 Nm".

[0091] In this manner, the controller 130 determines map values ​​(regenerative braking torque values) corresponding to the personalized driver's preferred deceleration during coasting across the entire range of vehicle speeds using the existing regenerative braking map, and generates a new regenerative braking map (personalized regenerative braking map).

[0092] Furthermore, if the driver's preferred deceleration during coasting is, for example, 0.2g when exceeding the second stage, then the regenerative braking torque for the second stage of regenerative braking at a vehicle speed of 15 km / h is -8000 Nm (see the 0.18g map for the second stage). Therefore, in order to construct a map of the individualized driver's preferred deceleration criteria, the map value (regenerative braking torque value) corresponding to a vehicle speed of 15 km / h is determined as "-8000 × 0.2 / 0.18 = -8888 Nm".

[0093] Furthermore, since the regenerative braking torque for the second stage of regenerative braking at a vehicle speed of 60 km / h is -9000 Nm (see the 0.18 g map for the second stage), in order to construct a map of the individualized driver's preferred deceleration criteria, the map value (regenerative braking torque value) corresponding to a vehicle speed of 60 km / h is determined as "-9000 × 0.2 / 0.18 = -10000 Nm".

[0094] In this manner, the controller 130 determines map values ​​(regenerative braking torque values) corresponding to the personalized driver's preferred deceleration during coasting across the entire range of vehicle speeds using the existing regenerative braking map, and generates a new regenerative braking map (personalized regenerative braking map).

[0095] On the other hand, after a regenerative braking map of the personalized driver's preferred deceleration criteria during coasting is generated using the method described above, the regenerative braking torque of the motor can be controlled using the newly generated regenerative braking map (personalized regenerative braking map).

[0096] However, if the regenerative braking torque is determined using the personalized regenerative braking map at the moment the driver takes their foot off the acceleration pedal, and the motor's regenerative operation is controlled using the determined regenerative braking torque value, an unnatural feeling in the vehicle's behavior may occur.

[0097] Figure 8 shows the regenerative braking torque changed by applying a personalized torque gradient during the regenerative braking entry section in the present invention. In Figure 8, the torques showing a positive (+) direction and a positive (+) value are driving torques, and the torques showing a negative (-) direction and a negative (-) value are regenerative braking torques.

[0098] In the present invention, an increase or decrease in regenerative braking torque means an increase or decrease in the magnitude of the absolute value of the regenerative braking torque, an increase in regenerative braking torque means an increase in the amount of regenerative braking, and a decrease in regenerative braking torque means a decrease in the amount of regenerative braking.

[0099] Referring to Figure 8, examples of regenerative braking torque with and without the application of personalized torque gradient are shown, as well as examples of acceleration pedal input values ​​and vehicle speed under regenerative braking control with and without the application of personalized torque gradient.

[0100] As illustrated, if the regenerative braking map is applied without applying the personalized torque gradient for any time period from the moment the driver takes their foot off the acceleration pedal (acceleration pedal off moment) until regenerative braking begins, the torque of -6000Nm (for example, the regenerative braking torque at vehicle speeds of 30km / h or higher) in the 0.12g map (personalized regenerative braking map) in Figure 7 is abruptly reflected at the moment the acceleration pedal is released (off) like a step function.

[0101] As a result, when the personalized torque gradient is not applied in Figure 8, a vehicle speed discontinuity phenomenon may occur, as shown in the vehicle speed diagram. This can cause a feeling of incongruity in the vehicle's behavior during regenerative braking.

[0102] Therefore, in this invention, when applying a personalized regenerative braking map, a personalized regenerative braking entry torque gradient is applied from the moment the acceleration pedal is released until the map value of -6000 Nm is reached, thereby gradually changing the regenerative braking torque and preventing the occurrence of an unnatural feeling in the vehicle's behavior.

[0103] In other words, in Figure 7, if the torque curve for 0.12g is the regenerative braking map based on the driver's preferred deceleration criteria (hereinafter referred to as the "personalized regenerative braking map"), then at the moment the driver takes their foot off the acceleration pedal (acceleration pedal off moment), the regenerative braking torque changes to a gentle slope down to -6000Nm, which is the map value (regenerative braking torque value) of the personalized regenerative braking map in Figure 7, with a regenerative braking torque of 0Nm, thereby preventing the occurrence of a feeling of unfamiliarity.

[0104] To prevent the aforementioned feeling of unnaturalness at the moment the acceleration pedal is released, it is necessary to appropriately set a torque gradient that changes the regenerative braking torque value from the moment the acceleration pedal is released until it reaches the map value of the personalized regenerative braking map.

[0105] Furthermore, with a torque gradient set, the size (absolute value) of the regenerative braking torque needs to be gradually increased according to the set torque gradient until it reaches the map value (e.g., -6000 Nm).

[0106] In the regenerative braking entry phase from the moment the acceleration pedal is released, the torque gradient may be set and used as a value that differs depending on the driver (see stage S15 in Figure 4), and more specifically, a personalized torque gradient determined through a driver preference deceleration gradient learning process from driving data may be used. In this case, the driving data may include vehicle speed and brake pedal input values.

[0107] If a torque gradient is not applied in the regenerative braking entry section described above, a regenerative braking torque (e.g., -6000 Nm) corresponding to the map value of the personalized regenerative braking map must be suddenly applied when the driver takes their foot off the acceleration pedal, which can cause the vehicle speed discontinuity and unnatural feeling shown in the lower diagram of Figure 8.

[0108] Figure 9 is a diagram illustrating the deceleration gradient during brake pedal operation by the driver, along with actual vehicle driving data, in the present invention, and is intended to explain a method for determining a personalized regenerative braking entry gradient.

[0109] As illustrated, the vehicle speed and brake pedal input value (braking pedal sensor signal) are shown as examples of driving data (braking data) during coasting during actual driving, and the deceleration gradient (g / s) for each brake pedal operation is shown below.

[0110] In the present invention, the vehicle controller 130 determines the regenerative braking entry gradient personalized by the driver through a driver preference deceleration gradient learning process based on vehicle driving information detected by the driving information detection unit 110 (see step S15 in Figure 4).

[0111] Here, vehicle driving information refers to the driving data of the driver collected while the vehicle is in motion, and may include braking data indicated by the brake pedal sensor signal, such as the brake pedal input value (BPS value, %) and vehicle speed.

[0112] Referring to Figure 9, the method for determining the regenerative braking torque gradient to be applied to the regenerative braking entry section will be explained as follows: First, in the vehicle controller 130 during coasting when the vehicle speed is above the set speed (e.g., 30 km / h), the deceleration gradient (g / s) due to the brake pedal input is determined from the brake pedal sensor signal each time the driver operates the brake pedal.

[0113] The deceleration gradient can be obtained as the derivative of the brake pedal sensor signal, which indicates the brake pedal input value, with respect to time. By converting the derivative value to a value in g / s using the brake pedal map information in Figure 6, the deceleration gradient (rate of deceleration change), which indicates the amount of deceleration change per unit time, can be obtained.

[0114] Referring to the example in Figure 9, when the vehicle speed is 30 km / h or higher, the deceleration gradient for each brake pedal input, obtained by differentiating the brake pedal sensor signal, is 0.03 g / s, 0.05 g / s, 0.03 g / s, 0.06 g / s, 0.07 g / s, 0.06 g / s, and 0.06 g / s (see the lower diagram in Figure 9), and the average value is 0.05 g / s.

[0115] In an embodiment of the present invention, the deceleration gradient during coasting preferred by the driver is 0.05 g / s, and the above-mentioned deceleration gradient is used as the gradient that changes the regenerative braking torque from the moment the acceleration pedal is released to the regenerative braking entry section (regenerative braking entry gradient).

[0116] In other words, if the regenerative braking torque during coasting is proportional to the vehicle deceleration, the deceleration gradient can be converted into a regenerative braking torque gradient, and the regenerative braking torque can be changed using the converted regenerative braking torque gradient.

[0117] In this invention, the regenerative braking torque gradient converted as described above is a regenerative braking entry gradient that can be used as the gradient in the regenerative braking entry section. Furthermore, this may be a gradient preferred by the driver and may be a gradient personalized by the driver.

[0118] This allows us to increase the size (absolute value) of the regenerative braking torque so that the size of the deceleration (the absolute value, if deceleration is defined as a negative (-) value) increases with a gradient of 0.05 g / s.

[0119] As described above, once the personalized deceleration gradient is determined, applying this gradient to change the regenerative braking torque in the regenerative braking entry section (see Figure 8 for regenerative braking torque when a 0.05 g / s gradient is applied) allows for a smoother change from the moment the foot is released from the acceleration pedal compared to when the gradient is not applied, preventing discontinuities in vehicle speed and an unnatural feeling in vehicle behavior.

[0120] Referring to the upper diagram in Figure 8, we can see that when applying a personalized regenerative braking map of 0.12g and using a deceleration gradient of 0.05g / s as the regenerative braking entry gradient, it takes a total of 2.4 seconds to change the regenerative braking torque so that its absolute value increases from the moment the foot is released from the acceleration pedal until it reaches the map value of the personalized regenerative braking map, which is -6000Nm. During this time, the regenerative braking torque can be gradually changed from 0Nm to -6000Nm by the deceleration gradient.

[0121] Referring to the lower diagram in Figure 8, it can be seen that when the gradient is not applied, the vehicle speed decreases rapidly when the acceleration pedal input value becomes 0%, that is, when the acceleration pedal is released. However, when the gradient is applied, the vehicle speed decreases gradually.

[0122] Figures 10 and 11 illustrate the changes in regenerative braking torque and vehicle speed in the present invention, when a personalized gradient (regenerative braking entry gradient) is applied and when it is not applied during the regenerative braking entry section.

[0123] In Figures 10 and 11, the upper diagram shows the regenerative braking torque change over time, while the lower diagram shows the acceleration pedal input value (%) and vehicle speed change over time.

[0124] Furthermore, in Figure 10, the regenerative braking torque change and vehicle speed change when no gradient is applied are shown using the regenerative braking map with 0 stages of regenerative braking (see the 0.02g diagram) as exemplified in Figure 7.

[0125] Furthermore, in Figure 11, the regenerative braking torque change and vehicle speed change when no gradient is applied are shown using the regenerative braking map with one stage of regenerative braking (see 0.1g diagram) as exemplified in Figure 7.

[0126] As illustrated, when the gradient is not applied, a sudden change in regenerative braking torque occurs when the acceleration pedal is released, and the vehicle speed also exhibits a stepped change rather than a continuous change.

[0127] In this invention, the mode in which a personalized regenerative braking map is applied is defined as the personalized regenerative braking mode. As a result, a personalized regenerative braking map is constructed through a learning process based on the driver's driving data, as described above, and after the personalized regenerative braking entry gradient is determined, the controller 130 can control the operation of the display device 140 to output a message recommending and encouraging the driver to use the personalized regenerative braking mode (see step S16 in Figure 4).

[0128] In this case, as an example of a guidance message, a message may be displayed that informs the driver that the regenerative braking personalization mode has been learned based on the driver's driving data, and that there are advantages and effects of using the regenerative braking personalization mode, namely, the advantages and effects of increased regenerative braking amount and improved braking feel, while allowing the driver to choose whether or not to experience the regenerative braking personalization mode.

[0129] Here are some specific examples of guidance messages:

[0130] "The regenerative braking personalization mode has been learned based on your driving data. Would you like to try this mode? (Increased regenerative braking amount and improved braking feel upon entering personalization mode)"

[0131] Ultimately, if the driver selects the personalized regenerative braking mode, the controller 130, after entering the personalized regenerative braking mode (see step S17 in Figure 4), determines the regenerative braking torque using a personalized regenerative braking map constructed through a learning process for the driver's preferred deceleration and a personalized regenerative braking entry gradient determined through a learning process for the driver's preferred deceleration gradient, thereby controlling the regenerative operation of the motor.

[0132] While the regenerative braking personalization mode is in operation, the controller 130 generates and outputs a regenerative braking torque command, the command value of which is the regenerative braking torque determined by the personalized regenerative braking entry gradient and the personalized regenerative braking map, thereby enabling the motor's regenerative operation to be controlled by the regenerative braking torque command.

[0133] During the personalized regenerative braking mode, if the driver is satisfied with the vehicle deceleration and the results of the personalized regenerative braking mode, the personalized regenerative braking mode will be maintained (see stage S18 in Figure 4). Otherwise, the personalized regenerative braking mode can be deactivated, and the system can return to a mode using the previously set regenerative braking map.

[0134] On the other hand, if the driver has not selected the personalized regenerative braking mode, the controller 130 uses a pre-configured regenerative braking map to determine the regenerative braking torque based on the real-time vehicle speed (see step S19 in Figure 4), and the motor's regenerative operation can be controlled based on the determined regenerative braking torque.

[0135] The embodiments of the present invention have been described in detail above. According to the method for personalizing regenerative braking of a vehicle described above, it is possible to enable personalized regenerative braking control based on the driver's preferred deceleration and brake pedal sensitivity, which differ from driver to driver, and to encourage the driver to use regenerative braking more actively.

[0136] In particular, in this invention, the regenerative braking deceleration is set based on the driver's preferred deceleration, and a regenerative braking map that reflects the preferred deceleration is constructed and used, thereby making it possible to realize an appropriate regenerative braking deceleration that matches the driver's tendencies.

[0137] Since drivers have different preferences for deceleration levels, if the actual deceleration during regenerative braking does not meet their preferred level, drivers may often choose not to use regenerative braking.

[0138] To improve this, the present invention learns the driver's coastal regeneration conditions, i.e., preferred deceleration when the driver has taken their foot off the acceleration pedal and the vehicle speed is above a set speed (e.g., 30 km / h), and then corrects the existing regenerative braking map based on the learning results to create a personalized regenerative braking map.

[0139] Ultimately, personalized regenerative braking maps can be used for vehicle regenerative braking control, allowing for regenerative braking deceleration tailored to the driver's preferences and potentially increasing the driver's use of regenerative braking.

[0140] Furthermore, when regenerative braking is initiated, the driver's preferred entry gradient is used, and the change in regenerative braking torque at the time of regenerative braking can be made gradual. Through this, the problem of sudden changes in vehicle speed and a feeling of unfamiliarity that occur when regenerative braking is initiated can be improved.

[0141] Previously, even when drivers wanted to use regenerative braking, the sudden change in speed caused a significant feeling of unfamiliarity, leading many to worry about nausea and other side effects, and thus resulting in many drivers choosing not to use it. The degree of this unfamiliarity and inconvenience varied from driver to driver.

[0142] In this invention, in order to improve the problem of sudden changes in vehicle speed and the resulting feeling of unfamiliarity, the preferred deceleration gradient is determined by learning the driver's driving data, such as braking and deceleration data, and this is applied as the deceleration gradient for entering regenerative braking when using a personalized regenerative braking map. Through this, the vehicle speed can be changed gradually, and the feeling of unfamiliarity that the driver experiences can be prevented.

[0143] Although embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and many modifications and improvements by those skilled in the art using the basic concepts of the present invention as defined in the following claims are also included within the scope of the present invention. [Explanation of Symbols]

[0144] 100 vehicles 110 Driving Information Detection Unit 111 Vehicle speed detection unit 112 Brake pedal sensor 113 Acceleration pedal sensor 120 Input devices 130 Controllers 140 Display device 150 Drive unit

Claims

1. At the stage when vehicle driving data is collected by the controller, The controller determines, based on the driving data collected during vehicle operation, that the vehicle's braking condition is that of regenerative braking during coasting. During the regenerative braking while coasting, when the brake pedal sensor signal is input to the controller due to the driver's operation of the brake pedal, The controller determines the deceleration preferred by the driver based on the brake pedal input value indicated by the brake pedal sensor signal each time the driver operates the brake pedal, and A method for personalizing the regenerative braking of a vehicle, characterized by comprising the step of generating a personalized regenerative braking map based on the determined driver's preferred deceleration information using the controller.

2. The controller controls the display device to output a message recommending the experience of the regenerative braking personalization mode, and The method for personalizing regenerative braking for a vehicle according to claim 1, further comprising the step of controlling the regenerative operation of the motor by the controller with a regenerative braking torque determined by the personalized regenerative braking map when the driver selects to experience a personalized regenerative braking mode through an input device.

3. In the stage where the deceleration preferred by the driver is determined, The controller is, The method for personalizing regenerative braking of a vehicle according to claim 1, characterized in that the driver determines a preferred deceleration based on the brake pedal input value indicated by the brake pedal sensor signal input during regenerative braking while coasting at a set vehicle speed or higher.

4. The controller is equipped with a brake pedal map in which the braking deceleration is set to a value based on the brake pedal input value. The step in which the deceleration preferred by the driver is determined is: The steps include determining the average value of the peak values ​​of the brake pedal input values ​​indicated by the brake pedal sensor signal each time the driver operates the brake pedal, and The method for personalizing regenerative braking of a vehicle according to claim 1, characterized by including the step of determining a deceleration corresponding to the average value of the peak values ​​in the brake pedal map as the deceleration preferred by the driver.

5. The controller is equipped with a brake pedal map in which the braking deceleration is set to a value based on the brake pedal input value. The step in which the deceleration preferred by the driver is determined is: The step of determining each peak value of the brake pedal input value indicated by the brake pedal sensor signal each time the driver operates the brake pedal, The steps include determining the deceleration corresponding to each peak value of the aforementioned brake pedal input value from the brake pedal map, and The method for personalizing the regenerative braking of a vehicle according to claim 1, characterized by including the step of determining the average value of the determined deceleration degree as the deceleration speed preferred by the driver.

6. The personalized regenerative braking map is a map in which the regenerative braking torque is set to a value based on the vehicle speed, The method for personalizing regenerative braking for a vehicle according to claim 1, characterized in that the regenerative braking torque set in the personalized regenerative braking map is a regenerative braking torque that can control the vehicle deceleration to the driver's preferred deceleration during regenerative braking while coasting.

7. The controller is configured with a set number of selectable regenerative braking stages, and is equipped with a regenerative braking map that is already set for each of the regenerative braking stages. In the stage where the personalized regenerative braking map is generated, The controller is, The method for personalizing regenerative braking for a vehicle according to claim 6, characterized in that it generates a personalized regenerative braking map based on the map values ​​of the already set regenerative braking maps provided for each stage of the regenerative braking and the driver's preferred deceleration speed.

8. The aforementioned already configured regenerative braking map is A map in which regenerative braking torque is set to a value based on vehicle speed, The method for personalizing the regenerative braking of a vehicle according to claim 7, characterized in that the map is set in which a regenerative braking torque capable of controlling the vehicle's deceleration to a predetermined deceleration for each stage of the regenerative braking is set.

9. In the stage where the personalized regenerative braking map is generated, The controller is, The method for personalizing the regenerative braking of a vehicle according to claim 8, characterized in that, based on the deceleration rate determined for each stage of the regenerative braking, the driver's preferred deceleration rate, and the regenerative braking torque for each vehicle speed of the already set regenerative braking map, the regenerative braking torque, which is the map value of the personalized regenerative braking map, is determined by interpolation or extrapolation for the entire range of vehicle speeds, and the personalized regenerative braking map is generated.

10. The personalized regenerative braking map is configured such that the regenerative braking torque in a vehicle speed range above a predetermined reference speed is set to a constant value corresponding to the driver's preferred deceleration. The regenerative braking personalization method for a vehicle according to claim 8, characterized in that the pre-set regenerative braking maps provided for each stage of regenerative braking are set such that the regenerative braking torque in a vehicle speed range that is equal to or greater than the reference vehicle speed is set to a constant value corresponding to the deceleration determined for each stage of regenerative braking.

11. The method for personalizing regenerative braking for a vehicle according to claim 1, further comprising the step of controlling the regenerative operation of the motor by the controller with a regenerative braking torque determined by the personalized regenerative braking map, while the driver has selected a personalized regenerative braking mode.

12. The controller further includes the step of determining the regenerative braking entry gradient preferred by the driver from the brake pedal sensor signal input each time the driver operates the brake pedal, The controller is, If the driver releases the accelerator pedal while the vehicle is in motion, The method for personalizing the regenerative braking of a vehicle according to claim 1, characterized in that, from the moment the acceleration pedal is turned off, the regenerative braking torque is changed by the regenerative braking entry gradient until it reaches the regenerative braking torque which is the map value of the personalized regenerative braking map.

13. The controller is, The regenerative braking personalization method for a vehicle according to claim 12, characterized in that when the driver turns off the acceleration pedal while the vehicle is traveling at a speed equal to or greater than the set speed, the regenerative braking torque is changed to the regenerative braking entry gradient from the moment the acceleration pedal is turned off.

14. The step in which the regenerative braking entry gradient is determined is: During the regenerative braking while coasting, the deceleration gradient is determined from the brake pedal sensor signal input each time the driver operates the brake pedal. The steps include determining the average value of the deceleration gradient for each brake pedal operation, and The method for personalizing the regenerative braking of a vehicle according to claim 12, characterized by including the step of converting the average value of the deceleration gradient into a regenerative braking torque gradient, and determining the converted regenerative braking torque gradient as the regenerative braking entry gradient.

15. In the step of determining the deceleration gradient, The controller is, The method for personalizing regenerative braking of a vehicle according to claim 14, characterized in that the deceleration gradient is determined as the value obtained by differentiating the brake pedal sensor signal with respect to time.

16. In the stage where the regenerative braking entry gradient is determined, The controller is, The method for personalizing regenerative braking for a vehicle according to claim 12, characterized in that the driver determines a preferred regenerative braking entry gradient from the brake pedal sensor signal input during regenerative braking while coasting at a set vehicle speed or higher.

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