KR101044233B1 - Method for driving oil pump for stop and go vehicle - Google Patents

Abstract

The present invention relates to a stop and go vehicle oil pump driving method capable of continuously driving a BLDC motor by sensing a temperature in an oil pump driving device when a CAN communication timing error and a line are disconnected. (B) applying power to the vehicle external oil pump driving device when it is determined that the vehicle is started at step (a); and (c) determining whether the external oil pump is in a normal driving state. Step (d) If it is not in the normal driving state in step (c), if the CAN transceiver 70 and the central processing unit 20 are faulty, and the CAN transceiver 70 and the TCU 300 are turned off. To prepare the configuration, including the step of controlling the integrated motor controller 30 according to the temperature sensed by the temperature sensing means (60).
By using the stop-and-go vehicle oil pump driving method as described above, even if a failure occurs in the communication state between the TCU and the oil pump driving unit (OPU), the motor can be continuously driven and the durability of the device can be increased.

Description

Stop and go vehicle oil pump driving method {METHOD FOR DRIVING OIL PUMP FOR STOP AND GO VEHICLE}

The present invention relates to a method of driving an oil pump for an Idle Stop & Go vehicle, and particularly, a stop & go that can effectively supply an operating oil even when a CAN communication line breaks, thereby effectively preventing an abnormal operation of an engine clutch and a transmission. The present invention relates to a vehicle oil pump driving method.

In recent years, research on cars has been actively conducted in response to a demand for improving fuel economy of vehicles and developing more eco-friendly products.

As such, an idle stop and go vehicle has been developed as one of methods for improving fuel economy.

The idle stop function is to turn off the engine to save fuel when the engine is idle. That is, the vehicle speed is '0', and the brake pedal is pressed down (brake switch on, brake pedal on (off), the acceleration pedal is off (acceleration pedal switch off) conditions are satisfied).

To release the idle stop for driving the vehicle, release the brake pedal or press the accelerator pedal. That is, when the brake switch is Off or the accelerator pedal switch is On, the idle stop function is released.

Idle Stop & Go ISG (Idle Stop & Go) as described above to stop the engine when the vehicle stops for a certain time to improve the fuel economy of the vehicle, so that the engine can be started automatically by starting the engine when the accelerator pedal is operated. do.

This idle stop mode is one of several technologies to improve the fuel economy / exhaust performance of a car. It is the process of improving the fuel economy / exhaust performance by preventing unnecessary engine idling.

In addition, the vehicle is equipped with a controller (Hybrid Control Unit, hereinafter referred to as HCU) that is responsible for the overall control of the vehicle and is provided with a controller for each device constituting the system.

Here, an engine control unit (engine control unit (hereinafter referred to as ECU)) for controlling the overall operation of the engine, a transmission control unit (hereinafter referred to as TCU) for controlling the transmission is provided.

These control units 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.

In addition, when the HCU sends an idle stop entry signal to the ECU, the TCU and the Full Auto Temperature Control (FAT) to enter the idle stop mode, the TCU controls to open the clutch so that the engine and the motor power are controlled by the vehicle. Blocking transmission to the ECU, the ECU controls to turn off the engine (Off) to control the transmission of engine power, and at this time, the HCU sends a signal to the motor control unit, the kill torque to the motor By causing it to be generated, the entry of the idle stop mode is completed by deleting the residual torques of the engine and the motor.

On the other hand, such a vehicle is equipped with an oil pump (Oil Pump) to supply the necessary hydraulic fluid to the transmission, which supplies the hydraulic oil to the cylinder, piston, crankshaft bearings, camshaft bearings, etc. due to the heat generated from the explosion stroke of the engine We are planning.

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 when it is transmitted, the oil pump controls the motor for driving the oil pump according to the target rotational speed, and thus the oil controlled according to the target rotational speed The oil pump is operated by the pump driving motor to supply the necessary hydraulic oil to the engine clutch and the transmission.

Therefore, through CAN communication, control is performed by exchanging information such as a target rotation speed and an actual rotation speed of the oil pump driving motor and an operation state of the oil pump, that is, a normal or fault condition.

However, a vehicle oil pump control device is provided in case of a problem in CAN communication of such a vehicle, such that a TCU or the like cannot transmit or receive data, or an error and an incapacity condition such as an overcurrent occurs in an oil pump driving motor. There is a problem such as lowering the driving reliability of the oil pump drive motor.

The present invention has been made to solve the above problems, and an object of the present invention is to provide a stop and go vehicle oil pump driving method that can supply a sufficient amount of hydraulic oil to the engine clutch and the transmission even when a failure occurs in the CAN communication line. do.

Another object of the present invention is to provide a stop and go vehicle oil pump driving method capable of continuously driving a BLDC motor by sensing a temperature in an oil pump driving device when a CAN communication timing error and a communication line are disconnected.

In order to achieve the above object, the external oil pump driving method for a stop and go vehicle according to the present invention can receive the engine RPM and the target RPM of a vehicle from a TCU (Transmission Control Unit) CAN transceiver 70, a target RPM of an oil pump driving motor. Is outputted as a PWM signal, and receives the actual RPM of the oil pump driving motor as a feedback signal to perform a PID control for the error, a gate driver, and the actual RPM of the motor to the center The integrated motor controller 30 and the central processing unit, which are transmitted to the processing unit 20 and output to the three-phase full bridge circuit 40 by combining the PWM control signal and the switching signal output from the central processing unit 20. Stop-and-go vehicle exterior with a power supply 10 for supplying power to the 20 and three-phase full bridge circuits 40 and a temperature sensing means 60 for sensing the temperature in the oil pump drive. A method of driving an oil pump, the method comprising: (a) determining whether the vehicle is starting, idling, or waiting for a signal; and (b) if it is determined that the vehicle is starting at step (a). (C) determining whether the external oil pump is in a normal driving state; (d) when the external oil pump is not in a normal driving state, the CAN transceiver 70 and the central processing unit 20 When the failure between the CAN transceiver 70 and the TCU 300, characterized in that it comprises the step of controlling the integrated motor controller 30 according to the temperature detected by the temperature sensing means 60 .

In addition, in the external oil pump driving method for a stop and go vehicle according to the present invention, power is supplied to the central processing unit 20 in step (b), and then to the three-phase full bridge circuit 40. It is characterized in that the supply.

In addition, in the external oil pump driving method for a stop and go vehicle according to the present invention, in the step (d), the temperature sensing means 60 is characterized in that it detects a temperature of 120 to 130 ℃.

In the stop and go vehicle external oil pump driving method according to the present invention, the temperature detected in the step (d) is characterized in that it detects at intervals of 1 to 3 seconds.

In addition, in the stop and go vehicle external oil pump driving method according to the present invention, if the temperature sensed in step (c) is maintained for more than 120 ℃ 3 seconds, the external oil pump driving device outputs a predetermined minimum duty, 120 ℃ If it is maintained for 1 second below, it is characterized by returning to the normal state.

As described above, according to the stop and go vehicle oil pump driving method according to the present invention, even if the communication state between the TCU and the oil pump driving unit (OPU) in the event of a failure in the motor can be continuously driven to increase the durability of the device Effect is obtained.

In addition, according to the method for driving an oil pump for a vehicle according to the present invention, the oil pump driving apparatus is operated by determining whether the vehicle is idle, idle, or waiting for the first time, so that the fuel efficiency can be improved.

1 is a block diagram schematically showing a stop and go vehicle oil pump driving apparatus according to an embodiment of the present invention.
Figure 2 is a table showing the specifications of the CAN according to the vehicle state of the external oil pump drive device for a stop and go vehicle according to the present invention.
3 is a diagram illustrating PID control of an external oil pump driving device for a stop and go vehicle according to the present invention.
4 is a graph illustrating a sampling time according to a motor speed in the PID control of FIG. 4.
5 is a flowchart illustrating a method of driving an external oil pump for a stop and go vehicle according to an exemplary embodiment of the present invention;
6 is a diagram for explaining a communication method between a TCU and an OPU.
7 is a diagram illustrating transmission and reception waveforms between a TCU and an OPU.
8 is a block diagram schematically showing a stop and go vehicle oil pump driving apparatus according to another embodiment of the present invention.
9 is a flowchart illustrating a stop and go vehicle external oil pump driving method according to another embodiment of the present invention.

These and other objects and novel features of the present invention will become more apparent from the description of the present specification and the accompanying drawings.

EMBODIMENT OF THE INVENTION Hereinafter, the structure of this invention is demonstrated according to drawing.

In addition, in description of this invention, the same code | symbol is attached | subjected to the same part and the repeated description is abbreviate | omitted.

1 is a block diagram schematically illustrating an external oil pump driving apparatus for a stop and go vehicle according to an exemplary embodiment of the present invention. As shown in FIG. 1, an external oil pump driving apparatus (OPU) 100 for a stop and go vehicle according to the present invention includes a power supply 10, a central processing unit 20, an integrated motor controller 30, and a three-phase pull. The bridge includes a full-bridge circuit 40, an overcurrent detector 50, a temperature sensing means 60, and a CAN transceiver 70.

Herein, the power supply 10 includes an EMC filter and a constant voltage regulator for reducing electromagnetic compatibility filter (EMC) noise, and the voltage of 5V is 16-bit through a constant voltage regulator by receiving a battery (BATT) supply of a vehicle. Supplied to the central processing unit (20).

When the central processing unit 20 determines that there is no abnormality in the oil pump driving device 100, the voltage of 12 V is supplied from the power supply device 10 to the integrated motor controller 30 and the three-phase full bridge circuit 40. Supply. That is, the power supply device 10 supplies a current (maximum 50A) to the BLDC motor 12.

For example, the voltage of 5V is applied to the central processing unit 20, the speed sensing unit 13, the overcurrent detecting unit 50, and the like, which are each driven by a 5V power supply.

In addition, the central processing unit 20 is a state of the CAN message and the main oil pump in the transmission control unit TCU (Transmission Control Unit) when a power having a respective voltage output from the power supply device 10 is applied to each element Receives a digital signal. That is, in the structure as shown in Figure 1, the CPU 20 controls the driving of the BLDC motor 12 in accordance with a command from the TCU through the CAN transceiver 70, respectively.

In addition, the control logic pre-stored in the central processing unit 20 calculates the rotational speed of the BLDC motor 12 according to the shift signal and the state of the main oil pump, and transfers it to the integrated motor controller 30 to transmit the BLDC. The motor 12 is driven. The control logic of the central processing unit 20 will be described later.

At this time, the internal control period 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 speed of the BLDC motor 12.

That is, when the speed of the BLDC motor 12 is slow, the control period is long, and when the speed of the BLDC motor 12 is fast, the control period is short, which is the BLDC motor at an optimum time in accordance with the speed of the BLDC motor 12. By controlling so that the speed of (12) can be adjusted, responsiveness and precision can be improved unlike the conventional control method.

In addition, the BLDC motor 12 may be rotated according to the target speed in the central processing unit 20 by the Hall sensor of the speed sensing unit 13 in the central processing unit 20. When the rotational speed of the signal is received as the feedback signal, the CPU 20 controls the three-phase full bridge circuit 40 through the integrated motor controller 30.

That is, the central processing unit 20 performs feedback control through PID (Proportional Integral Derivative) control so that the current rotational speed of the BLDC motor 12 can reach the target rotational speed.

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 feedback control so that the BLDC motor 12 reaches the target rotational speed by using the PWM duty (Duty,%) calculated to be increased or decreased through the PID control. To enable more accurate control, the PID control equation and graph will be described below.

The CPU 20 outputs a PWM signal to the integrated motor controller 30 to control the BLDC motor 12 through the three-phase full bridge circuit 40.

The three-phase full bridge circuit 40 is a switching circuit provided such that the PWM signal is output or interrupted. The three-phase full bridge circuit 40 includes a FET device for driving the three-phase BLDC motor 12.

In addition, an N-channel MOSFET is used for both the high side and the low side of the three-phase full bridge circuit 40 because the integrated motor controller 30 turns the FET device. Since the device is integrated with a gate driver that turns on / off, 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 the N-channel MOSFET, the integrated motor controller 30 is configured to include a charge pump together with the gate driver to improve reliability.

That is, the external oil pump driving apparatus 100 for a stop-and-go vehicle according to the present invention does not include a gate driver for switching the integrated motor driver 40 made of the FET element, and is integrated into the integrated motor controller 30 by three-phase. By providing the high side and the low side of the full bridge circuit 40 as the N-channel MOSFET, the size and volume of the full bridge circuit can be reduced, and the control speed is increased.

Therefore, the PWM signal output from the central processing unit 20 is transmitted to the BLDC motor 12 by the switching signal of the three-phase full bridge circuit 40, the BLDC motor 12 is a three-phase (U, V, W) to rotate to reach the target speed.

At this time, when the PWM signal is applied, the Hall sensor of the speed sensor 13 outputs the position information of the rotor of the BLDC motor 12 to the central processing unit 20 through the integrated motor controller 30, and central processing. The apparatus 20 is provided to turn on the FET device of the three-phase full bridge circuit 40 to drive the BLDC motor 12.

In addition, the Hall sensor detects the rotational speed and speed of the driven BLDC motor 12 and outputs it to the central processing unit 20 through the integrated motor controller 30, and the current of the BLDC motor 12 input as a feedback signal. The speed is used for PID control to approach the target speed.

The overcurrent detecting unit 50 is formed of, for example, a sorter SHUNT, and senses a current applied to the BLDC motor 12.

In addition, the temperature sensing means 60 is provided to sense the temperature in the oil pump driving apparatus 100, and is made of an NTC thermistor (Negative Temperature Coefficient Thermistor) having a negative resistance characteristic that the resistance is reduced when heat is received.

When the temperature detecting means 60 detects a case in which the temperature in the oil pump driving device 100 is 120 to 130 ° C, the central processing unit 20 has a failure in communication between the CAN transceiver 70 and the TCU. Determined, and directly controls the integrated motor controller 30. This control method will be described later.

In addition, the speed and the target RPM for the vehicle from the TCU is output to the central processing unit 20 via the CAN transceiver (70). That is, the CAN transceiver 70 is connected to the central processing unit 20 to transmit the state information of the TCU, command data for the speed of the BLDC motor 12, and the like, and information output from the vehicle external oil pump driving apparatus 100. To receive them.

Here, the control method when the CAN transceiver 70 does not operate or an error occurs will be described in detail below.

Accordingly, the external oil pump driving apparatus 100 for a stop and go vehicle according to the present invention may transmit and receive data integrally using a CAN transceiver, and a control method for an error situation such as when the CAN transceiver 70 is disabled. By doing so, even in the event of an error, the reliability is achieved.

Figure 2 is a table showing the specification of the CAN according to the vehicle state of the external oil pump drive device for a stop and go vehicle according to the present invention, it will be described with reference to FIG. As shown in FIG. 2, the external oil pump driving device 100 for a stop and go vehicle starts with the vehicle, and the BLDC motor 12 for driving the external oil pump for the vehicle for initial hydraulic formation is a TCU CAN. It is driven by sending a CAN message to the central processing unit 20 via the transceiver 70. That is, when the TCU sends an RPM message of 1 byte (8 bit) as a CAN message, the TPU calculates a bit rate of 20 to drive the BLDC motor 12 by recognizing the RPM.

For example, when the TCU is commanded to drive at 1350 RPM, 1350/20 = 67.5 and the hex value of 67.5 is 43, so that the OPU 100 receives the value of 43 from the TCU 300 and the central processing unit ( 20 recognizes that 43 is a 1350 rpm command and drives the BLDC motor 12.

However, the present invention is not limited to each data shown in FIG. 2 but is described as an example for convenience of description.

3 is a diagram illustrating PID control of an external oil pump driving apparatus 100 for a stop and go vehicle according to the present invention, which will be described with reference to FIG. 1. As shown in FIG. 3, when the hall sensor of the speed sensor 13 detects the rotation speed of the motor from the central processing unit 20, the BLDC motor output from the central processing unit 20 is output. It compares with the target rotation speed (reference value) of (12).

That is, the PID control as described above is performed by the central processing unit 20 according to the external oil pump on / off condition according to the rotational speed of the BLDC motor 12 for each vehicle condition condition and the engine RPM for the stop and go vehicle described in FIG. 2. It is done.

Therefore, the difference between the target rotational speed (reference value) and the actual rotational speed (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. The gains K _D are respectively calculated to calculate the output value Y (n) for error correction.

The equation for the PID control is shown in Equation 1 below.

<Equation 1>

Here, the central processing unit 20, for example, when the error between the target RPM and the actual RPM of the BLDC motor 12 is 30% or more, it is determined that the three-phase line of the motor (M) is open or shorted.

4 is a graph illustrating a sampling time according to a motor speed in the PID control of FIG. 3. The PID control of FIG. 5 is driven by a time-variant system.

In other words, the sampling time Ts is changed according to the speed of the BLDC motor 12 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 BLDC motor 12, and in the first driving, the BLDC motor 12 is driven with a preset PMW duty (%), and the BLDC motor ( When the target rotational speed of 12) is received by the TCU 300, the error E (n) is calculated by comparing with the current RPM.

At this time, the error E (n) is divided by Kp (P gain), and the E (n) / Kp value is added in the section in which the motor M is accelerating, and the section in which the BLDC motor 12 is decelerating. Subtracts the value, and sets the P gain to 250, for example.

Therefore, the PWM signal of the BLDC motor 12 may be defined by Equation 2 as follows.

<Equation 2>

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

Here, when the BLDC motor 12 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 the minimum value (Min Limit) In the following cases, the PWM duty (%) is fixed at the lowest limit so as not to be out of the range.

However, when the BLDC motor 12 is decelerated, if the speed of the current BLDC motor 12 reaches within 10% of the target rotational speed of the BLDC motor 12 so as to slowly decelerate, the P gain Kp is changed to another value ( Yes, change it to 800).

That is, the P gain is changed by dividing the P gain when the BLDC motor 12 is decelerated or when the speed of the current BLDC motor 12 is within 10% of the target speed of the BLDC motor 12 to divide the BL DC motor 12. Do not change the speed of nonlinearly.

Next, the external oil pump driving method for a stop and go vehicle will be described with reference to FIGS. 5 to 7.

5 is a flowchart illustrating a method of driving an external oil pump for a stop and go vehicle according to an embodiment of the present invention, FIG. 6 is a diagram illustrating a communication method between a TCU and an OPU, and FIG. 7 is a diagram illustrating a transmission and reception waveform between the TCU and the OPU. It is a figure which shows.

As shown in FIG. 5, the external oil pump driving method for the stop and go vehicle determines whether the central processing unit 20 is at first vehicle departure, idle time, or signal wait time according to a preset condition (S10). That is, since the present invention is applied to the stop-and-go vehicle, for convenience of description, for example, it is determined that a key input signal is input when the vehicle starts.

In addition, the TCU and an external oil pump driving device (OPU: 100) transmit and receive speed command data, status data, and the like to check an error, and check the current state of the motor through time-varying system-based PID control in the central processing unit 20. (S20), it is determined whether the external oil pump driving device 100 is in a normal control state (S30).

If it is determined that the normal control in step S30, the central processing unit 20 is supplied to the battery (BATT) supply power to the three-phase full bridge circuit 40 to operate the BLDC motor 12 (S40). At this time, the CAN base communication control is performed by the message from the CAN transceiver 70 and the BLDC motor 12 is controlled. That is, when the TCU 300 sends the command RPM in hex code via the CAN message, the CPU 20 receives the target RPM as it is and drives the BLDC motor 12 at the command RPM.

If it is determined in step S30 is not the normal control, it is determined whether the communication or connection state between the TCU and the oil pump driving device 100 is a failure (S50).

As a result of the determination in step S50, if it is determined that the CAN transceiver 70 is off (when the CAN message is timed out or the CAN line itself is disconnected), as shown in FIG. 6, when the CAN off, the OPU 100 is After detecting this, the waveform is first transmitted to the TCU through the OPU 100 at 100Hz 50% DUTY. Then, the TCU detects this signal and transmits a PWM signal of 1 KHz to the OPU 100 to control the motor RPM according to the duty value. The transmission / reception waveform at this time is as shown in FIG.

When the CAN transceiver 70 and the central processing unit 20 in the step S50 is broken, and the CAN transceiver 70 and the TCU are off, the central processing unit 20 detects the OPU ( The self-driving is performed on the BLDC motor 12 using the motor RPM map MAP according to the temperature map preset in the central processing unit 20 according to the internal temperature of the apparatus 100 (S60).

That is, the central processing unit 20 detects the temperature detected by the temperature sensing means 60 at intervals of, for example, 2 to 5 seconds, and when the temperature sensing means 60 senses the temperature of 120 to 130 ° C., The motor controller 30 is controlled to drive the BLDC motor 12.

If the oil pump system (hybrid vehicle external oil pump driving device 100 and oil pump) is broken in step S50 (S70), the BLDC motor 12 is stopped (S71).

In addition, the OPU 100 according to the present invention is not a function of simply driving a motor, but a device capable of detailed self-diagnosis. As shown in the FAULT detection table 1 below, the detection time, reset condition, determination condition, In judgment, a diagnosis of the error reaction is performed.

For example, the high temperature detection item is as follows.

When the internal temperature of the OPU 100 is maintained at 120 ° C. or more for 3 seconds, the OPU 100 outputs a preset minimum duty, and returns to a normal state when maintained at 120 ° C. or less for 1 second. The reset condition is that when the ignition key is reset, the FAULT is terminated, and the recovery function is normally restored when the temperature is maintained at 120 ° C. or lower for 1 second as described above.

For items without a recovery function, the error reaction item will continue until the IG key is reset.

In addition, the present invention provides an OPU Power Save Mode to reduce battery consumption of the vehicle.

That is, the conditions of the following ① to ⑥

"① OPU (100) input current is more than 45A, current LIMIT flag is ON,

② The current vehicle speed is 0,

③ Current LIMIT flag ON duration time elapsed for more than 5 minutes,

4) IG key ON state (OPU basic operating voltage is input)

⑤ TCU has issued OPU run command to the OPU (100).

⑥ When there is no fault in OPU (100) self diagnosis. "

If both are satisfied, the OPU 100 transmits a 'power save mode' message to the TCU, and performs an open loop control of the motor driving RPM through a predetermined decrease% map.

When the vehicle speed VSP is greater than or equal to a certain speed, the power save mode returns to the closed loop control by following the command of the TCU again.

That is, when all of the above conditions ① to ⑥ are satisfied, the OPU 100 reduces the output duty to a certain percentage of the driving RPM by non-feedback control instead of the existing normal control (PID feedback control).

At this time, the OPU 100 notifies the 'power save mode' message to the TCU as a CAN message via the CAN transceiver 70.

As mentioned above, although the invention made by this inventor was demonstrated concretely according to the said Example, this invention is not limited to the said Example and can be variously changed in the range which does not deviate from the summary.

That is, in the above embodiment, an oil pump driving apparatus for driving an oil pump driving motor mounted on a stop and go vehicle applied to a general gasoline vehicle has been described, but the present invention is not limited thereto, and the present invention is applied to a hybrid vehicle equipped with a stop and go system. Of course you can.

8 is a block diagram schematically illustrating an external oil pump driving device for a stop and go hybrid vehicle according to another exemplary embodiment of the present invention. As shown in FIG. 8, an external oil pump driving apparatus (OPU) 100 for a stop and go hybrid vehicle according to another embodiment of the present invention includes a power supply 10, a central processing unit 20, and an integrated motor controller 30. ), A three-phase full-bridge circuit 40, an overcurrent detector 50, a temperature sensing means 60, a CAN transceiver 70, and an interface (I / F) unit 80.

Herein, the power supply device 10 supplies two input power sources: a battery (BATT) supply power and an IG key input power of the vehicle. That is, when the IG key input power is generated, the voltage of 5V is supplied to the central processing unit 20 having 16 bits through the fuse FUSE.

After that, when the central processing unit 20 determines that there is no abnormality in the oil pump driving device 100, the external main relay 11 is turned on through the transistor 14. When the main relay 11 is turned on, the battery (BATT) supply power is output to the power supply device 10 and the noise and disturbance signals are removed from the noise filter or the like so that the integrated motor controller 30 and the three-phase full bridge circuit 40 are removed. Supply a voltage of 12V. That is, the central processing unit 20 drives the main relay 11 outside the oil pump driving device 100 to supply a current (maximum 50A) from the power supply device 10 to the BLDC motor 12. This means that the signal power and the power of the BLDC motor 12 are distinguished.

At this time, the transistor 14 is turned on / off to cut off or apply the power applied to the BLDC motor 12 through the main relay 11 by the driving of the overcurrent detector 50.

In addition, the central processing unit 20, when the power having a respective voltage output from the power supply device 10 is applied to each element, the CAN message and the main oil pump in the transmission control unit TCU (Transmission Control Unit: 300) The digital signal is input to the state of. Also, the engine RPM signal is received from the hybrid motor control unit MCU (Motor Control Unit: 200). That is, in the structure as shown in Figure 8, the central processing unit 20 according to the commands from the MCU 200 and the TCU 300 through the CAN transceiver 70 and the interface unit 80, respectively The drive of the BLDC motor 12 is controlled.

Next, the external oil pump driving method for the stop & go hybrid vehicle shown in FIG. 8 will be described.

9 is a flowchart illustrating a method of driving an external oil pump for a stop and go hybrid vehicle according to another exemplary embodiment of the present invention.

As shown in FIG. 9, the external oil pump driving method for a stop and go hybrid vehicle starts when an IG key input signal is input.

On the other hand, the central processing unit 20 determines whether the first vehicle departure, idle time or signal wait time according to a predetermined condition. That is, since the present invention is applied to the stop and go hybrid vehicle, for convenience of description, it is determined that the ignition (IG) key input signal is input, for example, when the vehicle starts (S110).

In addition, the MCU 200, the TCU 300, and an external oil pump driving device (OPU: 100) transmit and receive speed command data, state data, and the like to check errors, and time-varying system-based PID control in the central processing unit 20. By checking the current state of the motor through (S120), it is determined whether the external oil pump driving device 100 is in a normal control state (S130).

If it is determined in step S30 that the control is normal, the central processing unit 20 turns on the external main relay 11 through the transistor 14, the battery (BATT) power supply to the three-phase full bridge circuit 40 By operating the BLDC motor 12 to be supplied (S140). At this time, the CAN base communication control is performed by the message from the CAN transceiver 70, and the BLDC motor 12 performs stepless control. That is, when the TCU 300 sends the command RPM in hex code via the CAN message, the CPU 20 receives the target RPM as it is and drives the BLDC motor 12 at the command RPM.

If it is determined in step S130 that the control is not normal, the failure of the communication or connection state of the oil pump drive device 100 and the MCU 200, TCU (300) and the like is classified (S150).

As a result of the classification in step S150, if it is determined that the CAN transceiver 70 is off (when the CAN message is timed out or the CAN line itself is disconnected) (S160), through the interface unit 60 as a TCU hard wire (Hard Wire). The TCU 300 instructs the command RPM to the OPU 100 by PWM to continue driving the BLDC motor 12 (S161). In this case, the BLDC motor 12 is controlled to be three stage variable.

That is, as shown in FIG. 9, when the CAN is off, the OPU 100 senses this and first transmits the waveform to the TCU 300 through the interface unit 60 of the OPU 100 at 100 Hz 50% DUTY. Then, the TCU 300 detects this signal and transmits a PWM signal of 1 KHz to the OPU 100 to control the motor RPM according to the duty value.

As a result of the classification in step S150, when the CAN transceiver 70 is turned off and it is determined that the interface unit 60 and the TCU 300 are turned off (S170), the following two modes are performed.

First, the CAN transceiver 70 and the central processing unit 20 operates normally, the CAN transceiver 70 and the TCU 300 are turned off, and the hybrid drive motor MCU 200 and the CAN transceiver 70 are If connected, the OPU 100 is controlled by the variable drive (200) (S171).

That is, when the MCU 200 transmits the RPM of the engine or the hybrid motor of the hybrid vehicle in a CAN message, the OPU 100 receives this and continues the BLDC motor 12 using the preset motor RPM MAP for each vehicle RPM. Drive.

If the CAN transceiver 70 and the central processing unit 20 is broken in step S170, and the CAN transceiver 70 and the TCU 300 are turned off (S172), the central processing unit 20 is the temperature sensing means 60 By using the motor RPM map (MAP) according to the temperature map set in advance in the central processing unit 20 according to the internal temperature of the OPU (100) detected by the self-drive to the BLDC motor 12 ( S1721).

That is, the central processing unit 20 detects the temperature detected by the temperature sensing means 60 at intervals of, for example, 2 to 5 seconds, and when the temperature sensing means 60 senses the temperature of 120 to 130 ° C., The motor controller 30 is controlled to drive the BLDC motor 12.

If the oil pump system (hybrid vehicle external oil pump driving device 100 and the oil pump) is broken in step S150 (S180), the BLDC motor 12 is stopped (S181).

As mentioned above, although the invention made by the present inventor was demonstrated concretely according to the said Example, this invention is not limited to the said Example and can be variously changed in the range which does not deviate from the summary.

10: power supply
20: central processing unit
30: integrated motor controller
40: three-phase full bridge circuit
50: overcurrent detector
60: temperature sensing means
70: CAN transceiver
100: stop & go vehicle external oil pump drive

Claims (5)

Outputs the target RPM of the CAN transceiver 70, the oil pump driving motor, which receives the engine RPM and the target RPM of the vehicle from a transmission control unit (TCU) as a PWM signal, and outputs the actual RPM of the oil pump driving motor as a feedback signal. The controller 20 includes a central processing unit 20 and a gate driver for performing PID control on an error, and transmits the actual RPM of the motor to the central processing unit 20, and outputs the PWM from the central processing unit 20. Power supply for supplying power to the integrated motor controller 30, the central processing unit 20, and the three-phase full bridge circuit 40, respectively, combining the control signal and the switching signal and outputting the three-phase full bridge circuit 40. A driving method of an external oil pump for a stop and go vehicle having a temperature sensing means (60) for sensing a temperature in an apparatus (10) and an oil pump driving apparatus,
(a) determining whether the vehicle is idle or idle when the vehicle is first departed,
(b) applying power to the vehicle external oil pump driving device when it is determined that the vehicle starts in step (a);
(c) determining whether the external oil pump is in a normal driving state,
(d) when the CAN transceiver 70 and the central processing unit 20 have failed and the CAN transceiver 70 and the TCU 300 are turned off when the driving state is not normal in the step (c). Stop and go vehicle external oil pump driving method comprising the step of controlling the integrated motor controller (30) according to the temperature sensed by the temperature sensing means (60). The method of claim 1,
In the step (b), the power is supplied to the central processing unit 20, after the power is supplied to the three-phase full bridge circuit 40, the external oil pump driving method for a stop and go vehicle . The method of claim 1,
The stop and go vehicle external oil pump driving method, characterized in that the temperature sensing means (60) in the step (d) detects a temperature of 120 to 130 ℃. The method of claim 3,
Stop and go vehicle external oil pump driving method characterized in that for detecting the temperature detected in the step (d) at intervals of 1 to 3 seconds. The method of claim 4, wherein
When the temperature sensed in the step (c) is maintained for more than 120 ℃ 3 seconds, the external oil pump driving device outputs a predetermined minimum duty, and when stopped for 1 second at 120 ℃ or less stops, characterized in that to return to the normal state Ango vehicle external oil pump driving method.

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