KR101206783B1

KR101206783B1 - Electronic control Unit for vehicles

Info

Publication number: KR101206783B1
Application number: KR20100112392A
Authority: KR
Inventors: 김지훈
Original assignee: 주식회사 만도
Priority date: 2010-11-12
Filing date: 2010-11-12
Publication date: 2012-11-30
Also published as: KR20120051126A

Abstract

The present invention provides a yaw rate detection unit for detecting a yaw moment of the vehicle; An acceleration detector detecting an acceleration of the vehicle; A first microcomputer determining whether the vehicle collides based on the yaw moment and the acceleration of the vehicle; A second microcomputer for controlling the attitude of the vehicle by comparing the detected yaw moment with the reference yaw moment; An airbag driving unit driving the airbag when the vehicle collides with the vehicle; And a hydraulic pressure adjusting unit for adjusting the hydraulic pressure supplied to the wheel cylinders of the respective wheels of the vehicle based on the attitude of the vehicle.
The present invention eliminates duplication of hardware by integrating an airbag control device and a posture stability control device into one, and reduces manufacturing costs by sharing detection data of various detection units, and reduces labor and time consumption during manufacturing.

Description

Electronic control unit for vehicles

The present invention relates to an electronic control apparatus for a vehicle, and more particularly, to an electronic control apparatus for a vehicle for safe driving.

The vehicle is equipped with various safety devices for the safety of the driver and the passenger, and each safety device performs its function independently.

Various types of vehicle stabilizers include airbag control devices for the driver's safety, such as drivers in the event of a vehicle crash, and Electronic Stability Control (ESC), which controls the attitude of the vehicle when the vehicle is accelerated or cornered. There are safety devices.

Among these, the airbag control device has a structure in which an airbag is mounted inside the steering wheel to protect the driver of the vehicle from collision shock and the like.

Such an airbag control device injects gas from the inflator to inflate the airbag so that the airbag protrudes from the cover body when the vehicle collides with a predetermined strength or more, and then expands and expands in front of the occupant so that the occupant of the front seat is steered. Do not crash or crash the dashboard.

The Electronic Stability Control (ESC) of the vehicle selectively activates the wheels of the required brakes for the front, rear, left and right to prevent the vehicle from slipping during extreme instability during acceleration, braking or cornering. It is a device that stably holds a vehicle's posture and corrects a driver's mistake.

In addition to the shock detection sensor included in the airbag control device, the posture stabilization control device of the vehicle further includes various types of sensors for posture stabilization control of the vehicle such as a yaw rate sensor, a wheel sensor, an acceleration sensor, a steering angle sensor, and the like. Many common components such as a power supply unit, a microcomputer, a communication unit, a driver, and a sensor that perform a function have a disadvantage of overlapping hardware.

Accordingly, the posture stabilization control device and the airbag control device of the vehicle are each provided with a component that performs the same function, the manufacturing cost is expensive, the volume occupies a large area occupied in the vehicle and consumes a lot of power consumption. .

In particular, the airbag control apparatus of the vehicle is in a wake-up state, and thus there is a problem in that leakage current is generated and power consumption is high.

An object of the present invention for solving the above problems is to provide an electronic control apparatus for a vehicle to share the overlapping hardware by integrating the airbag control microcomputer, yaw rate detection unit and the acceleration detection unit in one board.

Another object of the present invention is to provide an electronic control apparatus for a vehicle in which an overlapped hardware is shared by integrating an airbag control microcomputer, a posture stability control microcomputer, a yaw rate detector, and an acceleration detector in one board.

It is still another object of the present invention to provide an electronic control apparatus for a vehicle that can be manufactured in a small size, light weight, and low cost with improved reliability by implementing each individual element in ASIC.

Another object of the present invention is to reduce the leakage current by maintaining the airbag control microcomputer in the sleep mode during normal operation, and wakes up the airbag control microcomputer when the sudden acceleration changes to make the airbag operate in a standby state. An electronic control device is provided.

An electronic control apparatus for a vehicle according to an aspect of the present invention includes a yaw rate detection unit detecting a yaw moment of the vehicle; An acceleration detector detecting an acceleration of the vehicle; A microcomputer that determines whether the vehicle collides based on the yaw moment and the acceleration of the vehicle; It includes an airbag driving unit for driving the airbag when the vehicle collides.

The microcomputer determines the roll moment of the vehicle based on the yaw moment, and determines whether the vehicle collides with the side of the vehicle based on the roll moment.

According to another aspect of the present invention, an electronic control apparatus for a vehicle includes: a yaw rate detector configured to detect a yaw moment of the vehicle; An acceleration detector detecting an acceleration of the vehicle; A first microcomputer determining whether the vehicle collides based on the yaw moment and the acceleration of the vehicle; A second microcomputer for controlling the attitude of the vehicle by comparing the detected yaw moment with the reference yaw moment; An airbag driving unit driving the airbag when the vehicle collides with the vehicle; And a hydraulic pressure adjusting unit for adjusting the hydraulic pressure supplied to the wheel cylinders of the respective wheels of the vehicle based on the attitude of the vehicle.

The first microcomputer and the second microcomputer of the electronic control apparatus of the vehicle communicate with each other, the first microcomputer determines whether the second microcomputer has failed, and the second microcomputer determines whether the first microcomputer has failed.

The electronic control apparatus of the vehicle includes a collision detection unit for detecting a collision of the vehicle, a pressure detection unit for detecting the pressure of the hydraulic control unit, a wheel speed detection unit for detecting the speed of the wheel, and a first microcomputer by calculating the detection data transmitted from each detection unit. And AIZ having an interface for transmitting to the second microcomputer.

The electronic control apparatus of the vehicle further includes a steering angle detector for detecting a steering angle of the vehicle, and the second microcomputer calculates a reference yaw moment based on the wheel speed and the steering angle of the vehicle.

Valve driving unit and motor driving unit provided in the electronic control unit and hydraulic control unit of the vehicle, lamp driving unit, squib driving unit, buckle switch driving unit provided in the airbag driving unit, valve driving unit, motor driving unit, lamp driving unit, squib driving unit and buckle switch driving unit It further comprises AIZ having an interface for transmitting a drive signal to.

The second microcomputer wakes up the first microcomputer and the airbag driver based on the acceleration.

The present invention eliminates duplication of hardware by integrating an airbag control device and a posture stability control device into one, and reduces manufacturing costs by sharing detection data of various detection units, and reduces labor and time consumption during manufacturing.

By implementing an electronic control device incorporating an airbag control device and an attitude stability control device, it is possible to realize small size, light weight, low cost, and low power consumption.

In addition, each individual device can be implemented in ASIC to improve the reliability of airbag and attitude stability control.

In addition, the airbag control function can be kept in the sleep mode to reduce leakage current and wake up the airbag control function in case of sudden acceleration change, thereby reducing the overall power consumption. have.

In addition, in the case of not only a collision of the vehicle but also a lane departure of the vehicle and a fatal abnormality of the vehicle occurs, the airbag may be operated to improve the stability of the occupant such as a driver.

1 is a block diagram of an electronic control apparatus for a vehicle according to an embodiment of the present invention.
2 is a block diagram of an electronic control apparatus for a vehicle according to another embodiment of the present invention.
3 is a detailed configuration diagram of an electronic control apparatus for a vehicle according to another embodiment of the present invention.

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

1 is a block diagram of an electronic control apparatus 100 of a vehicle according to an exemplary embodiment of the present invention, the vehicle control apparatus 100 includes a yaw rate detector 110, an acceleration detector 120, a microcomputer 130, and an airbag driver. 140, a voltage converter 150.

The yaw rate detection unit 110 electronically detects the yaw moment of the vehicle while the plate fork causes a vibration change when the vehicle rotates about the vertical axis, that is, rotates about the Z axis direction. The yaw moment is the force to move toward the inner outer wheel when the front and rear of the body are turning left and right or turning.

The acceleration detector 120 detects a lateral acceleration (Lateral-G or G-sensor) of the vehicle, and detects an acceleration of a force that the vehicle is to be pushed to the side while driving.

The microcomputer 130 determines whether the vehicle suddenly brakes or the vehicle collides by using the sudden acceleration change of the vehicle detected by the acceleration detector 120.

More specifically, the microcomputer 130 determines that the vehicle has collided to the front when the acceleration transmitted from the acceleration detector 120 is decelerated by a predetermined size or more in a state where the wheel speed transmitted from the wheel speed detector is greater than or equal to a certain speed.

In addition, the microcomputer 130 predicts a roll moment, which is a phenomenon in which the vehicle is inclined left and right based on the left and right center axes based on the yaw moment, and checks whether the vehicle has a side collision based on the predicted roll moment. do.

In addition, the microcomputer 130 may check whether the vehicle collides based on the collision detection data of the collision detection unit provided on at least one of the front and side surfaces.

When the microcomputer 130 determines that the vehicle has collided, the microcomputer 130 controls the driving of the airbag driving unit 140 to operate the airbag.

The airbag driver 140 is for controlling and driving the airbag actuator 200 and includes a local interconnect network (LIN) interface unit 141, a buckle switch driver, a squid driver, and a lamp driver.

A local interconnect network (LIN) interface unit 141 is provided between the occupant detector 220 and the microcomputer 130 to transmit occupant detection data of each seat to the microcomputer 130.

The buckle switch driver turns on or off the buckle switch 230 of the seat belt based on the acceleration of the vehicle.

The squid driving unit generates gas when the vehicle collides more than the sudden braking or the reference strength to supply gas to at least one of the front, side, and curtain airbags 240.

The lamp driver turns on the lamp 250 in response to whether the airbag operates normally when the vehicle starts up. In addition, the lamp driving unit may drive the lamp when the airbag is inflated during a vehicle crash.

Thus, in case of sudden braking, frontal collision of vehicle or side collision within 30 degrees, it operates by burning nitrogen gas by burning harmless solid chemical in the airbag, and inflating the airbag with the gas to tear off the cover of the center part of the steering wheel. It expands to protect the driver's head and chest.

The voltage converter 150 converts the voltage supplied from the battery B into a constant voltage through a PWM control to a buck converter and supplies the driving power of each of the driving units 110 to 140.

The airbag actuator 200 includes a collision detector 210, a passenger detector 220, a buckle switch 230, an airbag 240, and a lamp 250.

The shock detector 210 is provided on at least one of the front and side surfaces of the vehicle, detects a collision between the front or side and the obstacle of the vehicle, and transmits the collision detection data to the microcomputer 130.

The occupant detector 220 is provided in at least one of the driver's seat and the passenger seat to detect the presence of the occupant, and transmits the detection data to the LIN interface unit 141.

The seat-belt buckle switch 230 is a switch provided on the buckle of the seat belt and opened and closed as the buckle is opened and closed. do.

The airbag 240 is provided on any one of the front side and the side of the front seat inside the vehicle so that gas is supplied when the vehicle suddenly brakes or collides and expands.

Lamp 250 displays airbag status information. It is also possible to display posture stability control state information. That is, it is for displaying whether the airbag and the attitude stability control can normally operate when the vehicle starts.

2 is a configuration diagram of an electronic control apparatus for a vehicle according to another embodiment of the present invention, and FIG. 3 is a detailed configuration diagram of an electronic control apparatus for a vehicle according to another embodiment of the present invention.

The electronic control apparatus 300 of the vehicle includes the yaw rate detector 310, the acceleration detector 220, the first microcomputer 330, the airbag driver 340, the power converter 350, the AIZ 360, and the second. The microcomputer 370 and the ESC driver 380 are included.

The yaw rate detector 310 electronically detects the yaw moment of the vehicle while the plate fork causes a vibration change when the vehicle rotates about the vertical axis, that is, rotates about the Z axis direction. The yaw moment is the force to move toward the inner outer wheel when the front and rear of the body are turning left and right or turning.

The acceleration detector 320 detects a lateral acceleration (Lateral-G or G-sensor) of the vehicle, and detects an acceleration of a force that the vehicle tries to push to the side while driving.

The first microcomputer 330 checks whether the vehicle collides through a sudden acceleration change of the vehicle detected by the acceleration detector 320.

More specifically, the microcomputer 330 determines that the vehicle has collided to the front when the acceleration transmitted from the acceleration detector is decelerated by a predetermined speed or more while the wheel speed transmitted from the wheel speed detector is greater than or equal to a certain speed.

The first microcomputer 330 predicts a roll moment, which is a phenomenon in which the vehicle is inclined left and right based on the left and right center axes based on the yaw moment, and determines whether the vehicle collides with the vehicle based on the predicted roll moment. Check it.

The first microcomputer 330 may check whether the vehicle is suddenly braked or collided based on the collision detection data of the collision detection unit provided on at least one of the front and side surfaces.

When the first microcomputer 330 determines that the vehicle suddenly brakes or collides, the first microcomputer 330 controls the driving of the airbag driving unit 340 to operate the airbag.

The first microcomputer 330 obtains an average of the wheel speeds detected by the wheel speed detection unit 430, and if the speed of any one wheel differs from the average by more than a predetermined speed, it is difficult to control the vehicle, thereby requiring driver safety. Judging by the situation, the driving of the airbag driving unit 340 is controlled.

The airbag driver 340 is for controlling and driving the airbag actuator 200, and is the same as the airbag driver 140 of one embodiment, and thus description thereof will be omitted.

The voltage converter 350 converts the voltage supplied from the battery B into a buck converter to a predetermined voltage through PWM control, and supplies it as driving power of each driver 310 to 380.

The airbag actuator 200 is the same as the airbag actuator 200 of one embodiment, so that description thereof will be omitted.

ASIC (360) is an interface for communicating with each of the driving unit (340, 380) under the control of the first microcomputer 330 and the second microcomputer 370, the detection of each detection unit (210, 220, 430) An interface for transferring data to the first microcomputer 330 and the second microcomputer 370 is provided.

That is, the airbag driver 340, the ESC driver 380, and the interfaces 383, 385, 386, and 387 of the detection units are ASICs, which enables miniaturization and light weight with improved reliability.

The first microcomputer (MCU, 340) for controlling the airbag 240 controls the operation of the airbag system using the detection data of the acceleration detector 320, but the wheel speed transmitted through the ASIC (360) By controlling the threshold condition (eg, the degree of impact) for the airbag 240 to operate through the detection data, the airbag actuator 200 reacts to the shock caused by the side impact of the vehicle.

The second microcomputer 370 checks the slip of the wheel W based on the yaw moment, the acceleration, the wheel speed, and the steering angle, and controls the ESC driver 380 based on the confirmation result.

The second microcomputer 370 calculates a vehicle speed by using wheel speed detection data of each wheel W detected by the wheel speed detector 430 and based on the calculated vehicle speed and the steering angle detected by the steering angle detector (not shown). Calculate the desired yaw moment for the operator.

The second microcomputer 370 determines the attitude of the vehicle based on the calculated yaw moment and the yaw moment detected by the yaw rate detector 310.

The second microcomputer 370 recognizes the oversteer when the detected yaw moment is larger than the reference yaw moment, and controls the ESC driver 380 so that the detected yaw moment reaches the reference yaw moment. Allow the oversteer to apply braking force to the turning outer wheel.

In addition, when the detected yaw moment is less than the reference yaw moment, the second microcomputer 370 recognizes the understeer and controls the ESC driver 380 to reach the reference yaw moment to control the ESC actuator 400. The understeer is applied to apply the braking force to the rear wheel inner wheel.

The second microcomputer 370 has a reference acceleration change amount set, and when the acceleration change of the vehicle detected by the acceleration detector 320 exceeds the set reference acceleration change amount, the airbag actuator 400 is operated through the airbag driver 340. Gas is injected into the airbag 240.

The second microcomputer 370 sends a wake-up signal to the first microcomputer 330 when a sudden acceleration change is confirmed based on the signal received from the acceleration detector.

The first microcomputer 330 maintains the sleep mode normally, and upon receiving the wake-up signal from the second microcomputer 370, the first microcomputer 330 immediately switches to the standby state.

That is, normally, the first microcomputer 330 is kept in a sleep mode to reduce leakage current, and when a sudden acceleration change occurs, the second microcomputer 370 wakes up the first microcomputer 330 to provide an airbag ( 240) to the standby state to operate.

The first and second microcomputers 330 and 370 share the voltage converter 350 and AIZ 360, and are connected to each other through communication with each other. The first and second microcomputers 330 and 370 monitor each other's normal operation and failure, share detection data received from each detector interface 383 and 387, and detect the rotational speed of the wheel. The wheel speed detection unit 430 and the acceleration detection unit 320 for detecting the acceleration of the vehicle and the yaw rate detection unit 310 for detecting the yaw moment share respective detection data detected by the control of the airbag and the attitude stability control (ESC). ) To complement each other.

The electronic control device can apply the detection data used in the vehicle's posture stabilization control (ESC) to the airbag control to further improve the airbag control even in a special situation such as a side collision.

The electronic control apparatus secures the steering performance of the vehicle by using the wheel speed detection data, but detects the driving condition of the vehicle downhill through the detection data of the acceleration detector and uses the wheel speed detection data by using it to secure the steering performance of the vehicle. It is possible to realize much improved vehicle stability control.

That is, in a special driving environment such as a downhill road, rather than judging steering stability of the vehicle based only on the speed of the wheel, it is possible to secure steering stability by using wheel speed detection data in consideration of a special situation that the current driving road is downhill. This enables stable and accurate steering control.

Thereby, the structure of the electronic control apparatus 300 of a vehicle can be simplified, and the manufacturing cost of the electronic control apparatus 300 can be reduced significantly. In addition, the common part among the first and second microcomputers 330 and 370 can lower one specification and thus lower the manufacturing cost.

The ESC driver 380 drives the ESC actuator 400 to stabilize the attitude of the vehicle when slippage of the wheel W occurs.

The ESC driver 380 includes a hydraulic controller 384 for adjusting the hydraulic pressure of the wheel cylinders provided at each wheel, and a valve driver 381 for driving the solenoid valves NC, NO, TC, and ESV in the hydraulic controller 384. ), A motor driver 382 for driving the motor of the hydraulic pump, and a pressure detection interface 383 for transmitting pressure detection data transmitted through the pressure detector.

In addition, the ESC driver 380 is a switch interface unit 385 for transmitting the on-off signal of the ESC switch 410 in the ESC actuator 400, a relay interface unit for transmitting a relay signal in the Igniter (IGN: 420) ( 386, and 387 transmitting the detection data of the wheel speed detector 430.

The ESC actuator 400 includes an ESC switch 410 for selecting posture stability control of the vehicle, an igniter IGN 420 for manipulating the start, and a wheel speed detector 430 for detecting the speed of each wheel W. FIG. . In addition, the vehicle further includes a steering angle detector for detecting a steering degree of the vehicle.

The ESC actuator 400 controls the brake hydraulic pressure supplied to each wheel W by controlling the hydraulic pressure supplied to the wheel cylinder of each wheel W in response to the driving instruction of the hydraulic control unit 384. To keep the driving condition stable.

The first microcomputer (MCU, 330) for controlling the airbag and the second microcomputer (MCU, 370) for controlling the posture stability, the airbag driving unit (310, 322), the ESC driver, the acceleration detector (320), the yaw rate detector (310) is a voltage converter Powered at 350.

Hereinafter, the hydraulic control unit 384 in the ESC driver 380 of the vehicle will be described in detail.

The vehicle includes wheels RR, RL, FR, and FL rotatably provided on the front, rear, left, and right sides of the vehicle, a brake pedal that is pressurized or depressurized by the driver to instruct the braking of the vehicle, and a booster that boosts the effort of the brake pedal. And a master cylinder that generates hydraulic pressure by the booster power, a reservoir connected to the master cylinder and the hydraulic line to store brake fluid, and hydraulic pressure acting on each wheel and supplied from the master cylinder through the hydraulic line. It is connected to the wheel cylinder for converting the force, and the hydraulic cylinder through the master cylinder and the hydraulic line is supplied with the hydraulic fluid control unit for supplying the brake cylinder supplied to the brake cylinder received brake fluid.

The hydraulic control unit 384 includes two hydraulic pumps for pumping the brake fluid of the reservoir to each wheel cylinder side, a low pressure accumulator for temporarily storing the brake fluid pumped by each hydraulic pump, and a brake fluid supplied from the master cylinder. And a plurality of solenoid valves (NO, NC) for supplying to the wheel cylinder or return to the reservoir.

In addition, the hydraulic control unit 384 is provided with a normal open type traction control valve (TC) in each hydraulic line between the master cylinder and the wheel cylinders respectively installed at the front left and right wheels and the rear left and right wheels, and pumps the brake fluid stored in the low pressure accumulator. A hydraulic pump for forced reflux to each wheel cylinder side and a motor connected to the hydraulic pump are provided, and a normal closed electronic shuttle valve (ESV) is provided at each auxiliary hydraulic line between the suction side of the hydraulic pump and the master cylinder.

When the hydraulic braking force of the wheel cylinder increases, the hydraulic control unit 384 opens the normal open solenoid valve and drives the hydraulic pump according to the command of the second microcomputer to drive brake fluid of the low pressure accumulator through the normal open solenoid valve (NO). It is supplied to the wheel cylinder to control the braking force of the wheel by increasing the pressure of the wheel cylinder.

When the hydraulic braking force of the wheel cylinder is reduced, the hydraulic control unit 384 stops the motor of the hydraulic pump according to the command of the second microcomputer and opens the normal closed solenoid valve (NC) to release the brake fluid of the wheel cylinder to the normal closed solenoid. The braking force of the wheel is controlled by reducing the pressure in the wheel cylinder by returning it to the reservoir through the valve NC.

When the proper pressure is applied to the wheel cylinder through the pressure reduction and the increase in pressure, the hydraulic controller 384 closes the normal open solenoid valve NO and the normal closed solenoid valve NC according to the command of the second microcomputer. Keep it.

100, 300: electronic control device 200: airbag actuator
380: ESC drive unit 400: ESC actuator

Claims

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A yaw rate detector for detecting a yaw moment of the vehicle;
An acceleration detector detecting an acceleration of the vehicle;
A first microcomputer that determines whether the vehicle collides based on the yaw moment and the acceleration of the vehicle;
A second microcomputer for controlling the attitude of the vehicle by comparing the detected yaw moment with a reference yaw moment;
An airbag driver including a lamp driver, a squib driver, and a buckle switch driver to drive the airbag when the vehicle collides with the vehicle;
A hydraulic pressure controller including a valve driver and a motor driver to adjust the hydraulic pressure supplied to the wheel cylinders of the wheels of the vehicle based on the attitude of the vehicle; And
And an ASIC having an interface to transmit a driving signal to the valve driver, the motor driver, the lamp driver, the squib driver, and the buckle switch driver .

The method of claim 3, wherein
The first microcomputer and the second microcomputer and the ASIC communicate with each other,
The ASIC includes a range of a first micom reference output value and a range of a second micom reference output value that are already set, and includes a current first micom output from at least one of the first micom and the second micom. When at least one of an output value and a current second micom output value is out of at least one of a range of the first micom reference output value and a range of the second micom reference output value, the first micom and the second micom Electronic control device of the vehicle for determining at least one of the failure .

The method of claim 3, wherein
A collision detection unit detecting a collision of the vehicle, a pressure detection unit detecting a pressure of the hydraulic control unit, a wheel speed detection unit detecting a speed of the wheel;
The electronic control apparatus of the vehicle further comprising the AIZ having an interface for calculating the detection data transmitted from each detection unit and transmits the detection data to the first microcomputer and the second microcomputer.

The method of claim 5, wherein
Further comprising a steering angle detector for detecting a steering angle of the vehicle,
And the second microcomputer calculates a reference yaw moment based on the wheel speed and the steering angle of the vehicle.

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The method of claim 3, wherein the second microcomputer,
An electronic control apparatus for a vehicle that wakes up the first microcomputer and the airbag driving unit based on the acceleration.