KR102534652B1 - Apparatus and method for controlling electric 2-wheel vehicle - Google Patents

Abstract

In order to solve the problem caused by the configuration of the cooling system of the electric motorcycle, it is an invention to prevent each component from reaching the limit temperature by limiting the driver's required torque when the predetermined limit temperature is reached. According to the present invention, when the temperatures of the MCU, the motor, and the battery do not reach the preset limit temperatures, the VCU (vehicle controller) outputs 100% of the motor driving torque according to the driver's requested torque, but drives when each limit temperature is reached. The method of limiting the output of the motor is configured differently. This limits the output limit value step by step to prevent a rapid deterioration in power performance of the vehicle and to enable continuous driving.

Description

Apparatus and method for controlling electric 2-wheel vehicle}

The present invention relates to an electric two-wheeled vehicle, and more particularly, to a control technology for preventing components of an electric two-wheeled vehicle from reaching limit temperatures.

Various methods are used to control a drive motor for an electric vehicle. In the example (KRP 10-1531525) shown in FIG. 1, the motor controller 230 measures (240) the temperatures of the motor rotor (rotor) 2 and the stator (stator) 1, and sends them to the current controller 210. It is a method of controlling the motor within the critical temperature by sending a command and limiting the torque of the motor until the limit temperature is reached.

On the other hand, existing internal combustion engine two-wheeled vehicles (motorcycles, etc.) are currently being strengthened by environmental regulations due to excessive emissions. In addition, with the addition of eco-friendly policies, electric two-wheeled vehicles are widely distributed.

In the case of an electric two-wheeled vehicle, an increase in the temperature of the MCU and the motor may be a problem due to motor heat when the motor is overpowered. Since the temperature of the motor may reach the limit temperature first, a sudden out-of-control state of the electric device may occur while driving.

In order to solve the above-described problem due to the limitation of the configuration of the cooling system of the electric motorcycle, an object of the present invention is to prevent each component from reaching the limit temperature by limiting the driver's required torque when the predetermined limit temperature is reached.

In order to achieve the above object, the present invention uses a separate EWP (electronic water pump) to circulate the cooling water in the drive motor and the MCU in an electric two-wheeled vehicle, in which heat is generated in the MCU and the drive motor when the drive motor operates. To provide a control device and method for preventing abnormal operation when approaching the limit temperature.

Specifically, there is a part that detects MCU temperature (eg FET temperature), a part that detects motor temperature (eg coil temperature), and a part that detects battery (cell) temperature, and the limit threshold temperature for each unit It consists of a comparison part with

When the MCU, motor, and battery temperatures do not reach the predetermined limit temperature, the VCU (vehicle controller) outputs 100% of the motor driving torque according to the driver's requested torque, but when each limit temperature is reached, the output of the driving motor The method of restriction is configured differently. The purpose of this is to limit the output limit value step by step to prevent a sudden deterioration in the power performance of the vehicle and to configure it to be able to drive continuously.

In the case of MCU, EWP is turned off until 50℃ lower than the limit temperature to improve power efficiency, and when the limit temperature is within 50℃, EWP is activated (On) to perform water cooling control. When the temperature rises due to additional load application and approaches within 20℃ of the limit temperature, the output factor is set to 0.8 and only 80% of the driver's required torque is reflected to limit the output. Furthermore, when the difference from the limit temperature is within 10 ° C, the output limit is reflected by 50%, and the current amount of the motor is reduced to reduce the required torque so that the vehicle can continue to drive, so that the temperature is maintained within the limit temperature.

The above description is related to MCU temperature, and the same concept applies to motor temperature and battery temperature.

In each case, the output factor is relaxed by one level when the temperature recovers above the limit temperature by sufficient cooling and output limiting.

The configuration and operation of the present invention will become more clear through specific embodiments described later in conjunction with the drawings.

According to the present invention, it is possible to prevent a situation in which the vehicle cannot be driven due to a sudden temperature rise of the motor, MCU, battery, etc. during maximum output driving, and maintain the vehicle's continuous driving state through output adjustment to ensure driver's safety. In addition, by preventing the critical temperature of the device in advance, it is expected to prevent deterioration of parts and improve battery durability.

1 shows an example of a method for controlling a drive motor for a conventional electric vehicle.
2 illustrates a vehicle controller (VCU), a driving system, and a water-cooled cooling system of an electric motorcycle.
3 is a schematic configuration diagram of an electric motorcycle control device according to an embodiment of the present invention.
FIG. 4 is an explanatory diagram of temperature conditions and output factors for the MCU(2) command and EWP(6) control executed by the VCU(1).
5a, b, and c are flowcharts of a method for controlling an electric motorcycle of the present invention. FIG. 5a shows a process considering MCU temperature, FIG. 5b shows a process considering motor temperature, and FIG. 5c shows a process considering battery temperature.
6 is a measurement graph showing the effect of the present invention.

Advantages and features of the present invention, and methods of achieving them, will become clear with reference to the detailed description of preferred embodiments in conjunction with the accompanying drawings. However, the present invention is not limited to the embodiments described below and may be implemented in various other forms. The examples are only provided to completely disclose the present invention and to completely inform those skilled in the art of the scope of the invention to which the present invention belongs, the present invention is defined by the description of the claims will be. In addition, terms used in this specification are for describing embodiments and are not intended to limit the present invention. In this specification, singular forms also include plural forms unless otherwise specified. Also, as used herein, the term 'comprises (comprises, comprising, etc.)' refers to the presence or absence of one or more other elements, steps, operations, and/or elements It is used in the sense of not excluding additions.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the embodiments, if a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description will be omitted.

2 illustrates a vehicle controller (VCU), a driving system, and a water-cooled cooling system of an electric motorcycle.

The VCU (1) calculates the driver's will to accelerate by receiving the vehicle throttle input, and based on the required torque, operates the traction motor (3) through the motor controller MCU (2) to obtain power and control the cooling system. . The battery manager BMS (battery management system) 4 performs battery management functions including battery temperature measurement.

In addition, the cooling system is composed of a reservoir tank (5), an electric water pump (EWP) (6), and a radiator (heat exchanger) (7). The reservoir tank (5) stores the coolant that circulates through the cooling system, the EWP (6) circulates the coolant in the system, and the radiator (7) cools the coolant flowing through the cooling system through heat transfer with the outside air to drive the motor. (3), serves to dissipate the heat generated in the MCU (2), etc. Control of the EWP 6 is also performed by the MCU 2.

In the electric two-wheeled vehicle configured as shown in FIG. 2, heat is generated in the MCU (2) that controls the high-voltage current for the operation of the drive motor (3) and the drive motor (3) driven by current, and the VCU (1) has a limit temperature To prevent abnormal operation in the above, it performs fault diagnosis and start-stop function.

3 is a schematic configuration diagram of an electric motorcycle control device according to an embodiment of the present invention.

The VCU (1) calculates the required torque by reflecting the driver's acceleration will (APP) and issues a command to the MCU (2), and the MCU (2) controls the drive motor (3) based on the torque to accelerate the vehicle. Doing so is a common configuration.

In addition, the VCU (1) according to the present invention, 1) the temperature sensing value of the motor (coil) temperature sensor 8 and the MCU temperature (FET, etc.) sensor 9 and the battery temperature sensing value of the BMS (4) 2) When calculating the required torque according to the driver's will to accelerate (APP), the output factor is calculated according to the degree to which the received motor coil temperature, MCU temperature, and battery temperature approach the limit temperature set in each component. do. And depending on the calculated output factor and temperature conditions, 3) the final torque is generated by reflecting the driver's requested torque and a command is transmitted to the MCU (2) to control the motor based on the final torque value, or 4) EWP ( 6) to control (on/off) the cooling system.

That is, when the temperature of each component approaches the limit temperature during driving, the maximum output of the driving motor 3 is limited to manage the heat generation to prevent a situation in which driving is impossible due to heat, thereby ensuring durability of the vehicle and components and continuous driving. It is the control concept of the present invention to control so as to be possible.

FIG. 4 is an explanatory diagram of temperature conditions and output factors for the MCU(2) command and EWP(6) control executed by the VCU(1).

Basically, the output factor (10) in a normal situation is '1.0'. This means that the drive motor 3 produces an output of 100%. In addition, the normal situation here means a situation where the MCU temperature, motor temperature, and battery temperature do not reach the 'margin value' set in the limit temperature.

In this embodiment, the limit temperature may be 110 °C for MCU temperature (FET), 160 °C for motor temperature (coil), and 70 °C for battery temperature.

The margin value at which the temperature of each component approached each limit temperature is determined by comparing 'MCU temperature limit temperature (110℃) - MCU (FET) measured temperature' (20) and temperature threshold value Thd, and 'motor temperature Through comparison of the limit temperature (160℃) - motor (coil) measured temperature' (30) and the temperature threshold value Thd, and 'limit temperature of battery temperature (70℃) - battery (cell) measured temperature' (40) and It can be obtained through comparison of the temperature threshold Thd.

Each case is explained in detail.

0. In the normal situation (10), as mentioned above, the driving motor (3) is controlled with the output factor = 1.0 and the EWP (6) is turned off to stop the cooling system operation to improve fuel efficiency. When the temperature rises beyond the normal situation, the following calculation is performed according to each temperature condition.

1-1. As a first step related to the MCU temperature, 'MCU temperature limit temperature (110 ℃) - MCU (FET) measurement temperature' 20 is set as shown in FIG. 4, the threshold value Thd1 (for example, For example, if it is less than 50 ° C.) (21), the VCU (1) turns on the EWP (6) (22) to circulate the cooling water to start the cooling system and continue to drive the drive motor (3) with the normal output factor. .

1-2. As a second step related to the MCU temperature, the 'MCU temperature limit temperature (110 ° C) - MCU (FET) measurement temperature' 20 is set as shown in FIG. 4, the threshold value Thd2 (eg For example, if it is less than 20 ° C.) (23), the VCU (1) reduces the output factor to, for example, 0.8 (24) and limits the output of the driving motor (3).

1-3. As a third step related to the MCU temperature, the 'MCU temperature limit temperature (110 ° C) - MCU (FET) measurement temperature' 20 is set to the threshold value Thd3 (eg, MCU (FET) temperature) as shown in FIG. For example, if it is less than 10° C.) (25), the VCU (1) further limits the output of the drive motor (3) by reducing the output factor to, for example, 0.5 (26).

2-1. Next, as the first step related to the motor temperature, 'motor temperature limit temperature (160 ° C) - motor (coil) measured temperature' 30 is set as shown in FIG. 4, the threshold value Thd1 ( For example, if it is less than 100 ° C.) (31), the VCU (1) turns on the EWP (6) (32) to circulate the cooling water to operate the cooling system, and the drive motor (3) continues to drive with the normal output factor. Let it be.

2-2. In the second step related to the motor temperature, the 'motor temperature limit temperature (160 ° C) - motor (coil) measured temperature' 30 is set as shown in FIG. 4, the threshold value Thd2 (eg For example, if it is less than 20 ° C.) (33), the VCU (1) reduces the output factor to, for example, 0.9 (34) and limits the output of the drive motor (3).

2-3. As a third step related to the motor temperature, the 'motor temperature limit temperature (160 ° C) - motor (coil) measured temperature' 30 is set as shown in FIG. 4, the threshold value Thd3 (eg For example, if it is less than 10° C.) (35), the VCU 1 further limits the output of the drive motor 3 by reducing the output factor to, for example, 0.7 (36).

3-1. Finally, in relation to the battery temperature, unlike the case of the MCU and the motor, the above-described step 1 is skipped and step 2 is directly entered. That is, 'limit temperature of battery temperature (70 ℃) - battery (cell) measurement temperature' 40 is higher than the threshold value Thd1 (eg, 10 ℃) set for the battery (cell) temperature, as shown in FIG. If it is small (41), the VCU (1) reduces the output factor to, for example, 0.7 (42) to limit the output of the driving motor (3). In this way, in the case of a battery temperature increase, since the cooling system is not involved in cooling the battery, the second step of reducing the output factor is performed immediately without on/off control of the EWP 6.

3-2. As a third step related to battery temperature, the 'limit temperature of battery temperature (70 ℃) - battery (cell) measurement temperature' 40 is set as shown in FIG. 4, the threshold value Thd2 (eg For example, if it is less than 5° C.) (43), the VCU (1) lowers the output factor to, for example, 0.5 (34) to further limit the output of the driving motor (3).

In the above, the VCU 1 limits the output of the driving motor 3 by taking the minimum value among the output factors according to the above-described MCU temperature, motor temperature, and battery temperature conditions and the output factor in a normal situation (50). This is because controlling the vehicle according to the worst conditions meets the purpose of the present invention. In addition, the VCU 10 restores the output factor to a previous value when each temperature is recovered above each threshold value.

5a, b, and c are flowcharts of a method for controlling an electric motorcycle of the present invention. FIG. 5a shows a process considering MCU temperature, FIG. 5b shows a process considering motor temperature, and FIG. 5c shows a process considering battery temperature. Since each process is basically the same as that described with reference to FIG. 4, it will be briefly described.

In FIG. 5A, first, the electric two-wheeled vehicle is driven with an output factor of 1.0 (100). 'MCU temperature limit temperature (110 ℃) - MCU temperature', that is, a margin value for the limit temperature of MCU temperature is calculated (110). It is determined whether this margin value has reached the limit temperature step 1 (120). If step 1 is reached, EWP is turned on (130). It is determined whether the margin value has reached the limit temperature step 2 (140). If step 2 is reached, the output factor is set to 0.8 to limit the driving motor output (150). It is determined whether the margin value has reached the threshold temperature step 3 (160). If the margin value reaches step 3, the output factor is set to 0.5 to limit the driving motor output (170).

In FIG. 5B, first, the electric two-wheeled vehicle is driven with an output factor of 1.0 (200). 'Limit of motor temperature (160°C) - motor temperature', that is, a margin value for the limit of motor temperature is calculated (210). It is determined whether this margin value has reached the limit temperature step 1 (220). If step 1 is reached, EWP is turned on (230). It is determined whether the margin value has reached the limit temperature step 2 (240). If step 2 is reached, the output factor is set to 0.9 to limit the driving motor output (250). It is determined whether the margin value has reached the threshold temperature step 3 (260). If the margin value reaches step 3, the output factor is set to 0.7 to limit the driving motor output (270).

In FIG. 5C, first, the electric two-wheeled vehicle is driven with an output factor of 1.0 (300). 'Battery temperature limit temperature (70°C) - battery temperature', that is, a margin value for the battery temperature limit temperature is calculated (310). It is determined whether this margin value has reached the limit temperature step 2 (340). If step 2 is reached, the output factor is set to 0.7 to limit the driving motor output (350). It is determined whether the margin value has reached the threshold temperature step 3 (360). If step 3 is reached, the output factor is set to 0.5 to limit the driving motor output (370).

The VCU comprehensively takes the minimum value of the output factor set in FIGS. 5A, 5B, and 5C and issues a command to the MCU to limit the output of the driving motor.

The order of the above process does not necessarily have to proceed in the order shown in FIGS. 5A, 5B, and 5C, respectively, in terms of time. That is, the determination of whether the limit temperature has reached the first step, the second step, and the third step is not made instantaneously, but by comparing the temperature margin value and the threshold value at a specific point in time, Since it means that the VCU operation is performed, the process sequence of the above flowchart is only a diagram for understanding the present invention.

6 is a measurement graph showing the effect of the present invention. The increase in coolant temperature and actual torque and vehicle speed trends according to the increase in MCU FET temperature and motor coil temperature are actually measured. In FIG. 6, compared to the maximum driving section (A) when the temperature control of the present invention is not applied, the maximum driving section (B) when the EWP is activated according to the present invention, that is, the section in which the driving ends when the MCU limit temperature is reached (D ) is approximately doubled. In addition, when performing torque control according to the temperature of each part (MCU, motor, battery), the limit temperature is not reached, so the driving distance can be additionally increased (C).

The function or process of each component of the method and/or device of the present invention described above is a digital signal processor (DSP), a processor, a controller, an application-specific IC (ASIC), a programmable logic device (FPGA) etc.), at least one of other electronic elements, and a combination thereof can be implemented as a hardware element. In addition, it can be implemented as software combined with hardware elements or independently, and this software can be stored in a recording medium.

So far, the present invention has been described in detail through preferred embodiments of the present invention, but those skilled in the art to which the present invention pertains may differ from the contents disclosed herein without changing the technical spirit or essential features of the present invention. It will be appreciated that it may be embodied in other specific forms. It should be understood that the embodiments described above are illustrative in all respects and not restrictive. In addition, the scope of protection of the present invention is determined by the claims described below rather than the detailed description above, and all changes or modifications derived from the scope of the claims and equivalent concepts should be construed as being included in the technical scope of the present invention. do.

Claims (12)

A vehicle controller (VCU) that calculates the required torque by reflecting the driver's acceleration will (APP), a motor controller (MCU) that accelerates the vehicle by controlling the driving motor based on the calculated required torque, and a motor controller (MCU) that drives the driving motor. In an electric motorcycle including a battery and an electric water pump (EWP) that circulates coolant,
The VCU receives the motor temperature sensed value, the MCU temperature sensed value, and the battery temperature sensed value, and calculates the required torque according to the driver's will to accelerate (APP), the inputted motor temperature, MCU temperature, and battery temperature. calculates an output factor according to the degree of approaching a preset limit temperature, generates a final torque that is reflected in the driver's requested torque according to the calculated output factor, and transmits it to at least one of the MCU and the EWP,
When the VCU calculates the output factor according to the degree to which the received motor temperature, MCU temperature, and battery temperature approach the predetermined limit temperature, the 'limit temperature of MCU temperature - MCU measured temperature' is set for the MCU temperature reduce the output factor if it is less than the threshold Tdh2; if the 'limit temperature of MCU temperature - measured MCU temperature' is smaller than the threshold value Thd3 (where Thd2 > Thd3) set for the MCU temperature, the output factor is further reduced; If the 'limit temperature of MCU temperature-MCU measured temperature' is less than the set threshold value Thd1 for the MCU temperature (here, Thd1 > Thd2), turn on the EWP; reduce the output factor if 'the limit temperature of the motor temperature - measured motor temperature' is less than the threshold value Thd2 set for the motor temperature; further reducing the output factor if the 'limit temperature of the motor temperature - measured motor temperature' is smaller than the threshold value Thd3 (where, Thd2 > Thd3) set for the motor temperature; If the 'limit temperature of motor temperature - measured motor temperature' is less than the threshold value Thd1 (where Thd1 > Thd2) set for the motor temperature, turn on the EWP; reduce the output factor if 'limit temperature of battery temperature - measured battery temperature' is smaller than the threshold value Thd1 set for battery temperature; further reducing the output factor if the 'limit temperature of the battery temperature - measured battery temperature' is less than a threshold value Thd2 (where, Thd1 > Thd2) set for the battery temperature; Further configured to limit the output of the driving motor by taking a minimum value among the output factors calculated by comparing the MCU temperature, the motor temperature, and the battery temperature with the threshold values and an output factor in a normal situation. Electric motorcycle control device that does. delete delete delete delete delete While driving the electric two-wheeled vehicle with an output factor of 1.0, it is determined whether the 'limit temperature of the heating part - measured temperature of the heating part' of the electric two-wheeled vehicle has reached the limit temperature of the first step;
If the 'limit temperature of the heating part - measured temperature of the heating part' reaches the first step, turn on the EWP to operate the cooling system;
determining whether the 'limit temperature of the heating part - measured temperature of the heating part' has reached the limit temperature of the second step;
If the 'limit temperature of the heating part - measured temperature of the heating part' reaches the limit temperature of the second step, the output factor is reduced to 0.8;
determining whether the 'limit temperature of the heating part - measured temperature of the heating part' has reached the limit temperature of the third step (here, the limit temperature of the first step > the limit temperature of the second step > the limit temperature of the third step);
Including further reducing the output factor to 0.5 if the 'limit temperature of the heating part - measured temperature of the heating part' reaches the limit temperature of the step 3,
The electric motorcycle control method, characterized in that the heating unit is an MCU, a motor, and a battery. delete delete delete delete delete

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