KR101886598B1 - Control method for autonomous electric vehicle - Google Patents

Abstract

The present invention relates to a control method for an autonomous electric vehicle, which includes the steps of: an intersection information receiving step of receiving a signal state, time information, distance information, and lane information through one-to-one wireless communication with a signal transmitting unit when a signal receiving unit provided in a vehicle body is located on an upper side of any one of a plurality of signal transmitting units installed on the road; a driving state grasping step of receiving from a navigation device a traveling direction for arriving at a destination, a specified speed of the traveling road, and a current traveling speed; a traveling control step of controlling the traveling direction by operating a driving motor for generating traveling power and the traveling direction by comparing information received from the signal receiving unit and the navigation with the current traveling state; and a battery cooling step of cooling a battery unit that supplies power to the driving motor in response to the driving control by using latent heat of a refrigerant. In this way, it is possible to safely control the travelling of the vehicle at the intersection, effectively cooling the battery unit, and improving the performance and the lifespan of the battery unit.

Description

TECHNICAL FIELD [0001] The present invention relates to a control method for an autonomous vehicle,

The present invention relates to a control method of an autonomous traveling electric vehicle, and more particularly, to a control method of an autonomous traveling electric vehicle capable of safely controlling the traveling of a vehicle at an intersection by receiving signal light information from a signal transmitter installed on the road, .

Automobiles have been developed to provide a more comfortable and safe driving environment for the driver. However, it is becoming increasingly difficult to provide a safe driving environment for drivers because of the increase in traffic accidents due to the rapid increase in the density of automobiles along with the increase in the population. In recent years, many safety control systems have been developed to improve the safety and convenience of the driver. In particular, autonomous vehicles capable of autonomous operation to the destination without being operated by the driver have been actively studied.

Such a technology provided for autonomous navigation is a GPS navigation system. The vehicle navigation system searches for the position of the vehicle under running, reproduces the electronic map corresponding to the position of the vehicle from the recording medium on which the geographical information is recorded, and displays the trajectory of the vehicle on the electronic map on the vehicle terminal . The car navigation system receives satellite signals from GPS satellites placed on the earth via the GPS module, tracks the current position and the traveling direction of the vehicle, tracks the driving trajectory, and can reach the destination by autonomous traveling.

However, when an autonomous vehicle passes through an intersection, it must determine whether to stop or drive the vehicle by separately grasping the traffic light information.

Conventionally, there is known a method of controlling the operation of a vehicle after grasping the color of a current traffic light through a camera installed in the vehicle. However, in this case, a traffic accident may occur if the color of the traffic light can not be precisely detected due to a shooting error .

Alternatively, it is known to provide a wireless communication device in a traffic light, and to provide traffic light information to all vehicles close to the traffic light to control the vehicle's operation. However, in such a case, when a large number of vehicles are congested due to traffic congestion, Data traffic may be generated in the traffic signal transmitting / receiving device due to a large amount of data, and thus, when an error occurs in data transmission / reception, a traffic accident may occur.

In addition, recent development of electric vehicles is accelerating due to environmental problems and depletion of fossil fuel, and an autonomous traveling system can be applied to such electric vehicles.

The electric vehicle can drive the vehicle using the electric energy instead of the energy obtained from the combustion of the fossil fuel like the conventional automobile, so that there is no exhaust gas and the noise is very small.

Such an electric vehicle is provided with a driving motor for generating power for running and a battery for supplying power to the driving motor, and the electric vehicle is used by charging the battery. Here, the battery may be a battery pack in which a plurality of battery cells are intensively installed.

However, when the battery pack is charged and discharged, heat is generated from the battery cell. If the generated heat is left as it is, the performance of the battery cell deteriorates and the life of the battery cell can be shortened.

Therefore, an electric vehicle needs a cooling device that can effectively cool the battery.

Korean Patent No. 10-1750547 (Jul. 19, 2017) Korean Patent No. 10-1798144 (2017.11.09)

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a control method of an autonomous traveling electric vehicle capable of safely controlling the traveling of a vehicle at an intersection by receiving signal light information from a signal transmitter installed on a road, There is a purpose in providing a method.

In order to solve the above problems, the present invention provides a control method of an autonomous traveling electric vehicle capable of effectively cooling a battery unit by providing cooling means for cooling a battery unit using latent heat of a refrigerant, .

In order to achieve the above object, a control method for an autonomous traveling electric vehicle according to a preferred embodiment of the present invention is provided in a plurality of ways, and is installed on a road at a predetermined interval along a traveling direction of the vehicle, And controls the distance information between the installed position and the intersection lane information and the lane information of the lane of travel of the current lane by wireless communication with the stored signal transmission unit.

More specifically, the control method of the autonomous traveling electric vehicle is a method of controlling the autonomous traveling electric vehicle in a case where the signal receiving unit provided on the vehicle body is located on one of a plurality of signal transmitting units installed on the road, An intersection information receiving step of receiving information, distance information, and lane information; A driving state determination step of obtaining a driving direction for a destination from the navigation device, a prescribed speed of the driving road, and a current driving speed; A driving control step of controlling a driving speed by operating a driving motor for generating a driving power and a driving direction by comparing the information received from the signal receiving unit and the navigation with a current driving state; And a cooling unit for cooling the battery unit that supplies power to the driving motor in response to the driving control by using latent heat of the coolant.

Here, if the present driving state is a running state and the signal state is a stop signal, the traveling control step calculates a time of arrival from the current traveling speed and the distance information to a lane marking, compares the arrival time with the time information, And when the current driving state is the running state and the signal state is the running signal, the arrival time is calculated from the current running speed and the distance information to the right lane, and then the time information And controls the vehicle so as to travel at the calculated traveling speed. If the calculated traveling speed exceeds the prescribed speed of the traveling road, the vehicle travels so as to stop at the right lane Controls the speed so that when the current driving state is a stop state and the signal state is a stop signal, If a match is found by comparing a running direction is received at the navigation and driving direction of the lane information received by the signal receiving group may be controlled to keep the lane, and the lane change is different.

The battery compartment cooling step may include flowing the refrigerant from the inlet refrigerant temperature sensor provided in the refrigerant supply line connecting the storage tank storing the refrigerant and the cooling flow path formed in the battery unit to the cooling flow path, Measuring an inlet refrigerant temperature to measure a temperature of the refrigerant; A heating step of controlling the heating unit provided in the refrigerant supply line to heat the refrigerant flowing into the cooling channel to 97 to 99.5% of the evaporation temperature; A discharge refrigerant temperature sensor connected to the storage tank and the cooling channel to supply the refrigerant discharged from the cooling channel to the storage tank, a discharge refrigerant temperature sensor for measuring the temperature of the refrigerant discharged from the cooling channel, Measuring step; And a flow control step of controlling the flow rate regulator provided in the storage tank so that the temperature of the refrigerant discharged from the cooling channel is higher than the evaporation temperature so that the temperature of the discharged refrigerant is maintained at the evaporation temperature .

According to the control method of the autonomous traveling electric vehicle according to the present invention, it is possible to receive the signal light information from the signal transmitter installed on the road one by one and to control the traveling of the vehicle safely at the intersection.

According to the present invention, there is provided cooling means for cooling the battery portion by using the latent heat of the coolant, thereby effectively cooling the battery portion and prolonging the performance and life of the battery portion.

1 is a block diagram schematically showing a configuration for controlling the running of an autonomous traveling electric vehicle according to an embodiment of the present invention;
2 is a view schematically showing a state in which an autonomous traveling electric vehicle according to an embodiment of the present invention is traveling on a road;
3 is a view schematically showing a cooling means in an autonomous traveling electric vehicle according to an embodiment of the present invention,
4 is a block diagram schematically illustrating a cooling means in an autonomous traveling electric vehicle according to an embodiment of the present invention.
5 is a block diagram schematically showing an autonomous-running control system for an electric vehicle according to an embodiment of the present invention.

In order to facilitate understanding of the features of the present invention, a control method of an autonomous traveling electric vehicle according to an embodiment of the present invention will be described in detail below.

It should be noted that, in order to facilitate understanding of the embodiments described below, reference numerals are added to the components of the accompanying drawings, so that the same components are denoted by the same reference numerals even though they are shown in different drawings . In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

Hereinafter, a specific embodiment of the present invention will be described with reference to the accompanying drawings.

FIG. 1 is a block diagram schematically showing a configuration for controlling the running of an autonomous traveling electric vehicle according to an embodiment of the present invention, and FIG. 2 is a view schematically showing a state in which the autonomous traveling electric vehicle travels on the road

1 and 2, an autonomous traveling electric vehicle 100 according to an embodiment of the present invention corresponds to signal information provided by a one-to-one wireless communication with a signal transmitting unit 30 provided on a road and providing signal information So as to control the running.

The signal transmitter 30 includes a plurality of signal transmitters 30 installed on the road at predetermined intervals along the running direction of the vehicle and receives the signal information and the remaining time information from the signal lamp 21 in real time. The signal transmitting unit 30 stores distance information from the installed position to the fixed lane 10 of the intersection and lane information that is the driving direction of the current lane. That is, the distance information from the installed position of each signal transmitting section 30 to the fixed lane 10 is stored.

For example, as shown in Fig. 2, the roads are provided in four lanes, and the first lane is a U-turn lane, and the first signal transmitting portion 31, which is disposed in the first lane, The information D and the lane information called the utter lane are stored. The second signal transmission portion 32 disposed in the second lane with the left lane as the second lane stores the distance information to the right lane 10 and lane information as the left turn lane. The third signal transmission unit 33 disposed in the third lane on the third lane and the distance information on the lane 10 and the lane information on the straight lane are stored in the third signal transmission unit 33 disposed on the third lane. Finally, in the fourth lane, the fourth signal transmitter 34 disposed in the four lanes with the right turn lane stores the distance information of each lane up to the lane 10 and the lane information of the right turn lane.

An autonomous traveling electric vehicle 100 according to an embodiment of the present invention includes a signal receiving unit 200 for receiving information by wireless communication with the signal transmitting unit 30 installed on a road, a navigation unit 300 for communicating with a GPS satellite, A control unit 400 for controlling the traveling speed and the traveling direction by comparing the information received from the signal receiving unit 200 and the navigation system 300 with the current driving state and a driving motor 500 for generating driving power, And a cooling unit 700 for cooling the battery unit 600 to supply heat to the battery unit 600 using latent heat of the coolant.

The signal receiving unit 200 is provided in the vehicle body and wirelessly communicates with the signal transmitting unit when it is located above any one of the plurality of signal transmitting units 30 installed on the road to transmit distance information, And provides the control unit 400 with the lane information. That is, since the signal receiving unit 200 wirelessly communicates with the signal transmitting unit 30 in a one-to-one manner, data traffic does not occur. Here, the signal receiving unit 200 and the signal transmitting unit 30 may be provided by RFID (Radio Frequency Identification). Of course, the present invention is not limited to this, and it is possible to transmit / receive data wirelessly and to provide any device.

The navigation system 300 receives a satellite signal from a GPS satellite to search for the position of a vehicle in operation, reproduces an electronic map corresponding to the vehicle position from a recording medium on which geographic information is recorded, Lt; / RTI > Accordingly, the navigation system 300 can provide the current position of the vehicle, the running direction of the vehicle for the destination arrival, the specified speed of the running road, and the current running speed.

The control unit 400 compares the information received from the signal receiving unit 200 and the navigation unit 300 with the current driving state to control the traveling speed and the traveling direction.

More specifically, if the current driving state is a running state and the signal state is a stop signal, the control unit 400 calculates the arrival time from the current traveling speed and the distance information to the lane 10, compares the arrival time with the time information, Calculates the traveling speed for passing through the straight lane 10, and controls to travel at the calculated traveling speed. That is, the control unit 400 can save the energy consumption by controlling the traveling speed so as to travel in a slow motion without stopping before changing from the stop signal to the traveling signal.

If the current driving state is the driving state and the signal state is the driving signal, the control unit 400 calculates the arrival time from the current driving speed and the distance information to the lane 10 and then compares the arrival time with the time information, Calculates the traveling speed for passing the front lane 10 and controls to travel at the calculated traveling speed. At this time, when the calculated traveling speed exceeds the specified speed of the traveling road, the traveling speed is controlled so as to stop at the fixed lane 10. Through this, it is possible to operate the vehicle more safely while keeping the traffic rules.

In addition, if the current driving state is a stop state and the signal state is a stop signal, the control unit 400 controls the vehicle to travel after the signal changes.

Further, the controller 400 compares the driving direction of the lane information received by the signal receiving unit 200 with the driving direction received by the navigation unit 300, and controls the lane keeping unit to change the lane . For example, referring to FIG. 2, if the vehicle is currently traveling in a two-lane road at the intersection, it is a left-turn lane. Therefore, And controls to move to the lane.

FIG. 3 is a schematic view of cooling means in an autonomous traveling electric vehicle according to an embodiment of the present invention, and FIG. 4 is a block diagram schematically illustrating a cooling means in the autonomous traveling electric vehicle.

3 and 4, the cooling unit 700 supplies refrigerant to the cooling channel 610 of the battery unit 600 that supplies power to the driving motor 500 that generates the driving power, The battery unit 600 can be effectively cooled.

That is, the refrigerant is heated to form a two-phase state in which the liquid and the gaseous state coexist, and then supplied to the cooling channel 610 formed in the battery unit 600 to cool the battery unit 600 using latent heat of the coolant. . For this purpose, the refrigerant is preferably a material which can be easily evaporated even at low temperatures. For example, the refrigerant may be any one of various known refrigerants such as R-134a, R-245fa, R-1234yf, and R-1233zd.

When water is used to cool the battery compartment, the sensible heat enthalpy difference becomes about 42 kJ / kg when the water at 40 ° C is heated to 50 ° C through the cooling passage of the battery compartment. Compared with this, the latent heat enthalpy difference of R-134a refrigerant at 40 ° C is 163 kJ / kg, the latent heat enthalpy difference of R-245fa is 181 kJ / kg and the latent heat enthalpy difference of R-1234yf is 132 kJ / kg. That is, the difference in latent heat enthalpy difference of the refrigerant between the refrigerant and the water greatly differs to three times or more. Therefore, when the refrigerant is used, the flow rate of the refrigerant used for cooling can be reduced, thereby reducing the overall system energy consumption.

More specifically, the cooling unit 700 includes a storage tank 710 in which liquid refrigerant is stored, a cooling channel inlet 610 of the cooling channel 610 formed in the storage tank 710 and the battery unit 600, A refrigerant supply line 720 for connecting the refrigerant supply line 711 to the refrigerant supply line 711 and a refrigerant supply line 720 for connecting the refrigerant supply line 711 to the refrigerant supply line 720, A pump 721 disposed in the line 720 and circulating the refrigerant at a predetermined pressure such that the refrigerant flows toward the battery unit 600; a pump 721 disposed in the refrigerant supply line 720, A heating unit 722 disposed between the battery unit 600 and the cooling unit 610 to heat the liquid refrigerant to the evaporation temperature and a cooling unit 610 for cooling the battery unit 600 to discharge the refrigerant having passed through the cooling channel 610 of the battery unit 600 to the storage tank 710, Which connects the cooling channel discharge portion 612 of the storage tank 600 and the storage tank 710, And a discharge line 730.

An inlet refrigerant temperature sensor 723 provided in the refrigerant supply line 720 and measuring the temperature of the refrigerant flowing into the cooling channel 610 of the battery unit 600; A discharge refrigerant temperature sensor 731 for measuring the temperature of the refrigerant discharged from the cooling channel 610 of the battery unit 600 and a discharge refrigerant temperature sensor 731 for measuring the temperature of the refrigerant discharged from the discharged refrigerant temperature sensor 731 And a cooling control unit 740 that receives the temperature data and controls the heating unit 722 and the flow rate control unit 711 according to the measured temperature.

With this configuration, when the flow rate regulator 711 regulates the flow rate of the liquid refrigerant stored in the storage tank 710 to the refrigerant supply line 720, the pump 721 operates to operate at a constant pressure The refrigerant is supplied to the battery unit 600 side. Before the refrigerant flows into the cooling channel 610 of the battery unit 600, the heating unit 722 heats the refrigerant to the evaporation temperature, and a two-phase state in which the liquid and the gas are present together, Heat until just before becoming phase state.

That is, since the refrigerant passing through the cooling passage 610 of the battery unit 600 is in the evaporation period, the temperature of the refrigerant does not further increase even if heat is transferred from the battery unit 600, (600). In this case, the evaporation section starts to evaporate when the liquid refrigerant reaches the evaporation temperature, and the enthalpy increases until the refrigerant in the liquid phase reaches the gas phase, Is an unchanging section.

Accordingly, since the refrigerant passing through the cooling channel 610 of the battery unit 600 passes through the unit while maintaining a constant temperature, the unit cell can be cooled uniformly irrespective of the position of the battery unit 600, The problem can be prevented.

The refrigerant having passed through the cooling passage 610 of the battery unit 600 is discharged to the storage tank 710 through the refrigerant discharge line 730 and stored. The refrigerant discharge line 730 may further include a heat exchanger 732 to condense the refrigerant into a completely liquid state and store the condensed refrigerant in the storage tank 710.

That is, the heat exchanger 732 is disposed in the refrigerant discharge line 730 and exchanges heat with the refrigerant so that the refrigerant discharged to the storage tank 710 becomes a liquid. For this, the cooling water for heat exchange with the refrigerant may be supplied to the heat exchanger 732 through the cooling chiller 733.

The cooling control unit 740 controls the heating unit 722, the flow rate control unit 711, and the heat exchanger 732 so as to cool the battery unit 600 using the latent heat of the refrigerant.

More specifically, the cooling control unit 740 receives the temperature data of the refrigerant flowing into the cooling channel 610 of the battery unit 600 from the incoming refrigerant temperature sensor 723, The heating unit 722 is controlled so that the temperature of the refrigerant flowing into the cooling channel 610 satisfies the range of 97 to 99.5% of the evaporation temperature. That is, the refrigerant is heated to just before the evaporation temperature, and then the refrigerant flows into the cooling channel 610 of the battery unit 600. Although not shown in the drawing, a temperature sensor may be further provided at the inlet portion of the heating portion 722 for more precise temperature control to measure the temperature of the refrigerant entering the heating portion 722.

If the refrigerant is heated up to the evaporation temperature, the enthalpy increases only at the evaporation temperature without changing the temperature, and the amount of heat absorbed in the evaporation section decreases when the refrigerant is introduced with the enthalpy increased.

For example, when the refrigerant is supplied to the battery unit 600 while being further heated at the evaporation temperature, the refrigerant passes through the cooling channel 610 of the battery unit 600 and receives a large amount of heat energy. . When the refrigerant is arranged in an overheated steam state, a lot of energy is consumed to cool it to the liquid refrigerant. Also, since much energy is consumed in heating the refrigerant in the heating unit 722, unnecessarily double energy is consumed.

Therefore, it is difficult to measure the enthalpy value in the evaporation section if it is heated up to the evaporation temperature. Therefore, the refrigerant is heated to the temperature just before the evaporation temperature, and the refrigerant discharged is controlled to be discharged to the evaporation temperature. So that the battery unit 600 can be effectively cooled.

The cooling control unit 740 controls the flow rate regulator 711 to increase the supply flow rate of the refrigerant when the temperature of the refrigerant discharged to the cooling flow path 610 of the battery unit 600 is higher than the evaporation temperature . That is, if the discharged refrigerant is discharged in an overheated steam state higher than the evaporation temperature, heat energy exchange higher than the latent enthalpy of the refrigerant is generated in the cooling step, so that the flow rate of the refrigerant is increased to maintain the temperature of the discharged refrigerant at the evaporation temperature .

When the temperature of the refrigerant flowing into the heat exchanger 732 is the evaporation temperature, the cooling control unit 740 controls the heat exchanger 732 to operate. When the temperature of the refrigerant is lower than the evaporation temperature, the heat exchanger 732 operates Can be controlled. Although not shown in the drawing, the heat exchanger 732 may further include a temperature sensor for measuring the temperature of the refrigerant.

That is, since the refrigerant that has cooled the battery unit 600 and discharged is at least the heating temperature, the refrigerant can be cooled while passing through the refrigerant discharge line 730, so that the refrigerant is introduced into the heat exchanger 732 The refrigerant is supplied to the storage tank 710 without operating the heat exchanger 732 and stored.

Further, the refrigerant supply line 720 and the refrigerant discharge line 730 may be provided with valves 724 and 734 for opening and closing the flow passage, respectively. This is to minimize the consumption of the refrigerant remaining in the refrigerant supply line 720 and the refrigerant discharge line 730 when the battery unit 600 is replaced. That is, when the battery unit 600 is replaced, the valves 724 and 734 are closed to close the refrigerant supply line 720 and the refrigerant discharge line 730, The supply line 720 and the refrigerant discharge line 730 are separated from each other to prevent the refrigerant remaining in the refrigerant supply line 720 and the refrigerant discharge line 730 from being discharged to the outside.

Further, the autonomous traveling electric vehicle 100 according to the embodiment of the present invention may further include a distance measuring sensor (not shown) for measuring the distance to the vehicle located ahead. In this case, the controller 400 may receive the distance data from the distance measuring sensor to the preceding vehicle, and may control the traveling speed in accordance with the distance data.

Alternatively, the autonomous traveling electric vehicle 100 may further include a speed measuring sensor (not shown) for measuring the speed of the vehicle positioned ahead. In this case, the control unit 400 may receive the speed data of the preceding vehicle from the speed measurement sensor, and may control the traveling speed in accordance with the speed data.

Hereinafter, a control method of the above-described autonomous traveling electric vehicle will be described.

The autonomous traveling electric vehicle is provided with a plurality of autonomous traveling electric vehicles and is installed on the road at a predetermined interval along the running direction of the vehicle and receives and stores the remaining time information until the signal state and the signal are changed from the traffic light. And the lane information, which is the direction of travel of the current lane, are respectively communicated with the stored signal transmission units.

The control method of the autonomous traveling electric vehicle may be a one-to-one wireless communication with the signal transmitting unit when the signal receiving unit provided on the vehicle body is positioned on any of the plurality of signal transmitting units installed on the road, And a lane departure information receiving step of receiving lane information, a driving state grasping step of receiving a driving direction, a specified speed of a traveling road, and a current driving speed for arrival from a navigation device, A driving control step for controlling the traveling speed by operating a driving motor for generating driving power, and a battery unit for supplying power to the driving motor in response to the traveling control, And a cooling unit for cooling the cooling unit The.

Here, if the current driving state is the running state and the signal state is the stop signal, the travel control step calculates the arrival time from the current traveling speed and the distance information to the lane marking, compares the arrival time with the time information, And controls to run at the calculated traveling speed.

Alternatively, if the current driving state is the driving state and the signal state is the driving signal, the driving control step calculates the arrival time from the current driving speed and the distance information to the lane marking, compares the arrival time with the time information, The traveling speed is controlled so as to stop at the constant lane when the calculated traveling speed exceeds the specified speed of the traveling road.

Alternatively, the travel control step controls the vehicle to travel after the signal is changed if the current driving state is a stop state and the signal state is a stop signal.

The driving control step compares the driving direction of the lane information received by the signal receiving unit with the driving direction received by the navigation, and maintains the lane when the lane information coincides with the driving direction received by the navigation.

The battery compartment cooling step may include a step of cooling the battery compartment by connecting a storage tank in which the refrigerant is stored and a cooling passage formed in the battery compartment to a refrigerant supply line for supplying the refrigerant to the cooling passage, A heating step of controlling the heating unit provided in the refrigerant supply line to heat the refrigerant flowing into the cooling channel to 97 to 99.5% of the evaporation temperature; Measuring a temperature of a refrigerant discharged from the refrigerant flow path from a discharge refrigerant temperature sensor provided in a refrigerant discharge line for supplying refrigerant discharged from the refrigerant flow path to the storage tank, If the temperature of the refrigerant discharged from the evaporator is higher than the evaporation temperature, the supply flow rate of the refrigerant is increased, The temperature of evaporation to maintain a temperature and a flow rate control step of controlling the flow control unit provided in the storage tank.

Hereinafter, an autonomous running control system for an electric vehicle for controlling the autonomous running of the autonomous traveling electric vehicle at an intersection using intersection information will be described.

5 is a block diagram schematically showing an autonomous-running control system for an electric vehicle according to an embodiment of the present invention.

5, an autonomous driving control system of an electric vehicle 100 using intersection information includes a signal transmitter 30, a traffic light 21, an intersection sensing unit 22, a pedestrian sensing unit 23, A signal receiving unit 200, a navigation unit 300, a driving motor 500, a control unit 400, and a cooling unit 700.

The signal transmitting unit 30 is provided on the road at a predetermined distance along the running direction of the vehicle and stores distance information between the installed position and the lane mark of the intersection, do.

The signal lamp 21 is disposed at an intersection, and transmits the signal state and time information remaining until the signal is changed to the signal transmission unit 30.

The intersection sensing unit 22 senses that the vehicle enters the intersection and passes through the intersection, and transmits the traffic information of the vehicle that has entered the intersection to the signal transmitting unit 30.

The pedestrian crossing sensor 23 senses that a person enters the pedestrian crossing and then transmits the pedestrian information entered by the person to the pedestrian crossing.

The signal receiving unit 200 is provided in the electric vehicle 100. When the signal receiving unit 200 is located above any one of the plurality of signal transmitting units 30 installed on the road, the signal receiving unit 200 wirelessly communicates with the signal transmitting unit 200, , Traffic information, walking information, distance information, and lane information.

The navigation device 300 is provided in the electric vehicle 100 and provides a traveling direction for destination arrival, a specified speed of the traveling road, and a current traveling speed.

The driving motor 500 receives power from the battery unit 600 and generates driving power of the electric vehicle 100.

The control unit 400 compares the information received from the signal receiving unit 200 with the navigation system 300 and compares the current driving state with the driving direction of the electric vehicle 100 to operate the driving motor 500, Thereby controlling the traveling speed of the electric vehicle 100.

More specifically, when the current driving state is a running state and the signal state is a stopping signal, the control unit 400 calculates the arrival time from the current traveling speed and the distance information to the lane marking, compares the arrival time with the time information, Calculates a running speed for passing through the lane, and controls to run at the calculated running speed.

Alternatively, if the current driving state is the driving state and the signal state is the driving signal, the controller 400 calculates the arrival time from the current driving speed and the distance information to the lane marking, compares the arrival time with the time information, And controls the traveling speed so as to stop at the constant lane when the calculated traveling speed exceeds the specified speed of the traveling road.

Alternatively, if the current driving state is a stop state and the signal state is a stop signal, the control unit 400 controls the vehicle to travel after the signal is changed.

The control unit 400 compares the driving direction of the lane information received by the signal receiving unit 200 with the driving direction received by the navigation unit 300 and controls the lane keeping unit to change the lane .

Further, when the controller 400 determines that the vehicle entering the intersection from the traffic information received from the signal receiver 200 does not pass the intersection for a certain period of time, the controller 400 controls the controller 400 to stop at the lane.

When the controller 400 determines that the person enters the pedestrian crossing from the walking information received by the signal receiving unit 200, the control unit 400 controls the controller 400 to stop at the lane marking.

The cooling unit 700 is configured to cool the battery unit 600 heated by the supply of the power to the drive motor 500 in response to the driving control of the controller 400, do.

The cooling means 700 has the same configuration as the cooling means 700 described with reference to FIGS. 3 and 4, and a detailed description thereof will be omitted.

Hereinafter, a control method of the autonomous-running control system for an electric vehicle using the autonomous-running control system for electric vehicles described above will be described.

The method for controlling an autonomous-vehicle running control system for an electric vehicle includes a step of receiving a traffic light information, a step of receiving a traffic information, a step of receiving walking information, an step of receiving an intersection information, a step of grasping a traveling state, .

The signal light information receiving step includes a plurality of signal light information receiving steps, which are provided on the road at predetermined intervals along the running direction of the vehicle, and the distance information from the installed position to the right lane of the intersection and the lane information, And receives and stores the signal state from the traffic light and the remaining time information until the signal is changed.

The traffic information receiving step receives and stores the traffic information of the vehicle entering the intersection from the intersection detecting unit that detects that the vehicle enters the intersection and the traffic signal passes through the intersection.

In the walking information receiving step, the signal transmitting unit receives walking information from a crosswalk sensing unit sensing a person entering the crosswalk and walking, entering the crosswalk, and storing the walking information.

The intersection information receiving step may include a step of wirelessly communicating with the signal transmitting unit when the signal receiving unit of the electric vehicle is located on one of the plurality of signal transmitting units installed on the road, Information, distance information, and lane information.

The driving state grasping step is provided from the navigation provided in the electric vehicle to the traveling direction for arrival at the destination, the specified speed of the traveling road, and the current traveling speed.

The driving control step controls the traveling speed of the electric vehicle by operating a driving motor for generating the driving power and the traveling direction of the electric vehicle by comparing the information received from the signal receiver and the navigation with the current driving state.

More specifically, when the current driving state is the running state and the signal state is the stop signal, the running control step calculates the arrival time from the current running speed and the distance information to the lane marking, compares the arrival time with the time information, And controls to travel at the calculated traveling speed.

Alternatively, if the current driving state is the driving state and the signal state is the driving signal, the driving control step calculates the arrival time from the current driving speed and the distance information to the lane marking, compares the arrival time with the time information, The traveling speed is controlled so as to stop at the constant lane when the calculated traveling speed exceeds the specified speed of the traveling road.

Alternatively, the travel control step controls the vehicle to travel after the signal is changed if the current driving state is a stop state and the signal state is a stop signal.

The driving control step compares the driving direction of the lane information received by the signal receiving unit with the driving direction received by the navigation, and maintains the lane when the lane information coincides with the driving direction received by the navigation.

Further, the driving control step controls the vehicle to stop at a lane on the basis of the traffic information received from the signal receiving unit, if it is determined that the vehicle entering the intersection does not pass the intersection for a certain period of time.

In addition, the travel control step controls the vehicle to stop at a lane on a pedestrian crossing from the walking information received by the signal receiving unit when it is determined that a person enters the pedestrian crossing and is walking.

The battery compartment cooling step controls cooling means for cooling the battery unit that supplies power to the drive motor in response to the travel control using latent heat of the coolant.

More specifically, the battery compartment cooling step may include flowing the refrigerant from the inlet refrigerant temperature sensor provided in the refrigerant supply line connecting the storage tank storing the refrigerant and the cooling flow path formed in the battery unit to the cooling flow path, A heating step of controlling the heating unit provided in the refrigerant supply line so as to heat the refrigerant flowing into the cooling channel to 97 to 99.5% of the evaporation temperature; A discharge refrigerant temperature measuring step of measuring a temperature of the refrigerant discharged from the refrigerant passage from a discharge refrigerant temperature sensor provided in a refrigerant discharge line connecting the refrigerant passage to the refrigerant discharge line that supplies the refrigerant discharged from the refrigerant passage to the storage tank, If the temperature of the refrigerant discharged from the cooling channel is higher than the evaporation temperature, the supply flow rate of the refrigerant is increased And controlling the flow rate regulator provided in the storage tank so that the temperature of the refrigerant discharged from the storage tank is maintained at the evaporation temperature.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments. It is to be understood that various changes and modifications may be made without departing from the scope of the appended claims.

10: traffic lane 21: traffic light
22: an intersection sensing unit 23: a pedestrian crossing sensing unit
30: Signal generator
100: freewheeling electric vehicle 200: signal receiver
300: Navigation 400: Control unit
500: drive motor 600: battery part
610: cooling channel 700: cooling means
710: Storage tank 711: Flow rate regulator
720: Refrigerant supply line 721: Pump
722: Heating section 723: Inflow refrigerant temperature sensor
730: Refrigerant discharge line 731: Discharge refrigerant temperature sensor
732: Heat Exchanger 733: Cooling Chiller
740: Cooling control section

Claims (1)

A plurality of sensors arranged at predetermined intervals along the running direction of the vehicle for receiving and storing time information for signal states and signals from the signal lamps and storing distance information from the installed position to the lanes of the intersection, A method of controlling an autonomous traveling electric vehicle in which lane information, which is a driving direction of a current lane, is communicated with a stored signal transmission portion,
When the signal receiving unit provided on the vehicle body is located on the upper side of any of a plurality of signal transmitting units installed on the road, one-to-one wireless communication is performed with the signal transmitting unit to generate signal information, time information, distance information, Receiving step;
A driving state determination step of obtaining a driving direction for a destination from the navigation device, a prescribed speed of the traveling road, and a current driving speed;
A driving control step of controlling a driving speed by operating a driving motor for generating a driving power and a driving direction by comparing the information received from the signal receiving unit and the navigation with a current driving state; And
And controlling a cooling unit that cools the battery unit that supplies power to the drive motor in response to the running control using latent heat of the coolant,
The driving control step includes:
If the current driving state is the running state and the signal state is the stopping signal, the arrival time is calculated from the current running speed and the distance information to the lane marking, and then compared with the time information to calculate the traveling speed for passing through the lane mark after the signal is changed And controls to run at the calculated traveling speed,
If the current driving state is the running state and the signal state is the driving signal, the arrival time is calculated from the current driving speed and the distance information to the right lane and then compared with the time information to calculate the traveling speed for passing the lane before the signal is changed And when the calculated traveling speed exceeds the specified speed of the traveling road, the traveling speed is controlled so as to stop at the constant lane,
If the current driving state is a stop state and the signal state is a stop signal,
The control unit controls the driving direction of the lane information received by the signal receiving unit and the driving direction received by the navigation unit so as to maintain the lane when the lane information coincides with the driving direction received by the navigation unit,
In the battery compartment cooling step,
The temperature of the refrigerant flowing into the cooling channel from the inlet refrigerant temperature sensor included in the refrigerant supply line connecting the storage tank storing the refrigerant and the cooling channel formed in the battery unit to supply the refrigerant to the cooling channel, Measuring step;
A heating step of controlling the heating unit provided in the refrigerant supply line to heat the refrigerant flowing into the cooling channel to 97 to 99.5% of the evaporation temperature;
A discharge refrigerant temperature sensor connected to the storage tank and the cooling channel to supply the refrigerant discharged from the cooling channel to the storage tank, a discharge refrigerant temperature sensor for measuring the temperature of the refrigerant discharged from the cooling channel, Measuring step; And
And a flow rate control step of controlling the flow rate regulator provided in the storage tank so that the temperature of the refrigerant discharged from the cooling channel is maintained at the evaporation temperature when the temperature of the refrigerant discharged from the cooling channel is higher than the evaporation temperature,
In the battery compartment cooling step,
The cooling water is supplied to the heat exchanger disposed in the refrigerant discharge line through the cooling chiller so that the heat exchanger is operated when the temperature of the refrigerant flowing into the heat exchanger is the evaporation temperature, A method of controlling an autonomous traveling electric vehicle.

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