KR20120012650A - Control circuit for Electric vehicle - Google Patents

Abstract

PURPOSE: A control circuit for an electric vehicle is provided to obtain the layout or space gain of a circuit and reduce costs by improving the accuracy of data. CONSTITUTION: A main control unit(111) generates a control data, which controls the operation of a vehicle, corresponding to a signal from a plurality of sensors measuring the state of a vehicle. A sub control unit(112) generates the control data for controlling the vehicle by receiving the signal from the plurality of the sensors. The sub control unit monitors the operation state of the main control unit by comparing with the control data in the main control unit. A distortion compensation unit(113) compensate for the distortion of the signal from the plurality of the sensors. The distortion compensation unit is respectively connected to the main control unit and the sub control unit through one or more resistances.

Description

Control circuit for electric vehicle {Control circuit for Electric vehicle}

The present invention relates to a control circuit of an electric vehicle, and relates to an electric vehicle and an emergency control method for attenuating signal distortion of data input to a plurality of processors when a plurality of processors for controlling the overall operation of the vehicle are provided.

Electric vehicles are being actively researched in that they are the most likely alternatives to solve future automobile pollution and energy problems.

Electric vehicles (EVs) are mainly vehicles powered by AC or DC motors using battery power, and are classified into battery-only electric vehicles and hybrid electric vehicles. Using a motor to drive and recharging when the power is exhausted, the hybrid electric vehicle can run the engine to generate electricity to charge the battery and drive the electric motor using this electricity to move the car.

In addition, hybrid electric vehicles can be classified into a series and a parallel method, in which the mechanical energy output from the engine is converted into electrical energy through a generator, and the electrical energy is supplied to a battery or a motor so that the vehicle is always driven by a motor. It is a concept of adding an engine and a generator to increase the mileage of an existing electric vehicle, and the parallel method allows the vehicle to be driven by battery power and uses two power sources to drive the vehicle only by the engine (gasoline or diesel). Depending on the driving conditions and the parallel method, the engine and the motor may drive the vehicle at the same time.

In addition, the motor / control technology has also been developed recently, a high power, small size and high efficiency system has been developed. As DC motor is converted into AC motor, the power and acceleration performance (acceleration performance, maximum speed) of the EV are greatly improved, reaching a level comparable to gasoline cars. As the motor rotates with high output, the motor becomes light and compact, and the payload and volume are greatly reduced.

Such an electric vehicle includes a central control unit for controlling its function, but when there is an error in the control unit itself or an error in communication with the control unit, the vehicle does not operate normally due to an error in the control unit. In particular, when an abnormality occurs while driving, it is impossible to process an input signal, which makes driving of the vehicle difficult, which may lead to an accident.

Accordingly, although a plurality of processors are provided as a control unit, the plurality of processors may be interoperable. However, when two or more processors are provided, input signals may be simultaneously received by the plurality of processors. However, when two or more controllers simultaneously input a signal in order to receive the same signal, the original signal is distorted.

This inevitably creates another identical signal to be input to each of the plurality of processors, but deviation occurs between each unit that may occur when using a plurality of signal units.

As a result, since data input to a plurality of processors does not actually match and distortion occurs in some data and is processed based on different data, there is a problem in that it is incorrectly malfunctioned even in a normal operation state.

Accordingly, it is necessary to find a way to ensure that data input to a plurality of processors is substantially the same and can be verified.

An object of the present invention, when a plurality of processors for controlling the vehicle is provided without having to generate a signal separately, the same signal is input to each processor, by comparing the input signal to determine whether the normal status of the input signal It is to provide a control circuit of an electric vehicle that increases the accuracy of the signal and reliably processes it in a plurality of processors to control the vehicle.

An electric vehicle control circuit according to the present invention for achieving the above object comprises a main control unit for generating control data for controlling the operation of the vehicle in response to a signal input from a plurality of sensors for measuring the state of the vehicle; A sub-control unit which receives the signals from the plurality of sensors, generates control data for vehicle control, compares the control data with the control data of the main controller, and monitors an operation state of the main controller; And a distortion compensator for compensating for distortion of the signals input from the plurality of sensors for inputting the same signal to the main controller and the sub controller.

The control circuit of an electric vehicle according to the present invention includes a plurality of processors in controlling a vehicle with a plurality of processors, without adding and verifying a plurality of signals to verify a state of one signal and a signal unit. Through the internal setting of the control unit and a simple circuit design, a plurality of inputs of a single signal are possible and signal deviations can be minimized, thereby improving stability due to vehicle control.

In addition, since a plurality of signal units are not used for signal generation, there is no variation between each unit that can occur, thereby improving the accuracy of data, and reducing the layout and space of the circuit and reducing the cost.

1 is a view schematically showing the internal configuration of an electric vehicle according to an embodiment of the present invention.
2 is a diagram showing the configuration of a control circuit of an electric vehicle according to an embodiment of the present invention.
3 is a diagram illustrating an example of an input signal according to the AD check mode setting of the main controller and the sub controller.
4 is a diagram illustrating an example of a normal signal input through the distortion compensation unit in the control circuit of the electric vehicle according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

1 is a view schematically showing the internal configuration of an electric vehicle according to an embodiment of the present invention.

Referring to the drawings, the electric vehicle according to an embodiment of the present invention, the sensor unit 130, the interface unit 140, the motor control unit (MCU) 150, the power supply unit 160, PRA 170, BMS (battery) management system (180), the battery pack 190, and a control unit 110 for controlling the overall driving and operation of the vehicle.

The sensor unit 130 detects and inputs a signal generated during a vehicle driving or a predetermined operation, and inputs it to the controller 110. The sensor unit 130 includes a plurality of sensors inside and outside the vehicle to input various sensing signals. At this time, the type of the sensor may also be different depending on the installed position.

In particular, the sensor unit 130 applies a signal for an Excel or brake operation required for emergency control to the control unit 110.

The interface unit 140 includes input means including a plurality of switches for inputting a predetermined signal by a driver's operation, and output means for outputting information during current state operation of the electric vehicle.

At this time, the output means includes a display unit for displaying information, a speaker for outputting music, sound effects and warning sounds, and various states. The input means includes a plurality of switches, buttons, etc. for operating a direction indicator light, tail lamp, head lamp, brush, etc. according to the driving of the vehicle.

In addition, the interface unit 140 includes operation means for driving such as a steering wheel, an accelerator, a brake. In particular, the output means outputs at least one of a warning sound, a warning light, and a warning message according to the controller 110 so that the driver recognizes.

An electric vehicle using charged electricity as an operating power source includes a battery pack 190 including at least one battery, and operates, and receives a battery that is supplied with power from a predetermined charging station, vehicle charging facility, or at home. To charge. The battery pack 190 is composed of a plurality of batteries, and stores electrical energy of high voltage.

The battery management system (BMS) 180 determines the remaining capacity of the battery pack 190 and the need for charging, and performs management for supplying the charging current stored in the battery to each part of the electric vehicle.

At this time, when charging and using the battery, the BMS 180 maintains the voltage difference between cells in the battery evenly, thereby extending the life of the battery by controlling the battery from being overcharged or overdischarged.

In addition, the BMS 180 allows the vehicle to travel for a long time through management of the current use, and includes a protection circuit for the supplied current.

The power supply unit 160 includes a connection terminal or a connection circuit for connection with the charging station, and when the external power supply is connected to the battery 190 by applying a charging current under the management of the BMS 180 to charge the battery. In addition, the power supply unit 160 may change and supply the operating power charged in the battery 190 to a power source that can be used in each unit of the vehicle.

The motor controller 150 generates a control signal for driving at least one connected motor (not shown) and generates and applies a predetermined signal for motor control. In this case, the motor controller 150 generates a control signal for driving the motor, and may control the driving of the motor by controlling the inverter or the converter including an inverter (not shown) and a converter (not shown). The motor controller 150 operates according to a control command applied from the controller 110.

The control unit 110 generates and applies a predetermined command to control the input of the interface unit 140 and the sensor unit 130 to perform the operation, and controls the input / output of the data to display the operation state of the home appliance. Be sure to

In addition, the controller 110 manages the battery pack 190 through the BMS 180, applies a switching signal to the PRA 170, performs a start control of the vehicle, and controls power supply to a specific position (part). .

At this time, the controller 110 includes a plurality of processors to control the vehicle through mutual data exchange and monitoring.

2 is a diagram showing the configuration of a control circuit of an electric vehicle according to an embodiment of the present invention.

The controller 110 includes a main controller 111, a sub controller 112, and a distortion compensator 113.

The main controller 111 controls the overall main operations according to the vehicle control, and generates a predetermined command to the motor controller 150 to perform a set operation corresponding to the input of the interface unit 140 and the sensor unit 130. It is applied and controlled, and the operation state is displayed by controlling the input / output of the data. In addition, the main controller 111 monitors the operating states of the sub controller 112 and the motor controller 150.

The sub controller 112 is connected to the main controller 111 and receives the input / output signal of the main controller 111 to monitor the main controller 111. At this time, the sub controller 112 determines whether the main controller 111 operates normally in response to the value of the input / output signal, the type of the signal, the time at which the signal is input / output, or the like.

In addition, the sub-control unit 112 calculates torque information to be applied to the motor control unit 150 based on the signal input from the sensor unit 130, and applies the main information to the main control unit 111 and the motor control unit 150. It compares with the value calculated by the control unit 110.

The sub controller 112 operates as a backup controller instead of the main controller 111 when an abnormality occurs in the main controller 111. That is, the sub controller 120 controls the operation of the motor and the electric vehicle by using the input data.

 Here, the sub-control unit 112 is to back up the main control unit 111, and does not perform all operations of the main control unit 111, but emergency control so that the vehicle can be emergency operation for some functions.

The main control unit 111 or the sub-control unit 112 monitors the mutual operation as described above, and determines whether or not an abnormality occurs, if any one of the abnormality occurs, the other control unit that normally operates to control the vehicle, the abnormality occurs The error for the output through the output means of the interface unit 140.

As described above, the main control unit 111 and the sub-control unit 112 receive the same signal, and process them independently to generate data for controlling the vehicle. In each of the main control unit 111 and the sub-control unit 112, By comparing the generated data, it is determined whether the main controller 111 and the sub controller 112 are mutually abnormal.

At this time, the values input from the sensors of the plurality of sensors 131 to 133 of the sensor unit 130 are processed to the main controller 111 and the sub-control unit 112 so that the processing proceeds based on the same signal. The signal input to the main controller 111 and the sub-controller 112 may be different because distortion occurs in a signal or a problem in signal transmission during the input to the control unit 111 and the sub-controller 112. .

The distortion compensator 113 compensates for the distortion of a signal input to the main controller 111 and the sub controller 112, that is, a signal input from a plurality of sensors 131 to 133 included in the sensor 130. The same signal is input to the main controller 111 and the sub controller 112.

The distortion compensator 113 includes at least one resistor. In addition, the distortion compensator 113 and the main controller 111 or the sub controller 112 are connected through at least one resistor having a predetermined size.

The resistance included in the distortion compensator 113 may be preset in consideration of characteristics of the plurality of sensors.

In some cases, the resistance of the distortion compensator 113 may be a variable resistor in which a value is changed according to an input signal, that is, data from which sensor, or a characteristic of a connected sensor.

In this case, the distortion compensator 113 may further include a resistance value setting unit for changing the value of the variable resistor so that the value of the variable resistor is changed according to a sensor for inputting a signal.

The main controller 111 and the sub-control unit 112 are set as follows so that the signal inputted to the main control unit 111 and the sub-control unit 112 by the distortion compensator 113 become the same signal.

The main controller 111 and the sub controller 112 have a floating check state in which the internal setting sets the AD check mode to be the same, and the AD check mode reads the value of the input signal as it is. Set it to

Here, when the settings of the main control unit 111 and the sub-control unit 112 are different, for example, the AD check mode setting of the main control unit 111 is a pull-up check state for processing a signal based on a reference voltage, and the sub-control unit When 112 is set to a pull down check state for processing a signal based on ground, since the main controller 111 and the sub-control unit 112 are substantially connected through the distortion compensation unit 113, the controller 110 Since the circuits are electrically connected to the sub-control unit 112 from the main control unit 111, respectively, there may be distortion in the input signal.

On the contrary, if the AD check mode setting of the main control unit 111 is in the Pull Down Check state and the setting of the sub control unit 112 is in the Pull Up Check state, a circuit is connected from the sub control unit 112 to the main control unit 111. This can also cause signal distortion.

In addition, even if the settings of the main controller 111 and the sub-control unit 112 are set to Pull Up or Pull Down in the same manner, since the main controller 111 and the sub-control unit 112 are interconnected in the control unit 110, At the time of AD Check, they can affect each other, and the input signals can be distorted due to the pull up and pull down resistances.

Therefore, in order to minimize signal distortion, the main control unit 111 and the sub control unit 112 are preferably set to the AD check mode and the floating state as described above.

At this time, the main controller 111 and the sub-control unit 112 is preferably used the same manufacturer or the same series of processors, it is preferable to use a processor of the specification that can set the AD check mode as described above.

Here, when the external signal unit of the control unit 110 is opened, for example, when the sensor is open, there is no input signal, so the main control unit 111 and the sub-control unit 112 should have an input signal of 0V, but the main control unit ( When the AD check mode of the 111 and the sub-control unit 112 is set to the floating check state, a value other than 0V may be input.

Accordingly, when the AD check mode of the main control unit 111 and the sub control unit 112 is set to the floating check state as described above, the main control unit 111 and the sub control unit 112 are connected between the sensor unit 130 and the sensor unit 130. The distortion compensator 113 includes a resistor in a pull down manner.

The distortion compensator 113 prevents a voltage floating phenomenon generated when the sensor is opened as the internal resistance is connected as described above. In this case, the resistance value is set to a value at which distortion does not occur in the input signal, which can be set through an experiment.

Since a signal is input to the main controller 111 and the sub-control unit 112 through the distortion compensator 113, even if a unit connected to the outside of the controller 110 is in an open state, the main controller is controlled by the distortion compensator 113. The signal input to the 111 and the sub-control unit 112 maintains 0V.

In this case, the main controller 111 and the sub controller 112 may be set so that AD check timing does not overlap each other.

The main control unit 111 and the sub-control unit 112 each further include a filter, and when AD Check Timing overlaps, a signal change may occur instantaneously, so that filtering is performed in comparison to the instantaneous signal change.

 3 is a diagram illustrating an example of an input signal according to the AD check mode setting of the main controller and the sub controller. 3A illustrates an example of a distorted signal, and FIG. 3B illustrates an example of a normal signal input to the main controller and the sub controller through signal distortion compensation.

As described above, distortion may occur in a signal input to the main controller 111 and the sub controller 112 according to the AD check mode setting of the main controller 111 and the sub controller 112.

When the AD check mode settings of the main controller 111 and the sub controller 112 are different, deviations may occur in the signal as shown in FIG. The first signal 301 is a signal input to the main controller 111 and the second signal 302 is a signal input to the sub-control unit 112.

When the AD check mode of the main controller 111 and the sub controller 112 are different, deviations 305, 306, and 307 are generated in the first signal 301 and the second signal 302. Signals can be matched through signal compensation, but as shown, the interval where the deviation occurs is not constant, and the magnitude of the generated deviation is also different, making it difficult to process the same signal.

Meanwhile, when the AD check mode setting of the main controller 111 and the sub controller 112 is set to the floating check mode, as shown in FIG. 3B, the third signal 311 input to the main controller 111 is input. And the fourth signal 312 input to the sub-control unit 112 coincide with each other.

Accordingly, since the main control unit 111 and the sub-control unit 112 receives and processes the same signal, it is possible to stably control the vehicle by checking the mutual operation state, and determine whether any one abnormality occurs. .

4 is a diagram illustrating an example of a normal signal input through the distortion compensation unit in the control circuit of the electric vehicle according to the present invention. In this case, the third signal 321 is a signal when the distortion compensation unit is not provided, and the fourth signal 322 is a signal when the distortion compensation unit is provided.

Even if the AD check mode of the main controller 111 and the sub controller 112 is set to the floating check state, when the distortion compensation unit is not provided, signal distortion occurs as in the third signal 321.

When the distortion compensator 113 is not provided in the controller 110, when an external unit of the controller 110 is opened or when a signal input is interrupted or when the sensor is opened 323, the main controller 111 and the sub-controller ( The signal input to 112 should be 0V, but the voltage recognized inside the main control unit 111 and the sub-control unit 112, like the fifth signal 321, gradually rises instead of 0V.

In this case, the main controller 111 and the sub controller 112 may misjudge that a predetermined signal is input and control the vehicle accordingly, which may cause the vehicle to malfunction.

Meanwhile, when the distortion compensator 113 is provided, the main controller 111 and the sub-controller 112 are recognized inside the external unit or the sensor open 323, as in the sixth signal 322. The voltage is kept at 0V.

 Therefore, the present invention sets the internal AD check mode setting of the main control unit and the sub control unit to the floating check state in the control unit of the plurality of processors, and includes a distortion compensation unit, thereby substantially matching the signals input to the plurality of processors, The signal can be compensated for normal recognition even when open.

Accordingly, according to the present invention, as a plurality of processors process and control the vehicle based on the same signal, the efficiency according to the vehicle control is improved, and the stability of vehicle tracking is ensured.

While the above has been shown and described with respect to preferred embodiments of the present invention, the present invention is not limited to the specific embodiments described above, it is usually in the technical field to which the invention belongs without departing from the spirit of the invention claimed in the claims. Various modifications can be made by those skilled in the art, and these modifications should not be individually understood from the technical spirit or the prospect of the present invention.

110: control unit 111: main control unit
112: sub-control unit 113: distortion compensation unit
130: sensor unit 140: interface unit
150: motor control unit 160: power supply unit

Claims (6)

A main controller configured to generate control data for controlling the operation of the vehicle in response to signals input from the plurality of sensors measuring the state of the vehicle;
A sub-control unit which receives the signals from the plurality of sensors, generates control data for vehicle control, compares the control data with the control data of the main controller, and monitors an operation state of the main controller; And
And a distortion compensator for compensating for distortion of the signals input from the plurality of sensors to allow the same signal to be input to the main controller and the sub controller. The method of claim 1,
The distortion compensator is connected to the main controller and the sub-control unit, respectively, through at least one resistor, and applies the signals input from the plurality of sensors to the main controller and the sub-control unit. Circuit. The method of claim 1,
And the main controller and the sub controller set the AD check mode to a floating check state in which the value of the input signal is read as it is. The method of claim 3, wherein
The distortion compensator compensates for a signal such that the voltage recognized in the main controller and the sub-control unit becomes 0V when the plurality of sensors or the external unit to be connected are in an open state. . The method of claim 3, wherein
The distortion compensation unit includes a control circuit of an electric vehicle including at least one resistor configured in a pull down (Pull Down) method. The method of claim 5, wherein
The distortion compensator includes a variable resistor whose resistance value is changed according to the sensor connected to the electric vehicle control circuit.

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