KR20110059695A - Method for driving oil pump for plug=in hybrid vehicle - Google Patents

Abstract

PURPOSE: A method for driving oil pump for plug-in hybrid vehicle is provided to improve the durability of the device and to continuously drive a motor in spite of malfunction on the communications between a TCU and an oil pump drive unit. CONSTITUTION: A method for driving oil pump for plug-in hybrid vehicle comprises follows. Power is applied to an oil pump drive unit for hybrid vehicle exterior. The power source supplies power source of 5V to each central processing unit and motor controller. The power source supplies power source of 12V to a gate driver. The power source supplies power source of 270V to a three-phase full bridge circuit. It determines that the external computing device oil pump normally drives or not(S20). If it is not in normal drive condition, the malfunction occurs on a CAN transceiver and central processing unit. If the CAN transceiver and TCU are switched off, a PWM signal is transmitted through an interface unit(S60).

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, to a method of driving 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 the engine clutch and transmission. It is about.

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 various structures using engines and electric motors as power sources. Hybrid cars under study up to now adopt either parallel or series type.

As shown in the configuration diagram of FIG. 9, the system configuration of the hybrid vehicle described above includes an engine 5 and a motor 6 as driving sources 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 HCU (4: Hybrid Control Unit), an engine control unit ECU (Engine Control Unit), a motor control unit MCU (Motor Control Unit), The battery management system includes a battery management system (BMS), a transmission control unit (TCU) and a transmission control unit.

The high voltage battery is an energy source for driving a motor and a DC / DC converter of a hybrid vehicle, and the controller, BMS, monitors the high voltage battery voltage, current, and temperature, and indicates a state of charge (SOC [%]) of the high voltage battery. It functions to adjust)).

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 motor power, and the rotational power of the engine as the main power while the rotational power of the motor is used as the auxiliary power. A hybrid electric vehicle (HEV) mode, which is an auxiliary mode, includes a regenerative braking (RB) mode in which the braking and inertia energy of the vehicle is recovered by generating power from the motor and charged in the battery when the vehicle is driven by braking or inertia. .

As described above, a hybrid vehicle is basically a vehicle having an engine, a motor, and a battery. The hybrid vehicle is made larger than a conventional hybrid vehicle, and the battery is charged from an external power source. Plug-in hybrid vehicles are being developed.

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 of them. It is a vehicle that can be charged with electricity and can be used continuously as it can be charged at home or at a charging station as if it is charging gasoline or gasoline. Hybrid cars are currently only a few miles at low speed with electricity alone. While unable to drive, 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 commands 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, crankshaft Hydraulic oil is supplied to bearings, camshaft bearings, and the like.

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.

In addition, the HCU and the MCU perform control by exchanging information such as the target rotation speed and the actual rotation speed of the oil pump driving motor and the operation state of the oil pump, that is, a 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, which lowers the driving reliability of the oil pump driving motor.

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

However, the prior art has a problem in that the durability of the external oil pump control device for a plug-in hybrid vehicle is reduced by increasing the number of times of turning on or off the main relay.

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.

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

Another object of the present invention can be driven by receiving a PWM signal through the connection line when the CAN communication timing error and communication line is disconnected, and can continue to drive the BLDC motor by diagnosing the inside of the oil pump driving device when the connection line is also disconnected To provide a plug-in hybrid vehicle oil pump driving method.

 In order to achieve the above object, the plug-in hybrid vehicle external oil pump driving method according to the present invention includes a MCU (Motor Control Unit) for controlling the overall operation of the driving motor, a transmission control unit (TCU) for controlling a transmission, and an oil pump driving motor. Motor driving means for driving the 12, the interface unit 80 as a hard wire for controlling the PWM (CAN), the CAN receiving the engine RPM and the target RPM of the vehicle from the MCU 200 or TCU (300) Receives the actual RPM of the transceiver 70, the oil pump driving motor 12 as a feedback signal to perform a PID control for the error 20, the central processing unit 20 and the motor driving means, respectively And a power supply unit 10 for supplying power, wherein the motor driving means is connected to the gate driver 40 and the gate driver 40 to drive the three-phase full bridge circuit driving the oil pump driving motor 12. The actual RPM of the furnace 45 and the motor is transmitted to the central processing unit 20, and the PWM control signal output from the central processing unit 20 is output to the gate driver 40, and the internal diagnostic circuit 60 is provided. A method of driving an external oil pump for a plug-in hybrid vehicle having a motor controller 30 mounted thereon, the method comprising: (a) applying power to an external oil pump driving device for a hybrid vehicle; and (b) the external oil pump is in a normal driving state. (C) if it is not the normal driving state in the step (b), the CAN transceiver 70 and the central processing unit 20 are faulty, and the CAN transceiver 70 and the TCU 300 are turned off. When the interface unit 80 is disconnected, the interface unit 80 may be driven by receiving a PWM signal. , The steps In (a), the power is applied to the central processing unit 20 and the motor controller 30, respectively, 5V of power, the gate driver 40 of 12V of power, and the three-phase full bridge circuit 45 It is characterized by supplying a power of 270V to each.

In the method of driving an external oil pump for a plug-in hybrid vehicle according to the present invention, the power is supplied to the central processing unit 20 in step (a), and then the motor controller 30 and the gate drive ( 40) and the three-phase full bridge circuit 45 is characterized in that the power is supplied.

In the method of driving an external oil pump for a plug-in hybrid vehicle according to the present invention, when the temperature sensed in the step (c) is maintained for more than 120 ° C. for 3 seconds, the external oil pump driving device outputs a preset minimum duty, and 120 ° C. If it is maintained for 1 second below, it is characterized by returning to the normal state.

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

1 is a block diagram schematically showing an oil pump driving device for a plug-in hybrid vehicle according to the present invention.
Figure 2 is a graph showing a speed control signal according to the vehicle state of the external oil pump drive device for a plug-in hybrid vehicle according to the present invention.
Figure 3 is a hysteresis curve showing the external oil pump on / off conditions according to the engine RPM of the external oil pump drive device for a plug-in hybrid vehicle according to the present invention.
4 is a diagram illustrating PID control of an external oil pump driving device for a plug-in hybrid vehicle according to the present invention.
5 is a graph illustrating a sampling time according to a motor speed in the PID control of FIG. 4.
6 is a flowchart illustrating a method of driving an external oil pump for a plug-in hybrid vehicle according to the present invention;
7 is a diagram illustrating a communication method between a TCU and an OPU;
8 is a diagram illustrating transmission and reception waveforms between a TCU and an OPU.
9 is a system configuration diagram of a conventional hybrid vehicle.

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

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

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

1 is a block diagram schematically showing an external oil pump driving device for a plug-in hybrid vehicle according to the present invention. As shown in FIG. 1, an external oil pump driving apparatus (OPU) 100 for a plug-in hybrid vehicle according to the present invention includes a power supply unit 10, a central processing unit 20, a motor controller 30, and a gate driver 40. A three-phase full-bridge circuit 45, an overcurrent protection unit 50, an internal diagnosis circuit 60, a CAN transceiver 70, and an interface connected to the gate driver to drive an oil pump driving motor; And an (I / F) part 80. In FIG. 1, the internal diagnosis circuit 60 is illustrated as a separate component for convenience of description, but the internal diagnosis circuit 60 is mounted inside the motor controller 30.

The power supply unit 10 includes a surge protection circuit 101 that absorbs a high voltage (transient voltage) instantaneously at a power input of 110V to 260V, an EMC filter 102 and a constant voltage regulator for reducing electromagnetic compatibility filter (EMC) noise. It comprises a 103.

Herein, the power supply unit 10 supplies two input power sources, a battery (BATT) supply power and an IG key input power. That is, when the IG key input power is generated, 110V to 260V power is supplied to the power supply unit 10 through the fuse FUSE. For example, the 260V power input to the power supply unit 10 supplies 12V power to the gate driver 40 through the surge protection circuit 101 and the EMC filter 102, and the three-phase full bridge circuit 45 Power supply 270V). In addition, the supply voltage passing through the EMC filter 102 is supplied to the central processing unit 20 and the motor controller 30 having a voltage of 16V via a constant voltage regulator 103. When the central processing unit 20 determines that there is no abnormality in the oil pump driving device 100, the external main relay 11 is turned on through the transistor 14. That is, the central processing unit 20 drives the main relay 11 outside the oil pump driving device 100 to supply a current (up to 20A) from the power supply unit 10 to the BLDC motor 12. This means that the signal power and the power of the BLDC motor 12 are distinguished.

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

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

In addition, the central processing unit 20, when the power having the respective voltages output from the power supply unit 10 is applied to each element, the CAN message and main in the transmission control unit TCU (Transmission Control Unit: 300) for plug-in hybrid The status of the oil pump is input to the digital signal. Also, the engine RPM signal is received from the hybrid motor control unit MCU (Motor Control Unit: 200). That is, in the structure as shown in Figure 1, the central processing unit 20 according to the commands from the MCU 200 and the TCU 300 through the CAN transceiver 70 and the interface unit 80, respectively The drive of the BLDC motor 12 is controlled.

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

At this time, the internal control period of the central processing unit 20 (Control Interval) is a time-variant (Time-Variant) method, not a conventional method having a constant time interval, which is inversely proportional to the speed of the BLDC motor 12.

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

In addition, the BLDC motor 12 is rotated according to the target speed in the central processing unit 20, the current BLDC motor (detected by the Hall sensor of the speed sensor 13 in the central processing unit 20 ( When the rotation speed of 12) is received through the motor controller 30 as a feedback signal, the CPU 20 controls the motor driving unit 40 through the motor controller 30.

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

Here, PID control is a kind of feedback control that allows the output of the system to maintain the reference voltage based on the error between the control variable and the reference input, and P control (proportional) is proportional to the error signal between the reference signal and the current signal. The control signal is multiplied by a constant gain to make a control signal. I control (proportional integral) uses integral control in parallel to proportional control to integrate the error signal to create a control signal, and D control (proportional derivative) controls the derivative of the error signal. It is a control method that uses the derivative control to make a signal in parallel to the proportional control.

Therefore, the central processing unit 20 performs feedback control so that the BLDC motor 12 reaches the target rotational speed by using the PWM duty (Duty,%) calculated to be increased or decreased through the PID control. To enable more accurate control, the PID control equation and graph will be described below.

The CPU 20 outputs a PWM signal to the motor controller 30 to control the BLDC motor 12 through the gate driver 40 and the three-phase full bridge circuit 45.

That is, the gate driver 40 and the three-phase full bridge circuit 45 are switching circuits provided as a motor driver so that the PWM signal is output or interrupted. The bridge circuit is composed of FET elements.

In addition, an N-channel MOSFET is used for both the high side and the low side of the three-phase full bridge circuit 45.

Therefore, the PWM signal output from the central processing unit 20 is transmitted to the BLDC motor 12 by the switching signal of the motor driver, and the BLDC motor 12 forms three-phase (U, V, W) lines. It rotates to reach the target speed.

At this time, when the PWM signal is applied, the Hall sensor of the speed sensor 13 outputs the position information of the rotor of the BLDC motor 12 to the central processing unit 20 through the motor controller 30, and the central processing unit. At 20, the FET device of the three-phase full bridge circuit 45 is turned on to drive the BLDC motor 12.

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

The overcurrent detector 50 is composed of a classifier (SHUNT) or the like, and senses the current applied to the three-phase full bridge circuit 45 or the BLDC motor 12.

In addition, the internal diagnosis circuit 60 is a circuit for diagnosing an abnormality in the oil pump driving apparatus 100 by sensing a temperature in the oil pump driving apparatus 100 and the like, and is embedded in the motor controller 30.

For example, when detecting a case in which the temperature in the oil pump driving device 100 is 120 to 130 ° C., the CPU 20 communicates with the CAN transceiver 70 and the MCU 200 and the TCU 300. ) Is determined to be a communication failure between the interface unit 80 and directly controls the motor controller 30. This control method will be described later.

In addition, the speed and the target RPM for the vehicle from the MCU 200 and the TCU 300 are output to the central processing unit 20 via the CAN transceiver 70 or the interface unit 80. That is, the CAN transceiver 70 is connected to the central processing unit 20 to transmit the state information of the TCU, command data for the speed of the BLDC motor 12, and the like, and is output from the external oil pump driving apparatus 100 for a plug-in hybrid vehicle. It is provided to receive the information.

In this case, in case the CAN transceiver 70 does not operate or an error occurs, the interface unit 80 is provided as a TCU connection wire (Hard Wire) directly connecting the TCU and the CPU 20, which is the CAN In case the transceiver 70 does not operate, it provides a passage for transmitting and receiving data.

In addition, the control method when the CAN transceiver 70 does not operate will be described in detail below.

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

Figure 2 is a table showing the specification of the CAN according to the vehicle state of the external oil pump drive device for a plug-in hybrid vehicle according to the present invention, it will be described with reference to FIG. As shown in FIG. 2, the external oil pump driving device 100 for a plug-in hybrid vehicle starts after the vehicle is started, and the BLDC motor 12 for driving the external oil pump for the vehicle for the initial hydraulic formation is the TCU 300. ) Is driven by sending a CAN message to the central processing unit 20 via the CAN transceiver 70 or the interface (I / F) unit 80. That is, when the TCU 300 sends an RPM message of 1 byte (8 bit) as a CAN message, the TPU 300 calculates a bit rate of 20 so that the OPU 100 recognizes the RPM and drives the BLDC motor 12.

That is, in the present invention, unlike the prior art, it is possible to drive a specific RPM by a map stored in the TCU 300 itself rather than a predetermined RPM between RPMs of 0 to 3000.

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

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

3 is a hysteresis curve showing an external oil pump on / off condition according to engine RPM of the external oil pump driving apparatus 100 for a plug-in hybrid vehicle according to the present invention. As shown in FIG. 3, in the present invention, for example, when the RPM of the plug-in hybrid engine exceeds 2000 RPM, the external oil pump stops driving and only drives the main oil pump.

The reason is that when the initial hydraulic pressure is formed, the external oil pump is used to increase the flow rate of the oil. However, since the hydraulic pressure is formed to some extent in the state where the engine RPM is increasing, it is preferable to operate only the main oil pump. Because.

4 is a diagram illustrating PID control of an external oil pump driving apparatus 100 for a plug-in hybrid vehicle according to the present invention, which will be described with reference to FIG. 1. As shown in FIG. 4, when the hall sensor of the speed detecting unit 13 detects the rotation speed of the motor from the central processing unit 20, the BLDC motor output from the central processing unit 20 is output. It compares with the target rotation speed (reference value) of (12).

That is, the PID as described above in the central processing unit 20 according to the external oil pump on / off condition according to the rotational speed of the BLDC motor 12 for each vehicle condition condition and the hybrid vehicle engine RPM described in FIGS. 2 and 3. It is to control.

Therefore, the difference between the target rotational speed (reference value) and the actual rotational speed (actual value), that is, the error as the input value E (n) of the PID control, is proportional gain K _P , integral gain K _I , and derivative. The gains K _D are respectively calculated to calculate the output value Y (n) for error correction.

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

<Equation 1>

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

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

In other words, the sampling time Ts is changed according to the speed of the BLDC motor 12 to improve the response characteristics and the RPM error.

Therefore, assuming the same sampling rate, Kp is similar to changing according to the RPM of the BLDC motor 12, and in the first driving, the BLDC motor 12 is driven with a preset PMW duty (%), and the BLDC motor ( When the target rotational speed of 12) is received by the TCU 300, the error E (n) is calculated by comparing with the current RPM.

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

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

<Equation 2>

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

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

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

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

Next, the external oil pump driving method for the plug-in hybrid vehicle will be described with reference to FIGS. 6 to 8.

6 is a flowchart illustrating a method of driving an external oil pump for a plug-in hybrid vehicle according to the present invention, FIG. 7 is a diagram illustrating a communication method between the TCU and the OPU, and FIG. 8 is a diagram illustrating a transmission and reception waveform between the TCU and the OPU.

As shown in FIG. 6, the external oil pump driving method for the plug-in hybrid vehicle starts when an IG key input signal is input.

In addition, the MCU 200, the TCU 300, and an external oil pump driving device (OPU: 100) transmit and receive speed command data, state data, and the like to check errors, and time-varying system-based PID control in the central processing unit 20. By checking the current state of the motor through (S20), it is determined whether the external oil pump driving device 100 is in a normal control state (S30).

If it is determined that the normal control in step S30, the central processing unit 20 turns on the external main relay 11 through the transistor 14, and operates the BLDC motor 12 (S40). At this time, the CAN base communication control is performed by the message from the CAN transceiver 70, and the BLDC motor 12 performs stepless control. That is, when the TCU 300 sends the command RPM in hex code via the CAN message, the CPU 20 receives the target RPM as it is and drives the BLDC motor 12 at the command RPM.

If it is determined in step S30 that the control is not normal, the failure of the communication or connection state of the oil pump drive device 100, MCU 200, TCU (300) and the like is classified (S50).

As a result of the classification in step S50, if it is determined that the CAN transceiver 70 is off (when the CAN message is timed out or the CAN line itself is disconnected) (S60), via the interface unit 60 as a TCU hard wire (Hard Wire). The TCU 300 continues to drive the BLDC motor 12 by instructing the command RPM to the OPU 100 by PWM (S61). In this case, the BLDC motor 12 is controlled to be three stage variable.

That is, as shown in FIG. 7, when the CAN is off, the OPU 100 detects this and first transmits the waveform to the TCU 300 through the interface unit 60 of the OPU 100 at 100 Hz 50% DUTY. Then, the TCU 300 detects this signal and transmits a PWM signal of 1 KHz to the OPU 100 to control the motor RPM according to the duty value. The transmission / reception waveform at this time is as shown in FIG. 8.

As a result of the classification in step S50, when the CAN transceiver 70 is turned off and it is determined that the interface unit 60 and the TCU 300 is turned off (S70), the following two modes are performed.

First, the CAN transceiver 70 and the central processing unit 20 operates normally, the CAN transceiver 70 and the TCU 300 are turned off, and the hybrid drive motor MCU 200 and the CAN transceiver 70 are If connected, the OPU 100 is controlled by the variable drive (200) (S71).

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

If the CAN transceiver 70 and the central processing unit 20 in the step S70 is broken, and the CAN transceiver 70 and the TCU 300 is off (S72), the central processing unit 20 is the internal diagnostic circuit 60 ) To the BLDC motor 12 using the motor RPM map MAP according to the temperature map preset in the CPU 20 according to the state of the OPU 100 diagnosed in FIG. Self-drive is executed for the operation (S721).

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

When the oil pump system (plug-in hybrid vehicle external oil pump driving apparatus 100 and oil pump) is broken in step S50 (S80), the BLDC motor 12 is stopped (S81).

In addition, the internal diagnosis circuit 60 of the OPU 100 according to the present invention is a device capable of detailed self-diagnosis. Diagnostics of an error reaction.

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

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

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

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

That is, the conditions of the following ① to ⑥

* "① The input current of the OPU 100 is 20A or less and the current LIMIT flag is ON.

② The current vehicle speed is 0,

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

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

⑤ TCU (300) issued OPU run command to OPU (100)

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

If all are satisfied, the OPU 100 transmits a 'power save mode' message to the TCU 300, and performs the open loop control of the motor driving RPM through a predetermined reduction% map.

In the power save mode, when the vehicle speed VSP is greater than or equal to a predetermined speed, the power save mode follows the command of the TCU 300 and returns to the closed loop control.

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

At this time, the OPU 100 notifies the 'power save mode' message to the TCU 300 as a CAN message via the CAN transceiver 70 or the interface (I / F) unit 80.

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

10: power supply
20: central processing unit
30: motor controller
40: gate driver
45: three-phase full bridge circuit
50: overcurrent detector
60: internal diagnostic circuit
70: CAN transceiver
80: interface unit
100: external oil pump drive device for hybrid vehicle

Claims (3)

MCU (Motor Control Unit) to control the overall operation of the drive motor, Transmission Control Unit (TCU) to control the transmission, motor drive means for driving the oil pump driving motor 12, the connection line for controlling the PWM (Hard Feedback the actual RPM of the interface unit 80 as a wire, the CAN transceiver 70 receiving the engine RPM and the target RPM of the vehicle from the MCU 200 or the TCU 300 and the oil pump driving motor 12. And a power supply unit 10 for supplying power to the central processing unit 20 and the central processing unit 20 and the motor driving means, respectively. A three-phase full bridge circuit 45 connected to the driver 40, the gate driver 40, and driving the oil pump driving motor 12, and the actual RPM of the motor to the central processing unit 20. And the output from the central processing unit 20 As a driving method of an external oil pump for a plug-in hybrid vehicle which outputs a PWM control signal to the gate driver 40 and includes a motor controller 30 equipped with an internal diagnosis circuit 60.
(a) applying power to an external oil pump driving device for a hybrid vehicle,
(b) determining whether the external oil pump is in a normal driving state,
(c) when the CAN transceiver 70 and the central processing unit 20 have failed and the CAN transceiver 70 and the TCU 300 are turned off when the operation state is not normal in the step (b), the interface unit And receiving and driving the PWM signal through the 80, and when the interface unit 80 is disconnected, controlling the motor controller according to the temperature sensed by the internal diagnosis circuit 60.
In the step (a), the power is supplied to the central processing unit 20 and the motor controller 30, respectively, 5V of power, the gate driver 40 of 12V of power, and a three-phase full bridge circuit ( 45) A method of driving an external oil pump for a plug-in hybrid vehicle, characterized by supplying 270V of power to each of them. The method of claim 1,
In the step (a), the power is supplied to the central processing unit 20, and then the power is supplied to the motor controller 30, the gate drive 40 and the three-phase full bridge circuit 45 External oil pump driving method for a plug-in hybrid vehicle, characterized in that. The method of claim 2,
When the temperature sensed in the step (c) is maintained for more than 120 ℃ 3 seconds, the external oil pump driving device outputs a preset minimum duty, and if it is maintained for 1 second at less than 120 ℃ plug-in, characterized in that to return to the normal state External oil pump driving method for hybrid vehicle.

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