KR100985021B1 - Device for exterior controlling oil pump for hybrid vehicle and method thereof - Google Patents

Abstract

The present invention relates to an oil pump control apparatus and a control method for a hybrid vehicle, and more particularly, when a CAN communication failure occurs, a sufficient amount of hydraulic oil is supplied to the engine clutch and the transmission through the control of the motor, the high-speed driving control, and the like. To provide a hybrid vehicle oil pump control apparatus and control method for controlling to be possible.

The technical configuration includes a power supply unit for removing noise and outputting a voltage suitable for each driving element when the battery power of the vehicle is applied; The engine RPM of the vehicle is input from the TCU through the CAN transmitter and receiver, and outputs the target RPM of the external oil pump driving motor as a PWM signal according to the stored conditions, and receives the actual RPM of the motor as a feedback signal and PID for error. A central processing unit for performing control; A motor controller for transmitting the actual RPM of the motor to the CPU and driving the motor by combining a PWM control signal and a switching signal output from the CPU; A motor driver for turning on the gate of the FET device as a switching signal of the motor controller to transfer the PWM signal of the motor controller to the motor; A motor speed detector for detecting a hole of the rotor of the motor and detecting a speed of the motor with a phase output from the motor and outputting the motor speed to the motor controller; When an error occurs in the CAN transmission and reception, it characterized in that it comprises a TCU connection line provided for data transmission and reception between the TCU and the central processing unit.

External, oil pump, motor, hybrid, CAN, communication, transmission, MCU

Description

DEVICE FOR EXTERIOR CONTROLLING OIL PUMP FOR HYBRID VEHICLE AND METHOD THEREOF}

The present invention relates to an oil pump control apparatus and control method for a hybrid vehicle, and is capable of supplying sufficient hydraulic fluid even when a CAN communication line or a motor controller breaks down, thereby effectively preventing an abnormal operation of an engine clutch and a transmission. It relates to a control device and a control method.

In general, a hybrid electric vehicle refers to an efficient combination of two or more different power sources to drive a vehicle, but in most cases, an electric motor driven by an engine and a battery power used to obtain driving power using fuel Refers to a vehicle that obtains a driving force.

In response to the recent demand for improving fuel economy and developing more eco-friendly products, research on hybrid cars is being actively conducted. Hybrid vehicles can form various structures using engines and electric motors as power sources. Hybrid cars under study up to now adopt either parallel or series type.

The above-described hybrid vehicle is equipped with a hybrid controller (hereinafter referred to as HCU) that is responsible for overall vehicle control and has a controller for each device constituting the system.

Here, the engine controller (Engine Control Unit, hereinafter referred to as ECU) for controlling the overall operation of the engine, the electric motor controller (Motor Control Unit, hereinafter referred to as MCU) for controlling the overall operation of the electric motor operation, the transmission controller for controlling the transmission (Transmission Control Unit, hereinafter referred to as TCU).

These controllers are connected to the high-speed CAN communication line around the HCU, which is the upper controller, to exchange information between the controllers, and the upper controller transmits commands to the lower controller.

For example, the HCU substantially controls the driving of the electric motor through the MCU. At this time, the MCU maintains the driving performance by controlling the driving torque and the driving speed of the electric motor as the driving source according to the control signal applied from the HCU, the upper controller. Let's go.

On the other hand, the hybrid car is equipped with an oil pump (Oil Pump) to supply the necessary hydraulic fluid to the engine clutch and the transmission provided between the engine and the electric motor, which is due to the heat generated in the explosion stroke of the engine cylinder, piston, crankshaft Hydraulic oil is supplied through bearings and camshaft bearings.

At this time, the oil pump determines the target rotational speed according to the driving state and the driver operation state of the vehicle, and transmits it to the MCU to control the oil pump driving motor according to the target rotational speed, and accordingly to the target rotational speed The oil pump is operated by the motor for controlling the oil pump to supply the required oil to the engine clutch and the transmission.

In addition, the HCU and the MCU perform control by exchanging information such as the target rotation speed and the actual rotation speed of the oil pump driving motor and the operation state of the oil pump, that is, a normal or fault condition, through CAN communication.

Here, the MCU calculates a target rotational speed according to the driving state and the driver operation state, and controls the oil pump driving motor according to the target rotational speed, thereby supplying the operating oil required for the engine clutch and the transmission.

However, a hybrid vehicle is prepared for a case where a problem occurs in the CAN communication of such a hybrid vehicle and a data transmission / reception is not possible due to a MCU, a TCU, etc., or an error and an incapacity state such as an overcurrent occurs in an oil pump driving motor. Since the oil pump controller and the control method are not provided, there is a problem such as lowering the driving reliability of the motor for driving the oil pump.

The present invention has been made to solve the above problems, and even in the event of a failure of the CAN communication line or the external oil pump driving motor controller, a hybrid vehicle oil pump that can supply a sufficient amount of operating oil to the engine clutch and the transmission. It is an object to provide a control device and a control method.

Another object of the present invention is to provide a hybrid vehicle oil pump control device and control method that can increase the operation reliability by installing a hard wiring to receive a variety of data in case of a failure in the CAN communication line. There is.

In order to achieve the above object, the present invention provides a power supply unit for removing noise and outputting a voltage for each driving element, when the battery power of the vehicle is applied; The engine RPM of the vehicle is input from the TCU through the CAN transmitter and receiver, and outputs the target RPM of the external oil pump driving motor as a PWM signal according to the stored conditions, and receives the actual RPM of the motor as a feedback signal and PID for error. A central processing unit for performing control; A motor controller for transmitting the actual RPM of the motor to the central processing unit and combining the PWM control signal and the switching signal output from the central processing unit to drive the motor, and a switching signal of the motor controller. A motor driver to turn on a gate of the motor controller to transmit a PWM signal of the motor controller to the motor; A motor speed detector for detecting a hole of the rotor of the motor and detecting a speed of the motor with a phase output from the motor and outputting the motor speed to the motor controller; When an error occurs in the CAN transmission and reception, the TCU connection line is provided for data transmission and reception between the TCU and the central processing unit.

In addition, the current applied to the motor is measured and output to the motor controller through the motor driver, and when the current measured in comparison with the reference current in the motor controller is an overcurrent, an overcurrent according to the gate driving signal and a clock signal. It characterized in that it further comprises an overcurrent protection unit configured to flow to the classifier.

The power supply unit may include a main relay connected to a battery for supplying power of a vehicle; a transistor for turning on / off the main relay; A noise filter for supplying power to the motor driver by filtering the voltage of the battery when the main relay is turned on; And a DC / DC converter for converting and outputting the voltage output from the noise filter to supply power to each component. When the measured current is an overcurrent, the transistor is turned on by a control signal of the CPU. And the main relay is turned off to cut off power supplied by the noise filter to the motor controller.

The central processing unit may turn off the main relay when overcurrent progresses for a predetermined time, and turn on the main relay when the overcurrent enters a normal current and elapses for a predetermined time.

In addition, the motor speed detection unit includes a Hall sensor for detecting the speed by detecting the hole of the motor rotor when the motor is a three-phase brushless motor (BLDC) with a sensor; When the motor is a three-phase brushless motor (BLDC) with a sensor, it characterized in that it comprises a digital filter for measuring the speed in the phase output from the motor.

In addition, the central processing unit calculates the output value (Y (n)) of the error of the target RPM and the actual RPM of the motor as an input value (E (n)), PID control formula for the error is characterized as follows It is done.

Proportional Gain (K _P ), Integral Gain (K _I ), Derivative Gain (K _D )

And, in the PID control formula is applied, if the speed of the motor is close to the target speed, the sampling time is reduced, if the speed of the motor is not close to the target speed, the sampling time is increased, PID control The formula applied to the formula is characterized as follows.

Motor Drive PMW Signal = Current PWM Duty (%) ± (Error (E (n)) ÷ P Gain (Kp))

Here, when the motor is accelerated, if the motor drive PWM signal exceeds a predetermined maximum value, the PWM signal is replaced with the maximum value, and if the motor driving PWM signal is less than a predetermined minimum value, the minimum value is used. It is characterized by replacing the PWM signal.

In addition, when the motor is decelerated, the P gain Kp is changed when the speed of the motor reaches within 10% of the target rotational speed of the motor.

The present invention provides a method for controlling an external oil pump for a hybrid vehicle that transmits and receives data through CAN communication using CAN transmission and reception. When the CAN communication fails, a TCU connection line connecting a TCU and a central processing unit in the external oil pump is used. A first step of receiving and controlling the speed of the vehicle through the; A second step of controlling a motor speed of the external oil pump by PID control stored in the CPU when the TCU connection line is shorted or opened; And a third step of turning off the motor controller for driving the motor when the TCU connection line is shorted and CAN communication fails.

As described above, the present invention having the configuration as described above can supply a sufficient amount of hydraulic oil to the engine clutch and the transmission even when a failure of the CAN communication line or the external oil pump driving motor controller occurs, and the CAN communication line In the event of a failure, a hard wiring can be installed to receive various data, thereby increasing the operational reliability.

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

1 is a block diagram schematically showing an oil pump control apparatus for a hybrid vehicle according to the present invention. As shown in FIG. 1, the external oil pump control apparatus 1 for a hybrid vehicle according to the present invention includes a power supply unit 10, a central processing unit 20, a motor controller 30, a motor driving unit 40, and an overcurrent protection unit. 50, the motor speed detection unit 60, a CAN song, a receiver 70, and a TCU connection line 80 are formed.

Here, the power supply unit 10 is connected to the battery of the vehicle, when the ignition key input is generated, the power is supplied from the battery through the main relay 11 to remove the noise and disturbance signal to the noise filter 12 to remove the voltage Outputs a voltage of 12V and 5V using a DC / DC converter 13.

At this time, the transistor 14 is turned on to turn off or apply the power applied to the motor M through the main relay 11 by driving the overcurrent protection unit 50.

The output of the noise filter 12 is also input to the DC / DC converter 13, but is also used as a power source of the motor driving unit 40, and a voltage of 12V is driven by a motor controller 30 driven by a 12V power source. The voltage of 5V is applied to the motor driving unit 40 and is supplied to the limit current reference value providing unit (not shown) of the central processing unit 20, the motor speed sensing unit 60, and the overcurrent protection unit 50 driven by a 5V power supply. Each is applied.

In addition, the central processing unit 20 is 1 when the power having the respective voltages output from the power supply unit 10 is applied to each element, the output as a PWM signal from the transmission control unit (TCU) and the motor control unit (MCU) 1 The shift signal from the gears to the gears and the status of the main oil pump are input as digital signals.

In addition, the control logic stored in the central processing unit 20 calculates the rotation RPM of the external oil pump driving motor (M, hereinafter referred to as a motor) according to the shift signal and the state of the main oil pump. Transfer to the motor controller 30 to drive the motor (M).

At this time, the internal control interval of the central processing unit 20 (Control Interval) is a time-variant (Time-Variant) method, not a conventional method having a constant time interval, which is inversely proportional to the RPM of the motor (M).

That is, if the RPM of the motor M is slow, the control cycle is long, and if the RPM of the motor M is fast, the control cycle is short, which is the optimum time of the motor M in accordance with the RPM of the motor M. By controlling the RPM to be adjusted, it is possible to improve responsiveness and precision unlike conventional control methods.

In addition, the motor (M) is rotated in accordance with the target RPM in the central processing unit 20, the current motor (through the Hall sensor 61 of the motor speed sensor 60 in the motor controller 40) When the RPM of M) is received as a feedback signal, the motor controller 40 adds the RPM to the taco signal and feeds it back to the central processing unit 20.

Then, the CPU 20 performs feedback control through the PID (Proportional Integral Derivative) control so that the current RPM of the motor (M) can reach the target RPM.

Here, PID control is a kind of feedback control that allows the output of the system to maintain the reference voltage based on the error between the control variable and the reference input, and P control (proportional) is proportional to the error signal between the reference signal and the current signal. The control signal is multiplied by a constant gain to make a control signal. I control (proportional integral) uses integral control in parallel to proportional control to integrate the error signal to create a control signal, and D control (proportional derivative) controls the derivative of the error signal. It is a control method that uses the derivative control to make a signal in parallel to the proportional control.

Therefore, the central processing unit 20 performs a feedback control so that the motor M reaches the target RPM by using the PWM duty (Duty,%) calculated to be increased or decreased through the PID control. Enables control, and the PID control equation and graph will be described below.

The motor controller 30 is provided to transmit a control signal of the motor M received as a PWM signal from the central processing unit 20 to the motor M through the motor driver 40.

That is, the motor controller 30 detects the position of the rotor in the Hall sensor 61 to generate a suitable switching signal in order to rotate the rotor of the motor M, and the switching signal and the The PWM signal output from the central processing unit 20 is mixed and output to the motor driver 40.

The motor driver 40 is a switching circuit provided to output or interrupt the PWM signal, and is configured as a three-phase full-bridge circuit to drive a three-phase brushless motor (BLDC) without a sensor. The bridge circuit is composed of FET devices.

In addition, an N-channel MOSFET is used for both the high side and the low side of the three-phase full bridge circuit because the motor controller 30 turns on / off the FET device. Since the device is integrated with the gate driver, the P / N channel MOSFET is not applied due to the application of the device, and only the N channel MOSFET is used.

Here, in order to drive an N-channel MOSFET, the motor controller 30 is configured to include a charge pump together with the gate driver to improve reliability.

Therefore, the PWM signal output from the CPU 20 is transmitted to the motor M by the switching signal of the motor driver 40 output from the motor controller 30, and the motor M is 3. It rotates to reach the target RPM through the phase (U, V, W) line.

In this case, when the PWM signal is applied, the hall sensor 61 outputs the position information of the motor M rotor to the motor controller 30, and the motor controller 30 operates the FET device of the motor driver 40. It is provided to turn on to drive the motor (M).

In addition, the Hall sensor 61 detects the RPM driven by the motor (M) is input to the central processing unit 20 through the motor controller 30, the current RPM of the motor (M) input as a feedback signal is the target It is used for PID control to approach RPM.

In addition, when the motor M is a sensorless type, the digital filter 63 of the motor speed detecting unit 60 performs a three-phase phase transmitted from the motor M to the motor driving unit 40. Each input is filtered and used to output data on the current RPM of the motor M to the motor controller 30.

Therefore, when the motor M is a kind with a sensor, the RPM of the motor M is sensed using the hall sensor 61, and when the motor M is a kind without a sensor, the digital filter 63 is removed. It is made to detect the RPM of the motor (M) by using, it is possible to apply the present invention not only the type with the sensor, but also the type without the sensor.

The overcurrent protection unit 50 detects the current applied to the motor M by the classifier SHUNT connected to the motor driving unit 40, and outputs a signal and a motor output from a circuit (not shown) that provides a limit current reference value. The current applied to (M) is output to the motor controller 30.

In this case, the motor controller 30 compares the current current value of the motor M detected by the classifier with the limit current reference value and outputs a diagnostic signal to the motor controller 30, which will be described in detail below.

In addition, the speed of the vehicle from the MCU and the TCU is provided with a CAN song, a receiver (CAN Transceiver, 70), the CAN song, the receiver 70 is connected to the central processing unit 20, the state information of the TCU, motor ( M) is provided to transmit the command data and the like for the RPM, and to receive the information output from the external oil pump control device 1 for a hybrid vehicle.

Here, in case the CAN song, the receiver 70 does not operate or an error occurs, the present invention further includes a TCU connection wire (Hard Wiring, 80) for directly connecting the TCU and the central processing unit 20, which is It provides a path for transmitting and receiving data in case the CAN transmission and receiver 70 does not operate.

In addition, a control method when the CAN transmission and receiver 70 does not operate will be described in detail below.

Accordingly, the external oil pump control apparatus 1 for a hybrid vehicle according to the present invention does not include a gate driver for switching the motor driver 40 made of a FET element, and integrates the motor driver 40 by integrating the motor controller 30. The high side and low side of the N-channel MOSFETs can be used to reduce the size and volume of the N-channel MOSFET, increase the control speed, and transmit and receive data collectively using a CAN transmitter and receiver. By providing a control method for error situations such as when a transmission or a receiver is disabled, reliability is prevented even when an error occurs.

FIG. 2 is a graph illustrating a speed control signal according to a vehicle state of an external oil pump control apparatus for a hybrid vehicle according to the present invention, and will be described with reference to FIG. 1. As shown in FIG. 2, the external oil pump control device 1 for a hybrid vehicle is configured to drive a motor M driving the external oil pump for a vehicle at 2000 RPM for initial hydraulic formation after the vehicle is started. do.

That is, in the central processing unit 20, when the vehicle is started and no hydraulic pressure is formed in the external oil pump for the hybrid vehicle, the initial pressure is generated by rotating the motor M at a high speed.

In addition, when the engine is rotating, the speed is 0 is called idling. During this idling, the external oil pump for the hybrid vehicle performs only minimal driving. Therefore, when the vehicle is in the idling state, the external oil pump driving motor for the hybrid vehicle is idle. Let (M) run at 1000 RPM.

When the vehicle is being operated by an electric motor which is one of the hybrid vehicle engines, or when the vehicle is in the idling state by the electric motor, the external oil pump driving motor M for the hybrid vehicle is driven at 1500 RPM.

In the present invention, the external oil pump driving motor M is driven at 1000 RPM, and the external oil pump driving motor M is driven at 1500 RPM. The second oil pump driving motor M is driven at 1000 RPM. It is shown in the graph to define that the M) is driven at 2000RPM three stages, it is shown in Table 1 below.

division Output (RPM)

Driving speed 0 1000 ± 10% 1500 ± 10% 2000 ± 10% 3000 ± 10% (MAX)

Here, in Table 1, the speed command (output) is divided into three stages according to the state of the vehicle, each speed command (Track Command) to follow within 1 second, the motor (M) speed is the speed Maintain within ± 10% of the command.

As shown in Table 1, when the PWM signal or CAN signal input to the motor M is the minimum value, the motor M does not rotate, and a tolerance of 10% is determined according to the input value of the PWM signal or CAN signal. It has and controls the motor (M) to rotate.

3 is a hysteresis curve showing an external oil pump on / off condition according to the engine RPM of the external oil pump control apparatus for a hybrid vehicle according to the present invention. As shown in FIG. 3, when the RPM of the hybrid engine is increased in excess of 2000 RPM, the external oil pump stops driving and drives only the main oil pump.

The reason is that when the initial hydraulic pressure is formed, the external oil pump is used to increase the flow rate of the oil. However, since the hydraulic pressure is formed to some extent in the state where the engine RPM is increasing, it is preferable to operate only the main oil pump. Because.

Therefore, when the engine RPM increases, when the engine RPM exceeds 2000 RPM, the operation of the external oil pump is stopped.

When the engine RPM of the vehicle decreases and the engine RPM enters 1800 RPM, the driving of the external oil pump that has been stopped is started.

4 is a diagram illustrating PID control of an external oil pump control apparatus for a hybrid vehicle according to the present invention, which will be described with reference to FIG. 1. As shown in FIG. 4, the RPM (actual) of the motor M detected by the hall sensor 61 or the digital filter 63 of the motor speed detection unit 60 and input through the motor controller 30. Value) is inputted from the CPU 20, and is compared with a target RPM (reference value) of the motor M output from the CPU 20.

That is, in the central processing unit 20 according to the external oil pump on / off condition according to the rotational speed of the external oil pump driving motor M for each vehicle condition condition described in FIGS. 2 and 3 and the engine RPM for the hybrid vehicle. The motor controller 30 transmits the switching signal from the motor controller 30 by turning on the FET device of the motor driving unit 40 to the motor M, and then drives the motor M accordingly. The actual rotation RPM is measured using the Hall sensor 61, and the measured rotation speed of the motor M is input to the central processing unit 20 through the motor controller 30 to perform the PID control as described above. .

Therefore, the difference between the target RPM (reference value) and the actual RPM (actual value), that is, the error as the input value E (n) of the PID control, is proportional gain K _P , integral gain K _I , and derivative gain ( K _D ) is respectively calculated to calculate an output value Y (n) for error correction.

Through this, the PWM signal having the duty (%) is input to the motor (M) when the motor driving unit 40 is turned on again by the switching signal 30 of the motor controller 30, the equation for the PID control is Equation 1 below.

Here, when the error between the target RPM and the actual RPM of the motor (M) is more than 30%, the CPU 20 determines that the three-phase line of the motor (M) is open or shorted.

FIG. 5 is a graph illustrating a sampling time according to a motor speed in the PID control of FIG. 4. The PID control of FIG. 4 is driven by a time-variant system.

That is, the sampling time Ts is changed according to the RPM of the motor M to improve the response characteristics and the RPM error.

Therefore, assuming the same sampling rate, Kp is similar to changing according to the RPM of the motor M. In the initial driving, the motor M is driven with a preset PMW duty%, and the motor M When the target RPM is received from the TCU, the error (E (n)) is calculated by comparing with the current RPM.

At this time, the error E (n) is divided by the proportional gain Kp, and the E (n) / Kp value is added in the section in which the motor M is accelerating, and in the section in which the motor M is decelerating. And the proportional gain Kp is set to 250 by default.

Therefore, the PWM signal of the motor M may be defined by Equation 2 as follows.

Motor Drive PMW Signal = Current PWM Duty (%) ± (Error (E (n)) ÷ Proportional Gain (Kp))

Here, when the motor M is accelerated, when the PWM duty (%) is more than the maximum value (Max Limit), the PWM duty (%) is fixed to the maximum limit value, the PWM duty (%) is less than the minimum value (Min Limit) In this case, the PWM duty (%) is fixed at the lowest limit so as not to go out of range.

However, when the motor M is decelerated, if the current motor M RPM reaches within 10% of the target RPM of the motor M in order to slowly decelerate, the proportional gain Kp is changed to another value (eg, 800). Divide by

That is, the proportional gain Kp is changed by dividing the proportional gain Kp when the motor M is decelerated or when the RPM of the current motor M is within 10% of the target RPM of the motor M. Make sure that RPM of M) does not change nonlinearly.

6 is a graph illustrating an overcurrent protection unit and a DC current according to the overcurrent protection unit of the external oil pump control apparatus for a hybrid vehicle according to the present invention. As illustrated in FIG. 6, the overcurrent protection unit 50 may measure the current applied to the motor M by using the classifier SHUNT 51a.

That is, after measuring the current applied through the motor driver 40 made of the FET element, and sends it to the motor controller 30, the reference value from the circuit 51b for providing the current limit reference value is also sent to the motor controller 30. The motor controller 30 compares the current measured value with the current reference value.

Then, when the DC current exceeds the reference value output from the circuit 51b providing the current limiting reference value, it flows to the classifier SHUNT 51a.

Referring to the graph, when the current limit value is 45 [A] and the DC current exceeds the current limit value, current flows to the classifier 51a according to the MOSFET gate drive signal and the CLOCK signal of the motor driver 40 so that the current flows. It can be seen that the limit value is not exceeded.

Therefore, as the external oil pump driving motor M according to the present invention, the overcurrent is not applied by the overcurrent protection unit 50, and thus damage to the motor M due to the overcurrent is minimized.

7 is a diagram illustrating another overcurrent protection unit of the external oil pump control apparatus for a hybrid vehicle according to the present invention. As illustrated in FIG. 7, the current sensed value output from the overcurrent protection unit 50 may be input to the CPU 20 to prevent overcurrent by software.

That is, the current sensed value is not compared with the current limit reference value, but when the current sensed value is input from the central processing unit 20 and the current sensed value is determined to be overcurrent for a predetermined time, the central processing unit 20 supplies the power unit. The transistor 14 of (10) is turned on to turn off the main relay 11, so that no voltage is output from the noise filter 12 so that power is not applied to the motor driver 40. FIG.

In other words, when the overcurrent state is maintained for a predetermined time, the voltage applied to the motor driver 40 is cut off, so that the FET elements of the motor driver 40 are not conductive so that the PWM control signal cannot be transmitted to the motor M. It is done.

Therefore, when the PWM control signal is not applied to the motor M, and the DC current gradually decreases, the time point at which the DC current falls below the current limit reference value is counted, and when the predetermined time elapses, the main relay 11 again. Turn on to apply power to the motor driver 40.

8 is a flowchart illustrating a method of controlling an external oil pump for a hybrid vehicle according to the present invention. As shown in FIG. 8, the external oil pump control method for a hybrid vehicle starts with initializing and updating all data input at the same time as starting (S10).

And, the TCU, MCU and the external oil pump control device checks the error by sending and receiving the speed command data, status data, etc. (S20), if the abnormality is detected in the step (S30), the control method according to the present invention (S70) Go to.

In addition, if the abnormality is not detected in the step S30, the current RPM of the motor is controlled to reach the target RPM through time-varying system-based PID control in the central processing unit (S40).

In addition, the current RPM of the motor is measured and the difference between the reference RPM (target RPM) is within the tolerance range (S50), and the time-varying system-based PID control is continuously performed to allow the current RPM of the motor to enter the tolerance. To be carried out.

Lastly, in the case where the motor is turned off (S60), the method for controlling the external oil pump for a hybrid vehicle according to the present invention ends, and when the motor is not turned off, the control moves to the step S20. Do it continuously.

9 is a detailed flowchart illustrating a method in the case of detecting abnormal data in the external oil pump control method for a hybrid vehicle according to the present invention. As shown in FIG. 9, when abnormal data is detected, the controller starts checking the data input from the inside and the outside of the external oil pump control apparatus (S71).

This is to determine exactly where the error occurs, and to control variously according to the point where each error occurs.

First, it is determined whether the current applied to the motor is normal (S72a), and in the case of overcurrent, damage of the motor can be minimized by using the overcurrent removing method according to FIG. 6 or 7 (S72b).

And, in order to determine whether the CAN communication is normal, asking whether the CAN communication failed (S73), if the error occurs because the CAN communication failed to output a PWM duty signal fixed at 50% at 100Hz (S74), Using the TCU connection line that can replace the CAN communication transmits data about the vehicle speed to the central processing unit (S75).

In the case of using the TCU connection line, even if a failure of the CAN transmission and receiver occurs, the signal transmitted from the TCU can be received, thus saving input variables to increase control reliability.

Here, when the TCU connection line is shorted or opened to receive a signal output from the TCU (S76a), the TCU connection is driven by its own algorithm of the external oil pump control device, which controls to drive the motor in only one stage (S77). When the connection of the TCU connection line is confirmed, the MCU is driven (76b).

At this time, MCU driving occurs when the TCU connection line is disconnected or short-circuited and cannot receive a command through the CAN and TCU connection lines, and receives the speed signal of the current vehicle from the MCU through CAN communication, as shown in FIG. 3 or less. In the above, the motor M is driven, and the operation of stopping the motor M at 2000 rpm or more is referred to.

And, when driving the motor (M) at 1800rpm or less is the same state as the self-driving mode of the oil pump control device, the self-driving mode is the first stage drive, less than 40 ℃ when the internal temperature of the oil pump control device is more than 40 ℃ In this case, it is defined as an operation to perform two-stage driving.

In addition, when the TCU connection error, CAN communication failure (CAN transmission, receiver failure, CAN communication failure in the central processing unit) is unable to send and receive all data (S78), the motor controller is turned off (S79).

However, if all of the input data does not have any abnormality, the process has been performed in steps S73 and 76a. Therefore, the process proceeds to step S40 to perform PID control.

The treatment according to each FAIL case as described above is described through Table 2 and Table 3.

message
Explanation
Actual value
Bit rate
unit
at least maximum HEV System Ready System Readiness 0 One - - Current pump speed Current actual pump speed 0 65535 One RPM OP Driver (OPU) Fail Driver internal circuit error 0 One - - PUMP & MTR Fail Hall IC or oil pump error 0 One - - OP Driver Control Status Current driver status 0 One - - Limit_ON_active Current limit due to overcurrent 0 One - -

Table 2 above describes CAN communication messages.

First, HEV System Ready operates when the motor controller is initially powered up, the central processing unit operates at the factory preset values, sends a message that the system is ready, and almost simultaneously runs the external oil pump in normal mode. will be.

Current Pump Speed reads the tacho signal of the motor controller (gate driver integrated motor controller) and sends the speed message of the motor currently being controlled so that the TCU knows it.

In addition, the OP Driver Fail is a message that is output by judging high temperature, low voltage or high voltage, over current, TCU connection line short / open (motor speed command, line through which TCU status data is transmitted), and the like.

As shown in Table 2, there are two conditions in which normal control is carried over to an error occurrence, which is described in Table 3.

TCU CAN communication OP DRIVER Control method Remarks ON Normal Normal CAN Base Communication Control Normal ON Normal Normal LIMP-HOME not available Same as MTR FAIL ON Time Out (Bus off) Normal H / Wire Speed Command with TCU Algorithm Control characteristic: PWM Fail 12V-> 0V Normal Normal VSP-based OP R
DRIVER own algorithm control (1, 2 steps) 4-speed HOLD travel possible TCU top OPD CAN failure PWM line fault

First, when the TCU, CAN, and the OP controller are normal, normal CAN communication control is performed.

However, when the time for receiving a message in the CAN communication is exceeded or the CAN transmission or the receiver is bad, the speed command signal is transmitted through a pre-connected TCU connection line to perform PWM control.

That is, when the CAN communication line is disconnected or the device configured for CAN communication is burned out and the timing of the CAN communication is out of time, and the timeout occurs, it may move to the step according to the abnormal state detection according to the present invention.

When only the TCU itself generates an error, the vehicle may receive the speed signal VSP from the TCU through the MCU and continue to control the algorithm through the algorithm of the motor controller itself.

At this time, if the motor controller detects 12V through the TCU connection line and falls to OV, the motor controller recognizes it as a TCU error.In this case, it receives the engine speed (RPM) using its own algorithm to drive the external oil pump. do.

In addition, if only the motor controller is defective, the OP Driver Fail message is transmitted through CAN communication, and the TCU receives this and judges that control is impossible when detecting abnormal data, which is similar to the motor fail (hall sensor, power line error). Control according to the invention is not possible.

Here, it is determined that the abnormality of the motor controller is abnormal when the condition when the current CPU and the motor controller do not operate normally is satisfied.

In the above described exemplary embodiments of the present invention by way of example, the scope of the present invention is not limited only to this specific embodiment, and those skilled in the art within the scope of the claims of the present invention Changes may be made as appropriate.

1 is a block diagram schematically showing an oil pump control apparatus for a hybrid vehicle according to the present invention;

Figure 2 is a graph showing a speed control signal according to the vehicle state of the external oil pump control apparatus for a hybrid vehicle according to the present invention.

Figure 3 is a hysteresis curve showing the external oil pump on / off conditions according to the engine RPM of the external oil pump control apparatus for a hybrid vehicle according to the present invention.

4 is a diagram illustrating PID control of an external oil pump control apparatus for a hybrid vehicle according to the present invention.

5 is a graph illustrating a sampling time according to a motor speed in the PID control of FIG. 4.

FIG. 5 is a graph illustrating an overcurrent protection unit and a DC current according to the overcurrent protection unit of the external oil pump control apparatus for a hybrid vehicle according to the present invention. FIG.

6 is a diagram illustrating an overcurrent protection unit of an external oil pump control apparatus for a hybrid vehicle according to the present invention.

7 is a view showing another overcurrent protection unit of the external oil pump control apparatus for a hybrid vehicle according to the present invention.

8 is a flowchart illustrating a method of controlling an external oil pump for a hybrid vehicle according to the present invention.

Figure 9 is a flow chart illustrating in detail the method in the case of detecting the abnormal data of the external oil pump control method for a hybrid vehicle according to the present invention.

<Brief description of reference numerals for the main parts of the drawings>

1: External oil pump controller for hybrid vehicle

10: power supply unit 20: central processing unit

30: motor controller 40: motor drive unit

50: over current protection unit 60: motor speed detection unit

70: CAN Song, Receiver 80: TCU Connection

Claims (10)

A power supply unit 10 outputting a voltage by removing noise when battery power of the vehicle is applied; The engine RPM of the vehicle is input from the TCU through the CAN song and the receiver 70, and outputs the target RPM of the external oil pump driving motor M as a PWM signal according to the pre-stored conditions, and the actual RPM of the motor M. Receiving a feedback signal as a central processing unit 20 to perform PID control on an error; The actual RPM of the motor (M) transmits a feedback signal to the central processing unit 20, and combines the PWM control signal and the switching signal output from the central processing unit 10 to drive the motor (M) Motor controller 30; A motor driver 40 for turning on the gate of the FET device as a switching signal of the motor controller 30 to transfer the PWM signal of the motor controller 30 to the motor M; A motor speed detection unit (60) for detecting a hole of the rotor of the motor (M) and detecting a speed of the motor (M) with a phase output from the motor (M) and outputting the speed to the motor controller (30); When an error occurs in the CAN transmission and reception unit 70, the TCU connection line 80 provided for data transmission and reception between the TCU and the central processing unit 20. External oil pump control device for a hybrid vehicle comprising a. The method according to claim 1, When the current applied to the motor M through the motor driver 40 is measured and output to the motor controller 30, and the current measured in comparison with the reference current in the motor controller 30 is an overcurrent, An overcurrent protection unit 50 configured to allow an overcurrent to flow to the classifier according to the gate driving signal and the clock signal. External oil pump control apparatus for a hybrid vehicle further comprising a. The method according to claim 2, The power supply unit 10 A main relay 11 connected to a battery for supplying power to the vehicle; A transistor (14) for turning on and off the main relay (11); A noise filter 12 for supplying power to the motor driver 40 by filtering the voltage of the battery when the main relay 11 is turned on; A DC / DC converter 13 for transforming and outputting a voltage output from the noise filter 12, When the measured current is an overcurrent, the transistor 14 is turned on by the control signal of the central processing unit 20, the main relay 11 is turned off, and the noise filter 12 is turned on by the motor controller 30. External oil pump control device for a hybrid vehicle, characterized in that to cut off the power supply. The method according to claim 3, The central processing unit 20 turns off the main relay 11 when the overcurrent progresses for a predetermined time, and turns on the main relay 11 when the overcurrent enters a normal current and elapses for a predetermined time. External oil pump controller for hybrid vehicles. The method according to claim 4, The motor speed detection unit 60 Hall sensor 61 for detecting the RPM of the rotor of the motor (M) and measuring External oil pump control device for a hybrid vehicle, characterized in that it comprises a digital filter (63) for measuring the RPM in the phase output from the motor (M). The method according to claim 5, The CPU 20 calculates an output value Y (n) of the target RPM and the actual RPM of the motor M as an input value E (n), but the PID control equation for the error is as follows. External oil pump control device for a hybrid vehicle, characterized in that the same as Equation 1 .

... Equation 1 Proportional Gain (K _P ), Integral Gain (K _I ), Derivative Gain (K _D ) The method according to claim 6, In the PID control equation is applied, when the RPM of the motor (M) approaches the target RPM, reduce sampling time and, the RPM of the motor (M) If not close to the target RPM, and increase the sampling time , The equation applied to the PID control equation is an external oil pump control device for a hybrid vehicle, characterized in that the following equation (2 ). Motor Drive PMW Signal = Current PWM Duty (%) ± (Error (E (n)) ÷ Proportional Gain (Kp)) ... [Equation 2] The method of claim 7, When the motor M is accelerated, when the motor driving PWM signal exceeds a preset maximum value, the PWM signal is replaced with the maximum value. When the motor driving PWM signal is less than a preset minimum value, the motor driving PWM signal is replaced with the minimum value. External oil pump control device for a hybrid vehicle, characterized in that for replacing the PWM signal. The method according to claim 8, When the motor M is decelerated, when the RPM of the motor M reaches within 10% of the target RPM of the motor M, the proportional gain Kp is changed to another preset value. External oil pump controller for hybrid vehicles. In a method for controlling an external oil pump for a hybrid vehicle that transmits and receives data through CAN communication using a CAN song and a receiver 70, The engine RPM of the vehicle is input from the TCU through the CAN song and the receiver 70, and outputs the target RPM of the external oil pump driving motor M as a PWM signal according to the pre-stored conditions, and the actual RPM of the motor M. Receiving a feedback signal and performing PID control on an error, A second step of receiving and controlling the speed of the vehicle through the TCU connecting line 80 connecting the TCU and the central processing unit 20 in the external oil pump when the CAN communication fails, A third step of controlling the motor (M) RPM of the external oil pump by PID control stored in the central processing unit 20 by receiving the speed of the vehicle through the MCU when the TCU connection line 80 is shorted or opened; And When the CAN communication fails and the TCU connection line 80 is shorted, the fourth step of turning off the motor controller 30 for driving the motor (M) External oil pump control method for a hybrid vehicle comprising a.

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