KR101238761B1 - Method for driving oil pump for plug-in hybrid vehicle - Google Patents

Abstract

The present invention relates to an oil pump driving method for a plug-in hybrid vehicle, comprising: (a) applying a low voltage of a battery to the low voltage unit 12 of the oil pump driving apparatus 10 for a plug-in hybrid vehicle, and (b) step (a). Applying the high voltage of the high voltage battery 110 to the high voltage unit 11 of the plug-in hybrid vehicle oil pump driving apparatus 10 by using the low voltage applied from the control unit; and (c) controlling driving of the oil pump. Transmitting and receiving a control signal through a main control unit and a CAN transceiver 70, and supplying oil to an engine clutch and a transmission by driving the plug-in hybrid vehicle oil pump driving device based on the received control signal; and (d) When the CAN communication is not possible due to the abnormality of the CAN transceiver 70, the engine clutch and the transmission are transmitted and received by transmitting and receiving the control signal through the interface unit 60. Prepare a configuration that includes the step of continuously supplying oil to the machine.
By using the plug-in hybrid vehicle oil pump driving method as described above, when a failure occurs in the CAN communication line, communication can be continuously performed through the interface unit, so that a sufficient amount of hydraulic oil is stably supplied to the engine clutch and the transmission. It can be done.

Description

Plug-in hybrid vehicle oil pump driving method {METHOD FOR DRIVING OIL PUMP FOR PLUG-IN HYBRID VEHICLE}

The present invention relates to a method of driving an oil pump for a plug-in hybrid vehicle, and more particularly, an oil pump for a plug-in hybrid vehicle that can sufficiently supply hydraulic oil even when a CAN communication line breaks, thereby effectively preventing an abnormal operation of an engine clutch and a transmission. It relates to a driving 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 a variety of structures using engines and electric motors as power sources. Hybrid vehicles that have been studied to date are either parallel or in series.

As shown in the configuration diagram of FIG. 1, the system configuration of the hybrid vehicle described above includes an engine 5 and a motor 6 as a driving source for driving the vehicle, and an inverter 1 and DC / DC for operation thereof. A converter 2, a high voltage battery 3, and the like, and as a control means, a hybrid control unit (hereinafter referred to as "HCU") and an engine control unit (hereinafter referred to as "ECU") ), Motor control unit (hereinafter referred to as 'MCU'), battery management system (hereinafter referred to as 'BMS', transmission control unit (hereinafter referred to as 'TCU'), etc. It is included.

The high voltage battery 3 is an energy source for driving the motor 6 and the DC / DC converter 2 of the hybrid vehicle, and its controller, BMS, monitors the voltage, current, and temperature of the high voltage battery 3. (3) It controls the state of charge (SOC [%] (State of Charge)).

The main driving mode of the hybrid vehicle based on this configuration is, as is well known, the electric vehicle (EV) mode, which is a pure electric vehicle mode using only the power of the motor 6, and the motor (with the rotational force of the engine 5 as the main power). HEV (hybrid electric vehicle) mode, which is an auxiliary mode that uses the rotational force of 6) as a secondary power, and recovers the braking and inertia energy of the vehicle during generation by braking or inertia by generating power from the motor (6). Regenerative Braking (RB) mode for charging.

As described above, the hybrid vehicle is basically a vehicle having an engine, a motor, a battery, and a high voltage battery. The hybrid vehicle has a larger capacity than the previous hybrid vehicle, and the high voltage battery is charged from an external power source. In addition, plug-in hybrid vehicles are being developed to run in HEV mode when high voltage batteries are depleted.

In other words, the Plug In Hybrid Electric Vehicle (PHEV) is equipped with a gasoline-powered internal combustion engine and a battery engine at the same time as a conventional hybrid vehicle to drive the vehicle using either or both. As a vehicle that can be charged with electricity by mounting a high voltage battery, it can be used continuously as it can be charged at home or at a charging station as if it is charging gasoline.

While traditional hybrids can only drive a few miles at low speeds on electricity alone, plug-in hybrids are being developed that can run up to 40 miles on a single charge.

In addition, the above-mentioned control units are connected to a high-speed CAN communication line around the HCU, which is the upper control unit, to exchange information between the control units, and the upper control unit transmits a command to the lower controller.

For example, the HCU substantially controls the driving of the electric motor through the MCU. At this time, the MCU controls the driving torque and the driving speed of the electric motor as the driving source according to the control signal applied from the HCU, which is the upper control unit. Will be maintained.

On the other hand, the hybrid vehicle 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, crank It is for supplying hydraulic oil to shaft 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 control according to the target rotational speed. The oil pump is operated by the oil pump driving motor to supply the hydraulic oil necessary for the engine clutch and the transmission.

* And HCU and MCU perform control by sending and receiving information such as target rotation speed and actual rotation speed of oil pump driving motor, operation state of oil pump, that is, 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 oil pump is prepared for a case where a problem occurs in the CAN communication of such a hybrid vehicle and data transmission / reception is not possible with the MCU or the TCU, or an error and an incapacity condition such as an overcurrent occurs in the oil pump driving motor. There is a problem that the control device is not provided, such that the driving reliability of the oil pump driving motor is lowered.

As an example of a technique for solving such a problem, an oil pump control apparatus for a hybrid vehicle disclosed in an application number 10-2008-0085730 filed on September 01, 2008 by the applicant is proposed.

However, in the related art, the number of times of turning on or off the main relay is increased, thereby reducing the durability of the plug-in hybrid vehicle oil pump control device.

In addition, the plug-in hybrid vehicle's oil can be used in case of a problem in CAN communication of the plug-in hybrid vehicle, such that data cannot be transmitted / received to the MCU, TCU, etc. Since there is no pump driving method, the driving reliability of the oil pump driving motor is lowered.

Republic of Korea Patent Application No. 10-2008-0085730 (filed September 01, 2008)

The present invention is to solve the above problems, an object of the present invention is to provide an oil pump driving method for a plug-in hybrid vehicle that can supply a sufficient amount of hydraulic oil to the engine clutch and transmission, even if a failure in the CAN communication line. To provide.

Another object of the present invention is to provide a method of driving an oil pump for a plug-in hybrid vehicle which can prevent a failure of a CAN communication line and a control unit caused by high voltage noise and an overcurrent flowing in an oil pump driving motor.

Still another object of the present invention is to provide a method of driving an oil pump for a plug-in hybrid vehicle which drives a sensorless oil pump driving motor to supply hydraulic oil to an engine clutch and a transmission.

According to a feature of the present invention for achieving the above object, the present invention is a method of driving an oil pump for a plug-in hybrid vehicle, (a) applying a low voltage of the battery to the low voltage portion of the oil pump driving apparatus for a plug-in hybrid vehicle (b) applying the high voltage of the high voltage battery to the high voltage part of the plug-in hybrid vehicle oil pump driving device by driving the main relay using the low voltage applied in the step (a); and (c) controlling the driving of the oil pump. And transmitting and receiving a control signal through a main control unit and a CAN transceiver.

In the step (b), (b1) checking whether the power connector connecting the high voltage battery and the power relay assembly of the high voltage unit and the motor driving means are fastened; (b2) as a result of the inspection, the interlock terminal of the power connector When the pair of interlock pins provided in the first connector of the motor driving means is short-circuited, supplying the high voltage to the high voltage part and (b3) As a result of the inspection, the pair provided in the first connector If the interlock pin of the disconnected state, characterized in that it comprises the step of blocking the high voltage supply.

In the step (b), (b4) checking whether the motor connector connecting the motor driving means and the oil pump driving motor and the motor are fastened, (b5) the result of the inspection, the fourth connector of the motor driving means, If the pair of interlock pins provided in the fifth and sixth connectors of the motor connector are disconnected, cutting off the high voltage supply to the motor; and (b6) the interlock terminal provided in the motor. When the pair of interlock pins provided in the sixth connector of the motor connector is short-circuited, supplying the high voltage to the motor.

The present invention is characterized in that it further comprises the step of transmitting and receiving the control signal through the interface unit when the CAN communication incapable state due to the abnormality of the CAN transceiver.

As described above, the present invention can prevent the failure of the CAN communication line and the control unit due to the high voltage noise by separating and configuring the high voltage part receiving the high voltage from the high voltage battery and the low voltage part receiving the low voltage from the battery.

In the present invention, when a failure occurs in the CAN communication line, since communication can be continuously performed through the interface unit, a sufficient amount of hydraulic oil can be stably supplied to the engine clutch and the transmission.

In addition, according to the present invention, by using a sensorless oil pump driving motor, the cost of components can be reduced by reducing the unit cost, the circuit configuration can be simplified, and the programming is eliminated by removing the control logic according to the rotational speed of the motor. It can be easily performed, and has an effect of reducing the load of the central processing unit due to the control logic process to improve the operation performance.

1 is a system configuration diagram of a conventional hybrid vehicle.
Figure 2 is a block diagram schematically showing an oil pump driving device for a plug-in hybrid vehicle according to an embodiment of the present invention.
3 to 5 are circuit diagrams of a signal input unit, a signal receiver, and a voltage conversion circuit shown in FIG.
FIG. 6 is a detailed configuration diagram of the high voltage battery and the PRA, BMS, central processing unit, and motor shown in FIG. 2.
7 is a flowchart illustrating a method of driving an oil pump for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention.
8 to 10 are diagrams illustrating the operation of the first and second connectors.

Hereinafter, an oil pump driving apparatus and a driving method for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention will be described in detail with reference to the accompanying drawings.

2 is a block diagram schematically illustrating an oil pump driving apparatus for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention, and FIGS. 3 to 5 are circuit diagrams of a signal input unit, a signal receiver, and a voltage conversion circuit shown in FIG. 2. 6 is a detailed configuration diagram of a high voltage battery, a PRA, a BMS, a central processing unit, and a motor shown in FIG. 2.

In the present embodiment will be described without distinguishing the oil pump, it should be noted that the present invention can be applied to both the built-in oil pump installed inside the oil pan and the external oil pump installed outside the oil pan.

Plug-in hybrid vehicle oil pump driving apparatus 10 according to an embodiment of the present invention is the power supply unit 20, the central processing unit 30, the motor controller 40, the gate driver 41, the gate driver 41 Three-phase full bridge circuit 42 connected to drive the motor 43, the rotation speed detection unit 44, the signal input unit 51 for inputting the control signal from the motor controller 40 to the gate driver 41, rotation A signal receiver 52, an interface unit 60, and a CAN transceiver 70 that receive a detection signal from the water detector 44 and transmit the detected signal to the motor controller 40 are included.

In particular, the oil pump driving apparatus 10 for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention may include a voltage of the high voltage unit 11 and a voltage of the battery, for example, 13.5V, that are applied with a high voltage of the high voltage battery 110, for example, 360V. Signal conversion unit 50 for converting a signal transmitted and received between the high voltage unit 11 and the low voltage unit 12 in a state in which the low voltage unit 12 and the high voltage unit 11 and the low voltage unit 12 to which the low voltage is applied are insulated from each other. ).

At this time, the high voltage unit 11 is a gate driver 41 receives the high voltage unit power supplied from the EMC filter 22, the rotational speed detection unit 44, the three-phase full bridge circuit 42, the voltage conversion circuit 24 The low voltage unit 12 includes a central processing unit 30, a motor controller 40, an interface unit 60, a CAN transceiver 70, and a voltage conversion circuit 24.

The signal converter 50 converts the low voltage part signal of the motor controller 40 into a high voltage part signal and transmits the high voltage part signal of the signal input part 51 and the rotational speed detection part 44 to the gate driver 41. The signal receiver 52 converts the negative signal to the motor controller 40 and transmits the negative signal.

The signal input unit 51 and the signal receiving unit 52 use an opto coupler that transmits a signal through light while maintaining an insulating shield.

Referring to the drawings in detail, as shown in FIG. 3, the signal input unit 51 receives the signal from the motor controller 40 included in the low voltage unit 12 and the light emitting device D1 insulated from each other. The low voltage part signal is converted into a high voltage part signal through the light emission and light receiving operation of the phototransistor element T1 and transmitted to the gate driver 41.

As shown in FIG. 4, the signal receiver 52 receives a detection signal of the rotation speed detector 44 provided in the high voltage unit 11 to insulate the light emitting device D2 and the phototransistor device T2 from each other. Through the light emission and the light receiving operation, the high voltage part signal is converted into a low voltage part signal and transmitted to the motor controller 40.

The voltage conversion circuit 24 is a DC / DC converter circuit for converting the 13.5V voltage of the ignition key input power supply, which is the low voltage part power supply, into the 13.5V voltage and the 5V voltage of the high voltage part.

As illustrated in FIG. 5, the voltage conversion circuit 24 includes a transformer 241 and a transformer 241 having a 1: 1 ratio connected in series between the ignition key input power and the low voltage base potential line LGND. FET (Field Effect Transistor) 242 connected between the low voltage section base potential line, a coil connected in series to one end of the output side of the transformer 241, a plurality of capacitors connected in parallel between both ends of the output side of the transformer 241, and And a constant voltage regulator 243 connected to the coil rear end.

The transformer 241 converts the ignition key input power supply V _IG , which is a low voltage part voltage of 13.5 V, into a high voltage part voltage of 13.5 V, and generates noise between the high voltage part 11 and the low voltage part 12. In order to eliminate the influence of the interior is provided in an insulated state.

The FET 242 is a part for switching the current between the source and the drain according to a control signal in the form of a PWM signal of the central controller 30, and preferably provided as a MOSFET (Metal Oxide Semiconductor Fet).

The constant voltage regulator 243 converts the high voltage portion voltage of 13.5V converted from the transformer 241 into the high voltage portion voltage of 5V.

With this configuration, a high voltage section voltage of 13.5 V is output from the first output terminal VO1 connected to the front end of the constant voltage regulator 243, and a high voltage section of 5 V from the second output terminal VO2 connected to the rear end of the constant voltage regulator 243. The voltage is output.

Accordingly, since the first output terminal VO1 is connected to the gate driver 41 and the signal input unit 51, the high voltage unit voltage of 13.5 V output from the first output terminal VO1 is applied to the gate driver 41 and the signal input unit ( 51).

Since the second output terminal VO2 is connected to the signal receiver 52, the high voltage part voltage of 5 V output from the second output terminal VO2 is transmitted to the signal receiver 52.

As described above, the present invention insulates between the high voltage section receiving the high voltage from the high voltage battery and the low voltage section receiving the low voltage from the battery, thereby preventing the high voltage noise from affecting the CAN communication line, the central processing unit, and the main control unit. The failure of the line and the control unit can be prevented, and the overcurrent can be prevented from flowing to the oil pump driving motor.

In FIG. 2 again, the motor 43 is a three-phase sensorless type BLDC motor in which a speed sensor for detecting the rotational speed of the motor 43 is removed.

Accordingly, the present invention can reduce the manufacturing cost by lowering the unit cost compared to the sensor type motor having a speed sensor, and to simplify the configuration of the circuit board by removing the configuration connecting the speed sensor and the motor controller. Can be.

In addition, it is possible to easily perform programming by removing a separate control logic to control the motor drive according to the rotational speed of the motor, reducing the load on the central processing unit to process the control logic operation performance of the central processing unit Can improve.

The power supply unit 20 is a power relay assembly (hereinafter referred to as "PRA") 21 which blocks or connects the flow of the high voltage applied from the high voltage battery 110 to the high voltage applied from the PRA 21. EMC filter 22 for reducing electromagnetic compatibility (EMC) noise included, current sensing unit 23 for sensing a current supplied from the EMC filter 22 to the three-phase full bridge circuit 42, and always applied from a battery A voltage conversion circuit 24 for converting a power supply and an ignition key input power from a low voltage part power source to a high voltage part power source, a latch 25 transferring a control pin value of the constant voltage regulator 243 provided in the voltage conversion circuit 24; And a constant voltage regulator 26 for converting voltage levels of the permanent power supply and the ignition key input power supply.

The PRA 21 will be described in detail with reference to FIG. 6.

As shown in FIG. 6, the PRA 21 includes a relay 210 for cutting off or connecting power applied from the high voltage battery 110 under the control of a battery management system (BMS) 120. .

The BMS 120 stores characteristic test result data of the high voltage battery 110 in the ROM, and constantly measures current, voltage, and temperature of the high voltage battery 110 during charging and discharging according to a comparison result of the measured data and the stored data. The remaining capacity of the high voltage battery 110 and the life of the battery are calculated and provided to the main controller 100 or the central processing unit 30.

When the connector is disconnected while the high voltage is being supplied from the high voltage battery 110, the BMS 120 may include a three-phase full bridge circuit to prevent the user from being injured by an arc generated between the separated connectors. The relay 210 provided in the PRA 21 is turned off by the interrupt signal transmitted from 42.

6, the power connector 80 connecting the first connector 420 and the three-phase full bridge circuit 42 and the PRA 21 to the three-phase full bridge circuit 42. The second connector 81 includes a pair of power terminals 421 and 811, a pair of interlock pins 422 and an interlock terminal 812, respectively.

That is, the three-phase full bridge circuit 42 includes a power supply terminal 811 provided at the power supply terminal 421 and the interlock pin 422 of the first connector 420 and the second connector 81 of the power supply connector 80. ) And whether the interlock terminal 812 is fastened.

As a result of the inspection, when the pair of interlock pins 422 and the interlock terminal 812 are fastened, and the pair of interlock pins 422 are shorted by the interlock terminal 812, the BMS 120 determines that a PRA ( The relay 210 of 21 is turned on to supply the high voltage of the high voltage battery 110 to the three-phase full bridge circuit 42.

On the other hand, if the interlock pin 422 and the interlock terminal 812 are disconnected while the high voltage of the high voltage battery 110 is applied, and the pair of interlock terminals 422 are disconnected, the three-phase full bridge circuit 42 The BMS 120 transmits a relay off signal for turning off the relay 210 of the PRA 21 to the BMS 120 through an interrupt pin 423 connected to the BMS 120 through a CAN communication line. Then, the BMS 120 turns off the relay 210 of the PRA 21 according to the relay off signal to stop the high voltage supply of the high voltage battery 110 before the power terminals 421 and 811 are separated from each other. Arc generation can be prevented.

On the other hand, the fourth connector 424 provided in the three-phase full bridge circuit 42 and the fifth connector 91 of the motor connector 90 that connects the three-phase full bridge circuit 42 and the motor 43 are respectively. A pair of interlock pins 425 and 911 and three phase power terminals 426 and 912 are provided.

The sixth connector 92 and the motor 43 of the motor connector 90 each include a pair of interlock pins 921, an interlock terminal 431, and three-phase power terminals 922 and 432.

That is, the three-phase full bridge circuit 42 checks whether the fourth connector 424 and the motor connector 90 are fastened to the fifth connector 91 and the sixth connector 92 and the motor 43.

As a result of the inspection, the interlock pins 426 and 912 of the fourth connector 424 and the fifth connector 91 are fastened to each other, and a pair of interlock pins 921 of the sixth connector 92 are interlocked with the motor 43. When the motor is connected to the lock terminal 431 and short-circuited, the three-phase full bridge circuit 42 applies the three-phase power by the high voltage applied from the high voltage battery 110 to the motor 43 to drive the motor 43.

On the other hand, while the three-phase power is applied to the motor 43, the interlock pins 426 and 912 of the fourth connector 424 and the fifth connector 91 are separated from each other or a pair of pairs provided in the sixth connector 92. When the interlock pin 921 is disconnected from the interlock terminal 431 of the motor 43 and disconnected, the three-phase full bridge circuit 42 stops the supply of the three-phase power applied to the motor 43 so that the motor ( 43) is stopped.

In FIG. 2, the current sensing unit 23 senses a current supplied to the three-phase full bridge circuit 42 from the EMC filter 22 provided in the high voltage unit 11, and then provides a motor provided in the low voltage unit 12. Transfer to the controller 40. To this end, the current sensing unit 23 converts the signal of the high voltage unit 11 into a signal of the low voltage unit 12 while the high voltage unit 11 and the low voltage unit 12 are insulated, and transmits the photo coupler therein. It is preferable to have a.

The latch 25 is controlled to have a low / high value according to whether the ignition key is turned on or off from the CPU 30, and the controlled value is converted into a transformer 241 of the voltage conversion circuit 24. Transfers to the control pin value of the constant voltage regulator 243.

The CPU 30 performs CAN communication with the main controller 100 through the CAN transceiver 70. That is, when the CPU 30 receives the first command for driving the motor 43 from the main controller 100, the central processing unit 30 forms a current path between the transformer 241 and the low voltage part ground potential line LGND. The control signal in the form of PWM is transmitted to the 242 to supply the rated voltage of 360V from the high voltage battery 110 to the three-phase full bridge circuit 42 via the PRA 21 and the current sensing unit 23.

The central processing unit 30 receives the RPM and the target RPM of the vehicle engine from the main controller 100 and outputs the mode control signal and the target RPM of the motor 43 to the motor controller 40 as PWM signals, The actual RPM of the motor 43 from the motor controller 40 and the current value supplied from the EMC filter 22 to the three-phase full bridge circuit 42 are received and transmitted to the main controller 100 through CAN communication.

That is, in the structure as shown in Figure 2, the CPU 30 is in accordance with the command from the main control unit 100, such as MCU, TCU through the CAN transceiver 70 and the interface unit 60, respectively The drive of the motor 43 is controlled.

Therefore, the CPU 30 uses the PWM duty (Duty,%) calculated to increase or decrease through PID control, and performs feedback control so that the motor 43 reaches the target rotational speed, thereby providing more accurate control. It may also be possible.

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.

The motor controller 40, the gate driver 41, and the three-phase full bridge circuit 42 are motor driving means, and the gate driver 41 is a switching circuit provided such that the PWM signal is output or interrupted. The bridge circuit 42 is composed of FET elements.

For example, an N-channel MOSFET is used for both the high side and the low side of the three-phase full bridge circuit 42.

The rotation speed detection unit 44 detects the rotation speed of the BLDC motor 100 by using the counter electromotive force applied to the motor 43 from the three-phase full bridge circuit 42 and transmits it to the signal reception unit 52.

Meanwhile, the main controller 100 continuously transmits a PWM signal even in a state where normal CAN communication is performed. This is for driving the motor 43 by allowing the CPU 30 to receive a PWM signal as soon as a CAN communication failure occurs due to an abnormal occurrence of the CAN transceiver 70.

So the central processing unit 30 is a PWM signal through the COMMAND line of the interface unit 60 is provided as a TCU (Hard Wire) directly connecting the main control unit 100 and the central processing unit 30 in the case of CAN communication failure Received, and transmits the actual RPM signal of the motor 43 to the main control unit 100 through the STATUS line.

Therefore, the plug-in hybrid vehicle oil pump driving apparatus 10 according to the present invention may transmit and receive data integrally with the main controller 100 using the CAN transceiver 70, and the CAN transceiver 70 may be disabled. By providing a control method for the error situation, the reliability is achieved even when an error occurs.

Next, a method of driving an oil pump for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention will be described in detail with reference to FIG. 7.

7 is a flowchart illustrating a method of driving an oil pump for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention.

As shown in FIG. 7, the method of driving an oil pump for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention starts when an ignition key input signal is input in a state where power is constantly input from a battery (S10).

As the ignition key input signal is input in step S10, the constant voltage regulator 243 of the voltage conversion circuit 24 is turned on to output the high voltage part 5V voltage through the second output terminal VO1 (S11).

Accordingly, the central processing unit 30 is driven in response to the high voltage unit 5V in step S12, and performs CAN communication with the main controller 100 through the CAN transceiver 70 in step S13.

That is, when the main control unit 100 transmits an initial command for driving the motor 43 to the CPU 30 through CAN communication, the CPU 30 may convert the transformer 241 and the low voltage part base potential line ( Transmitting a PWM-type control signal to the FET 242 to form a current path between the LGND) and a three-phase full bridge from a high voltage battery 110 to a rated voltage of 360 V via the PRA 21 and the current sensing unit 23. Supply to the circuit 42.

Then, the three-phase full bridge circuit 42 checks whether the connectors 80 and 90 are fastened in order to prevent the occurrence of an arc when the connectors 80 and 90 which transmit the high voltage of the high voltage battery 110 are disconnected and disconnected. Inspect (S14), and controls whether or not to supply the rated voltage according to the inspection result (S15).

For example, FIGS. 8 to 10 are operation state diagrams illustrating the fastening state between the first connector of the three-phase full bridge circuit and the second connector of the power connector.

First, as shown in FIG. 8, in a state in which the first connector 420 and the second connector 81 are separated from each other, a pair provided in the first connector 420 of the three-phase full bridge circuit 42. A voltage of 5V is applied to any one of the interlock pins 422, and the other is connected to the ground potential line HGND to be disconnected from each other.

Subsequently, when the three-phase full bridge circuit 42 is coupled to only the power terminals 421 and 811 of the first and second connectors 420 and 81 and the interlock pins 422 and 812 are not coupled to each other, as shown in FIG. Since the pair of interlock pins 422 of the first connector 420 are disconnected from each other, the interrupt pin 423 may be configured to maintain the unsupply state of the high voltage applied from the high voltage battery 110 or to stop the high voltage supply. Through this, the driving stop signal of the relay 210 provided in the PRA 21 is generated.

Then, the BMS 120 receives the driving stop signal through the CAN communication line and turns off the relay 210.

On the other hand, as shown in FIG. 10, the power terminals 421 and 811 and the interlock pins 422 and 812 of the first and second connectors 420 and 81 are completely coupled to each other so that a pair of interlock pins 422 are provided. When shorted with each other, the three-phase full bridge circuit 42 controls the relay 210 of the PRA 21 to be turned on to apply the rated voltage to the high voltage section 11.

Subsequently, the CPU 30 receives the RPM and the target RPM of the vehicle engine from the main controller 100 and outputs the target RPM of the motor 43 in the form of a mode control signal and a PWM signal to the motor controller 40. At the same time, the central processing unit 30 receives the actual RPM and current of the motor 43 from the motor controller 40 and transmits to the main control unit 100 through CAN communication.

At this time, the motor controller 40 transmits a control signal according to the PWM signal to the signal input unit 51, the rotation speed detection unit 44 of the current applied to the motor 43 from the three-phase full bridge circuit 42 The number of revolutions of the motor 43 is detected using the counter electromotive force and transmitted to the signal receiver 52.

Then, the signal input unit 51 converts a control signal, which is a signal of the low voltage unit 12, into a signal of the high voltage unit 11 using the light emitting element D1 and the phototransistor element T1 therein. The signal receiving unit 52 receives the detection signal detecting the rotational speed and transmits the detection signal, which is a signal of the high voltage unit 11, using the light emitting element D2 and the phototransistor element T2 therein. The signal is converted into the signal at 12 and then transmitted to the motor controller 40.

In addition, the current sensing unit 23 senses the current supplied from the EMC filter 22 to the three-phase full bridge circuit 42, and uses the internal photo coupler to detect a sensing signal, which is a signal of the high voltage unit 11, in the low voltage unit. The signal is converted into a signal at 12 and transmitted to the motor controller 40.

If an abnormality occurs in the CAN transceiver 70 and the CAN communication is disabled (S16), the CPU 30 receives the PWM signal of the main controller 100 through the interface unit 60 to receive a motor ( 43) to continuously drive (S17).

On the other hand, the central processing unit 30 drives the motor 43 in step S12 and controls to change the latch 25 from low to high while maintaining it. Accordingly, the control pin of the constant voltage regulator 243 provided in the voltage conversion circuit 24 maintains the high value transmitted from the latch 25 (S18).

When the ignition key is turned off to stop driving of the hybrid vehicle by terminating the driving of the motor 43 (S19), the ignition key input power is turned off. At this time, the CPU 30 checks whether the control pin of the constant voltage regulator 252 is high (S20).

If the control pin of the constant voltage regulator 243 is high in step S20, the voltage conversion circuit 24 performs the first and second output stages VO1 and VO2 until the central processing unit 30 detects the ignition key input power off. Continue to output the high voltage unit power through (S21).

Subsequently, when the central processing unit 30 detects the ignition key off (S22), the central processing unit 30 stores various data that have been performing a control operation in the EEPROM provided therein, and data storage is completed. If the value of the latch 25 is changed from high to low, the control is performed. Accordingly, the control pin value of the constant voltage regulator 252 is changed to low (S23).

Thus, as the high voltage part power output to the gate driver 41 and the signal input part 51 is turned off in the voltage conversion circuit 24, the driving of the motor 43 is stopped (S24), and the entire hybrid vehicle except the regular power source is stopped. All applied power is turned off to stop all operations of the hybrid vehicle (S25).

Through the process as described above, the present invention is to isolate and configure the high voltage unit is applied to the high voltage from the high voltage battery and the low voltage unit is applied to the low voltage from the battery to prevent the failure of the CAN communication line and the control unit due to high voltage noise. Can be.

Although the present invention has been described in detail with reference to the above embodiments, it is needless to say that the present invention is not limited to the above-described embodiments, and various modifications may be made without departing from the spirit of the present invention.

The present invention is a plug-in hybrid vehicle oil pump driving device and driving method technology for stably supplying a sufficient amount of hydraulic oil to the engine clutch and transmission because the communication can be continuously performed when the CAN communication line has a failure, Applies to

10: Plug-in hybrid vehicle oil pump drive
11: high voltage section 12: low voltage section
20: power supply 21: PRA
22: EMC filter 23: current sensing unit
24: voltage conversion circuit 30: central processing unit
40: motor controller 41: gate driver
42: three-phase full bridge circuit 44: rotation speed detection unit
50: signal conversion unit 51: signal input unit
52: signal receiver 60: interface
70: CAN transceiver 100: main control
110: high voltage battery 120: BMS

Claims (3)

As a driving method of a plug-in hybrid vehicle oil pump,
(A) applying a low voltage of the battery to the low voltage unit 12 of the plug-in hybrid vehicle oil pump driving device 10,
(b) applying the high voltage of the high voltage battery 110 to the high voltage unit 11 of the plug-in hybrid vehicle oil pump driving device 10 by using the low voltage applied in the step (a);
(c) transmitting and receiving a control signal for controlling the driving of the oil pump through the main control unit and the CAN transceiver 70, and driving the plug-in hybrid vehicle oil pump driving device based on the received control signal to supply oil to the engine clutch and the transmission. Supplying and
(d) when the CAN communication is not possible due to an abnormality of the CAN transceiver 70, transmitting and receiving the control signal through an interface unit 60, and continuously supplying oil to an engine clutch and a transmission. Plug-in hybrid vehicle oil pump driving method. The method of claim 1, wherein step (b)
(b1) checking whether the power connector 80 connecting the high voltage battery 110 and the power relay assembly 21 of the high voltage unit 11 and the motor driving means are fastened;
(b2) If the pair of interlock pins 422 provided to the first connector 420 of the motor driving means are short-circuited by the interlock terminal 812 of the power connector 80, Supplying a high voltage to the high voltage section; and
(b3) if the pair of interlock pins 422 of the first connector 420 are disconnected as a result of the inspection, blocking the high voltage supply, plug-in hybrid vehicle oil How to drive the pump. The method of claim 2, wherein step (b)
(b4) checking whether the motor connector 90 and the motor 43 which connect the motor driving means and the oil pump driving motor 43 are fastened;
(b5) As a result of the inspection, a pair of interlock pins 911 and 921 provided in the fourth connector 424 of the motor driving means and the fifth and sixth connectors 91 and 92 of the motor connector 90 are provided. If the disconnected state, blocking the high voltage supply to the motor 43 and
(b6) As a result of the inspection, the pair of interlock pins 921 provided in the sixth connector 92 of the motor connector 90 are short-circuited by the interlock terminal 431 provided in the motor 43. And supplying the high voltage to the motor (43).

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