KR20120062107A - Unit for driving oil pump for plug-in hybrid vehicle and method thereof - Google Patents

Abstract

PURPOSE: A control method and device for oil pumps of plug in hybrid electric vehicles are provided to rapidly notifying fault signals of a hall sensor or motor by communicating with a main controller through a CAN(Controller Area Network) transceiver. CONSTITUTION: A control device(10) for oil pumps for plug in hybrid electric vehicles comprises a motor driving unit(42), a hall sensor(44), a CAN transceiver(60), a CPU(Central Processing Unit)(30), and a power supply unit(20). The motor driving unit drives a motor(43) for driving the oil pump. The hall sensor senses a location of a motor rotor. The CAN transceiver receives and transmits PWM(Pulse Width Modulation) signals from a main control unit(100). The CPU receives the RPM of an engine and the target RPM from the main control unit. The CPU sends the target RPM to the motor driving unit. The CPU receives the real RPM of the motor for driving the oil pump from the motor driving unit, and transmits the real RPM to the main control unit. The power supply unit supplies power to the CPU and motor driving unit.

Description

Oil pump control device and control method for plug-in hybrid vehicle {UNIT FOR DRIVING OIL PUMP FOR PLUG-IN HYBRID VEHICLE AND METHOD THEREOF}

The present invention relates to an oil pump control apparatus and a control method for a plug-in hybrid vehicle, and more particularly, a plug-in for controlling driving of an oil pump for supplying hydraulic oil necessary for an engine clutch and a transmission provided between an engine and an electric motor of a hybrid vehicle. An oil pump control apparatus and control method for a hybrid vehicle.

In general, a hybrid electric vehicle refers to an efficient combination of two or more different power sources to drive a vehicle, and in most cases, an electric motor driven by an engine and a battery power that obtains 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 vehicles is being actively conducted.

Hybrid vehicles can form a variety of structures using engines and electric motors as power sources. Hybrid vehicles that have been studied to date are either parallel or in series.

The applicant of the Korean Patent Application No. 10-2008-0071452 (filed on July 23, 2008), 10-2008-0085730 (filed on September 1, 2008), 10-2009-0026798 (2009 And filed on March 30, 2008, 10-2009-0027919 (filed April 1, 2009), and the like, and disclosed and applied to an oil pump driving device for a hybrid vehicle.

1 is a configuration diagram showing a system of a conventional hybrid vehicle.

As shown in FIG. 1, the system of a conventional hybrid vehicle includes an engine 5 and a motor 6 as driving sources for driving a vehicle, and an inverter 1 and a DC / DC converter 2 for operation thereof. , A high voltage battery 3, and the like, and as a control means, a hybrid control unit (hereinafter referred to as “HCU”), an engine control unit (hereinafter referred to as “ECU”), and motor control Unit (Motor Control Unit, hereinafter referred to as 'MCU'), Battery Management System (hereinafter referred to as 'BMS'), Transmission Control Unit (hereinafter referred to as 'TCU') and the like.

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

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

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

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

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

On the other hand, the oil pump control apparatus for a hybrid vehicle described in the above patent documents is driven by a battery power, that is, a 12V DC power source for driving the oil pump motor, the current consumed when the load of the motor increases significantly Since this increases, there was a problem that the power efficiency is lowered.

Therefore, development of a technology capable of driving an oil pump using a power supply of a high voltage battery provided in a plug-in hybrid vehicle is required.

The present invention is to solve the above problems, an object of the present invention is to provide an oil pump control apparatus and control method for a plug-in hybrid vehicle for driving the oil pump applied to the hybrid vehicle using a high voltage of 100V or more.

Another object of the present invention is to provide an oil pump control apparatus and control method for a plug-in hybrid vehicle which can reduce electric current consumption of the oil pump to reduce power consumption of the hybrid vehicle.

According to a feature of the present invention for achieving the above object, the present invention is an oil pump control device for driving a sensor-type oil pump driving motor mounted on a plug-in hybrid vehicle, driving the oil pump driving motor The motor driving means, the Hall sensor for detecting the position of the rotor provided in the motor, the CAN transceiver for transmitting and receiving a PWM signal with the main control unit, the engine RPM and the target RPM of the vehicle from the main control unit received through the CAN transceiver Outputs the target RPM of the motor as a PWM signal to the motor driving means, and receives the actual RPM of the motor for driving the oil pump from the motor driving means and transmits to the main control unit and the central processing unit and the central processing unit and the motor drive A power supply unit for supplying power to each of the means; The actual RPM of the motor is calculated and transmitted to the CPU based on the position of the driver, the motor driver connected to the gate driver and driving the motor, and the rotor transmitted from the hall sensor, and outputted from the CPU. And a motor controller for outputting the PWM control signal to the gate driver, wherein the power supply unit supplies a high voltage of a high voltage battery to the motor driver and the gate driver, and provides a voltage of the battery to the CPU, the CAN transceiver, and the motor controller. To supply.

The present invention may further include a signal converting unit for converting a signal transmitted from the low voltage unit receiving the low voltage from the power supply unit to the high voltage unit receiving the high voltage.

The signal converter is a digital isolator for isolating and converting the motor drive signal output from the motor controller as a low voltage signal to a high voltage signal.

The power supply unit is an EMC filter for reducing electromagnetic compatibility (EMC) noise included in a high voltage applied through a power relay assembly from the high voltage battery, and a current for sensing a current supplied from the EMC filter to the motor driving unit. Insulation DC / DC converter that insulates and converts the noise filter to reduce electrical noise of the constant power and ignition key input power applied from the battery and the constant power and ignition key input power from the low voltage power to the power of the high voltage. And a first voltage regulator for converting voltage levels of the regular power supply and the ignition key input power supply, and a second voltage regulator for converting a voltage level of the voltage converted in the isolated DC / DC converter.

The motor driver is a three-phase full bridge circuit, and is characterized by being composed of an insulated gate bipolar transistor device or a field effect transistor device.

The power applied to the motor from the high voltage battery is characterized in that at least 100V or more.

According to another feature of the present invention, the present invention provides a control method of an oil pump for a plug-in hybrid vehicle, the method comprising: (a) applying power of a battery to a low voltage part of an oil pump control apparatus for a plug-in hybrid vehicle; Converting the power applied in step) and applying it to the high voltage part of the plug-in hybrid vehicle oil pump control device; and (c) performing CAN communication with the main controller through a CAN transceiver to drive the motor provided in the oil pump. Generating a PWM control signal to control and (d) applying the high voltage of the step (b) to the motor provided in the oil pump according to the PWM control signal generated in the step (c) to drive the motor Controlling the step.

The step (a) may include (a1) removing electrical noise of the battery power source, (a2) converting a voltage level of the battery power source into a driving voltage level of the low voltage unit, and (a3) converting the battery power source into the Insulating and stepping up by the driving voltage of the high voltage unit, and (a4) converting the voltage level of the driving voltage converted in the step (a3) to the driving voltage level of the high voltage unit.

In the step (b), (b1) removing the EMC noise included in the high voltage of the high voltage battery, (b2) applying the high voltage from which the noise is removed in the step (b1) to the three-phase full bridge circuit. And driving (b3) sensing the current supplied to the motor in step (b2) and transferring the motor to the central processing unit.

In the step (c), (c1) detecting the position of the rotor provided in the motor using the hall sensor, and (c2) transmitting the detection signal according to the detected position in the step (c1) to the central processing unit. And setting the duty value of the PWM control signal based on the detection signal received in the step (c2) and the target RPM of the motor received by the CAN communication. It is done.

In step (d), (d1) continuously detecting the position of the rotor provided in the motor by using a hall sensor and transmitting the detected signal to the CPU and the motor driving means, (d2) The (d1) Determining the position of the rotor in the motor driving means received the sensing signal of step), changing the input period of the motor switching signal based on the determined rotor position, and transmitting a taco signal to the central processing unit, (d3) Calculating the current RPM of the motor in the CPU receiving the detection signal of the (d1) step and the taco signal of the (d2) step; and (d4) the calculated value of the (d3) step. And calculating a difference between the current RPM and the target RPM to generate a PWM control signal changed to a duty value proportional to the insufficient RPM.

The main processor receiving the detection signal of the step (d1) diagnoses whether the motor is normally driven and whether there is an error in the hall sensor. When a diagnosis occurs, the main controller controls the error. It is characterized by notifying the fact that the abnormal occurrence.

As described above, the present invention can reduce the power consumption of the hybrid vehicle by driving the motor by using the high voltage of the high voltage battery to reduce the current consumed when driving the motor.

In particular, according to the experimental results, when driving the motor using a power source of the battery as described in the prior art consumes more than 50A of current at maximum load, the present invention drives the motor using a high voltage battery power supply of less than 10A Since the current is consumed, the fuel efficiency is improved by improving power efficiency of the hybrid vehicle.

In addition, the present invention communicates with the main control unit such as the HCU, ECU, TCU through the CAN transceiver to quickly notify the abnormal occurrence signal when the motor or hall sensor abnormality occurs, and receives the control signal of the main control unit to receive the motor or hall It can respond suitably to the abnormality of a sensor.

In addition, the present invention can drive the motor by using the power of the high-voltage battery and configure the IGBT element in the motor driving unit can increase the safety for high voltage switching.

1 is a configuration diagram showing a system of a conventional hybrid vehicle.
Figure 2 is a block diagram schematically showing an oil pump control apparatus for a hybrid vehicle according to an embodiment of the present invention.
3 is a flowchart illustrating a method of controlling an oil pump for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention.

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

2 is a block diagram schematically showing an oil pump control apparatus for a hybrid vehicle according to an exemplary embodiment of the present invention.

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

In the present embodiment, the battery provided in the hybrid vehicle applies constant power to the central processing unit for driving the motor, and applies the ignition key input power IG_V to the motor driving means when the ignition key IG is turned on. Hereinafter, the ignition key IG input power will be described as 'battery power'.

Plug-in hybrid vehicle oil pump control apparatus 10 according to an embodiment of the present invention, as shown in Figure 1, the power supply unit 20, the central processing unit 30, the motor controller 40, the gate driver 41 ), A motor driver 42, a signal converter 50 that converts the drive signal of the motor controller 40 into a high voltage signal, and transmits the signal to the gate driver 41, and the CAN transceiver 60.

In particular, the oil pump control apparatus 10 for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention applies a voltage of the high voltage unit 11 and the battery 120 to which a voltage of the high voltage battery 110 is applied, such as a low voltage of 12V. A signal conversion unit converting the low voltage signal transmitted from the low voltage unit 12 to the high voltage unit 11 into a high voltage signal while transmitting the low voltage unit 12 and the high low voltage unit 11 and the low voltage unit 12 in an insulated state. And 50.

In general, the voltage of the high voltage battery 110 is about 270V to 420V, on average about 360V.

However, in the present invention, it should be noted that the high voltage of 100V or more can drive the motor 43. Therefore, the present invention can normally drive the motor even in the over-discharge state of the high voltage battery (110).

Referring to FIG. 2, the high voltage unit 11 includes an EMC filter 21, a second voltage regulator 26, a motor driver 42, and a gate driver 41 of the power supply unit 20, and the low voltage unit 12. ) Includes a central processing unit 30, a motor controller 40, and a CAN transceiver 60.

To this end, the power supply unit 20 is for reducing electromagnetic compatibility (EMC) noise included in the high voltage applied from the power relay assembly (hereinafter referred to as 'PRA') 111 connected to the high voltage battery 110. The EMC filter 21, the current sensing unit 22 for sensing the current applied to the motor driving unit 42 from the EMC filter, the noise filter 23 for supplying power to the low voltage unit 12 by receiving battery power, and Stepped up from the single-voltage regulator 24, the isolated DC / DC converter (hereinafter referred to as "converter") and converter 25 to insulate the power output from the first voltage regulator 24 to step up to a high voltage And a second voltage regulator 26 for converting the driving voltage.

The PRA 111 serves to block and connect the flow of the high voltage applied from the high voltage battery 110, and the central processing unit 30 performing CAN communication with a BMS (Battery Management System) (not shown). In accordance with the control of the high voltage battery 110 is provided with a relay (not shown) to cut off and connect the power applied.

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

On the other hand, the current sensing unit 22 detects the current supplied to the motor drive unit 42 from the EMC filter 21 provided in the high voltage unit 11 to the central processing unit 30 provided in the low voltage unit 12 To pass.

To this end, the current sensing unit 22 is insulated therein to convert the signal of the high voltage unit 11 into a signal of the low voltage unit 12 while the high voltage unit 11 and the low voltage unit 12 are insulated from each other. It is desirable to have a current sensor.

The noise filter 23 reduces the electrical noise of the battery power supplied from the battery 120, and the first voltage regulator 24 sets the voltage level of the battery power supplied through the noise filter 23 to a low voltage part of 5V ( 12) The voltage is converted into a voltage and supplied to the CPU 30, the motor controller 41, and the signal converter 50.

The converter 25 insulates and boosts the battery power with a high voltage part driving voltage of 15 V, and supplies the boosted driving voltage to the gate driver 41 of the high voltage part 11.

The second voltage regulator 26 converts the driving voltage from the converter 25 into a high voltage part voltage of 5V and supplies it to the signal conversion part 50.

The CPU 30 receives the RPM and the target RPM of the vehicle engine from the main controller 100 such as the MCU and the TCU, and outputs the mode control signal and the target RPM of the motor 43 to the motor controller 40 as PWM signals. At the same time, the actual RPM of the motor 43 and the current value supplied from the EMC filter 21 to the motor driver 42 are received from the motor controller 40 and transmitted to the main controller 100 through CAN communication. In addition, the central processing unit 30 sets the rotational speed of the motor 44 based on the detection signal transmitted from the hall sensor 44 for detecting the position of the motor 43, and whether or not the hall sensor 44 is abnormal. Diagnosis of the motor 43 determines whether the motor 43 is normally driven.

That is, in the structure as shown in FIG. 2, the central processing unit 30 controls the driving of the motor 43 according to a command from the main control unit 100 through the CAN transceiver 60, respectively.

On the other hand, between the central processing unit 30 and the TCU of the main control unit 100 may be provided with a TCU connection line (not shown) using a hard wire to enable communication even when a CAN communication failure occurs.

The internal control interval of the CPU 30 is not a conventional constant time interval but a time-variant method, which is inversely proportional to the RPM of the motor 43. In addition, the CPU 30 uses the PWM duty (Duty,%) calculated to increase or decrease through PID control, and performs feedback control so that the motor 43 reaches the target rotational speed. It may be possible.

The motor controller 40, the gate driver 41, and the motor driver 42 are motor driving means, and the gate driver 41 is a switching circuit provided to output or interrupt the PWM signal.

In this case, the gate driver 41 is provided as a high voltage integrated circuit gate driver driven by a high voltage of the high voltage battery.

The motor driver 42 includes a 3-phase full bridge circuit, and includes an insulated gate bipolar transistor (IGBT) device or a field effect transistor (hereinafter, referred to as "IGBT"). A device called 'FET'.

For example, an N-channel IGBT element is used for both the high side and the low side of the motor driver 42.

In general, although the FET device is used for the motor driving unit 42, the present invention drives the motor by using a power source of a high voltage battery and configures the IGBT device in the motor driving unit to increase safety for high voltage switching.

Of course, the motor driver 42 may be configured in the same manner using the FET device.

The hall sensor 44 detects a change in the magnetic field according to the position of the rotor provided in the motor 43, and transmits a detection signal to the central processing unit 30 and the motor controller 40.

Then, the motor controller 40 determines the position of the rotor according to the detection signal of the hall sensor 44 to change the input period of the motor switching signal, and the central processing unit 30 to the actual RPM of the motor 43. Delivers a tacho signal.

The signal converter 50 is a digital isolator for converting the low voltage part signal of the motor controller 40 into the high voltage part signal and transferring the signal to the gate driver 41.

The oil pump control apparatus for a plug-in hybrid vehicle having the configuration as described above may reduce power consumption of the hybrid vehicle by driving a motor by using a high voltage of a high voltage battery.

Next, a method of driving an oil pump for a plug-in hybrid vehicle according to an exemplary embodiment of the present invention will be described in detail with reference to FIG. 3.

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

As shown in FIG. 3, in the plug-in hybrid vehicle oil pump control method according to an exemplary embodiment of the present invention, when an ignition key (IG, not shown) input signal is input in a state in which constant power is received from the battery 120. It starts while receiving battery power (S10).

As the ignition key input signal is input in step S10, the noise filter 23 of the power supply unit 20 removes electrical noise of the battery power, and the first voltage regulator 24 is driven to drive the voltage level of the battery power. The voltage is converted into a low voltage unit voltage of 5 V and output to the central processing unit 30, the motor controller 40, and the signal conversion unit 50 (S12).

The converter 25 insulates and boosts the low voltage part voltage of 5 V with the high voltage part driving voltage of 15 V, and then outputs the boosted driving voltage to the gate driver 41 (S13).

At this time, the CPU 30 controls the driving of the PRA 111 to apply the high voltage of the high voltage battery 110 to the motor driving unit 42 via the EMC filter 21.

Subsequently, the second voltage regulator 26 converts the boosted driving voltage into a high voltage part voltage of 5 V and outputs the converted voltage to the signal conversion part 50 (S14).

Accordingly, the CPU 30 performs CAN communication with the main controller 100 through the CAN transceiver 60 (S15).

That is, when the main controller 100 transmits the first command for driving the motor 43 to the CPU 30 through CAN communication, the CPU 30 receives the duty value according to the command of the main controller 100. Set and transfer the PWM control signal of the set duty value to the motor controller 40 (S16).

At this time, the hall sensor 44 senses the position of the rotor provided in the motor 43 and transmits a detection signal to the motor controller 40 (S17).

Then, the motor controller 40 detects the position of the rotor using the detection signal transmitted from the hall sensor 44 and generates a motor driving signal in the form of a low voltage signal based on the detected position (S17). Subsequently, the converter 25 insulates the received motor driving signal, converts the received motor driving signal into a high voltage signal, and transfers the signal to the gate driver 41 (S18).

The gate driver 41 generates a switching signal of 15V for driving the low side IGBT device and a switching signal of output voltage 360V + 15V of the PRA for driving the high side IGBT device and applies it to the gate of the IGBT device. (S19).

Accordingly, the motor driver 42 drives the motor 43 by switching the output voltage of the PRA 111 according to the motor driving signal (S20).

When the motor 43 is driven through the above process, the hall sensor 44 continuously detects a change in the magnetic field according to the rotation of the rotor, and transmits a detection signal to the CPU 30 and the motor controller 40. .

The CPU 30 determines whether the motor 43 is normally driven by inspecting a restrained state in which the motor 43 is mechanically stopped based on the detection signal from the hall sensor 44, and determines the hall sensor 44. ) Is diagnosed as abnormal (S21).

If an abnormality occurs in the hall sensor 44 or the motor 43, the CPU 30 notifies the main controller 100 of the abnormality of the motor 43 through the CAN transceiver 60. The control signal is generated to stop the driving or the driving of the motor 43 is controlled according to the control signal of the main controller 100.

The motor controller 40 determines the position of the rotor based on the detection signal from the hall sensor 44, and changes the input period of the motor switching signal based on the determined position of the rotor, 30) to pass the taco signal.

Then, the central processing unit 30 calculates the current RPM of the motor 43 by using the taco signal (S23), calculates the difference between the current RPM and the target RPM, and changes the duty value proportional to the insufficient RPM. The control signal is generated to control the driving of the motor 43 (S24). At this time, the CPU 30 transfers the current RPM calculated through the CAN transceiver 60 to the main controller 100.

By controlling the driving of the motor 43 by repeatedly performing steps S17 to S24 using the duty value changed in step S24 until the ignition key is turned off to stop driving of the motor 43 in step S25. do.

If the ignition key is turned off in operation S25, the CPU 30 may store various data performing a control operation in an EEPROM provided therein, and may include a gate driver 41 and a signal converter. The high voltage unit output to 50 is turned off to control the motor 43 to stop driving.

Accordingly, the driving of the motor 43 is terminated (S26), and all the powers applied to the entire hybrid vehicle except for the constant power are turned off to terminate all operations of the hybrid vehicle.

According to the experimental results of the plug-in hybrid vehicle oil pump control apparatus as described above, the oil pump for driving the motor using the power of the conventional battery consumes more than 50A of current at the maximum load of the motor, the present invention is a high voltage battery power supply If it is 100V or more, less than 10A of current was consumed.

Therefore, the present invention can provide one way to improve the fuel efficiency of the vehicle by improving the power efficiency of the hybrid vehicle.

Through the above process, the present invention reduces the power consumption of the hybrid vehicle by driving the motor using a high voltage from the high voltage battery to reduce the current consumption by increasing the voltage supplied to the motor.

The scope of the present invention is not limited to the embodiments described above, but is defined by the claims, and various changes and modifications can be made by those skilled in the art within the scope of the claims. It is self evident.

10: Plug-in hybrid vehicle oil pump drive
11: high voltage section 12: low voltage section
20: power supply 21: EMC filter
22: current detector 23: noise filter
24: first voltage regulator 25: isolated DC / DC converter
26: second voltage regulator 30: central processing unit
40: motor controller 41: gate driver
42: motor drive unit 44: Hall sensor
50: signal conversion unit 51: signal input unit
52: signal receiver 60: CAN transceiver
100: main control unit 110: high voltage battery
111: PRA 120: battery

Claims (12)

An oil pump controller for driving a sensor-type oil pump driving motor mounted in a plug-in hybrid vehicle,
Motor driving means for driving the motor for driving the oil pump,
Hall sensor for detecting the position of the rotor provided in the motor,
CAN transceiver for transmitting and receiving PWM signal with the main control unit,
The engine RPM and the target RPM of the vehicle are input from the main control unit through the CAN transceiver, and the target RPM of the motor is output as a PWM signal to the motor driving means, and the actual RPM of the oil pump driving motor is output from the motor driving means. Central processing unit for receiving and transmitting to the main control unit;
And a power supply unit for supplying power to the central processing unit and the motor driving means, respectively.
The motor driving means calculates and transmits the actual RPM of the motor to the central processing unit based on the position of the gate driver, the motor driver connected to the gate driver and driving the motor, and the rotor transmitted from the hall sensor, And a motor controller for outputting the PWM control signal output from the central processing unit to the gate driver.
The power supply unit supplies a high voltage of a high voltage battery to the motor driver and the gate driver, and supplies the voltage of the battery to the central processing unit, CAN transceiver and motor controller. The method of claim 1,
The oil pump control device for a plug-in hybrid vehicle further comprises a signal converting unit for converting a signal transmitted from the power supply to the high voltage unit is supplied from the low voltage unit is supplied with a low voltage. The method of claim 2, wherein the signal conversion unit
And a digital isolator for insulating and converting a motor driving signal output from the motor controller as a low voltage signal into a high voltage signal. According to claim 1, wherein the power supply unit
EMC filter for reducing the electromagnetic noise (EMC) contained in the high voltage applied through the power relay assembly (Power Relay Assembly) from the high voltage battery,
A current sensing unit sensing a current supplied to the motor driving unit from the EMC filter;
Noise filter for reducing the electrical noise of the constant power and ignition key input power applied from the battery,
An insulated DC / DC converter which insulates and converts the constant power and ignition key input power from the low voltage power to the power of the high voltage;
A first voltage regulator for converting voltage levels of the regular power supply and the ignition key input power supply;
And a second voltage regulator for converting a voltage level of the voltage converted by the insulated DC / DC converter. The method of claim 1, wherein the motor drive unit
3. A 3-phase full bridge circuit, comprising: an insulated gate bipolar transistor element or a field effect transistor element; The method according to any one of claims 1 to 5,
Power supply applied to the motor from the high voltage battery is at least 100V or more, the oil pump control device for a plug-in hybrid vehicle. As a control method of the plug-in hybrid vehicle oil pump,
(A) applying the battery power to the low voltage portion of the plug-in hybrid vehicle oil pump control device,
(b) converting the power applied in the step (a) and applying it to the high voltage part of the plug-in hybrid vehicle oil pump control apparatus;
(c) performing CAN communication with a main control unit via a CAN transceiver to generate a PWM control signal for controlling the driving of the motor provided in the oil pump; and
(d) controlling the driving of the motor by applying the high voltage of the step (b) to the motor provided in the oil pump according to the PWM control signal generated in the step (c). Plug-in hybrid vehicle oil pump control method. 8. The method of claim 7, wherein step (a)
(a1) removing electrical noise of the battery power source,
(a2) converting a voltage level of the battery power source into a driving voltage level of the low voltage unit;
(a3) boosting the battery power by isolating the battery power with the driving voltage of the high voltage unit;
and (a4) converting the voltage level of the driving voltage converted in the step (a3) into the driving voltage level of the high voltage unit. 8. The method of claim 7, wherein step (b)
(b1) removing the EMC noise included in the high voltage of the high voltage battery;
(b2) driving the motor by applying a high voltage from which noise is removed in step (b1) to a three-phase full bridge circuit; and
and (b3) detecting the current supplied to the motor in step (b2) and transmitting the current to the central processing unit. 8. The method of claim 7, wherein step (c)
(c1) detecting the position of the rotor provided in the motor using a hall sensor;
(c2) transmitting a detection signal according to the position detected in the step (c1) to the CPU; and
and (c3) setting a duty value of the PWM control signal based on the detection signal received in the step (c2) and the target RPM of the motor received by the CAN communication. Vehicle oil pump control method. 8. The method of claim 7, wherein step (d)
(d1) continuously detecting the position of the rotor provided in the motor by using a hall sensor and transmitting the detected signal to the CPU and the motor driving means;
(d2) The motor driving means receiving the sensing signal of the step (d1) detects the position of the rotor, changes the input period of the motor switching signal based on the determined rotor position, and transmits a taco signal to the central processing unit. Passing the step,
(d3) calculating a current RPM of the motor in the central processing unit receiving the detection signal of the (d1) step and the taco signal of the (d2) step;
(d4) generating a PWM control signal which is changed to a duty value proportional to the insufficient RPM by calculating a difference between the current RPM and the target RPM calculated in the step (d3). Oil pump control method. 12. The method of claim 11,
The main processor receiving the detection signal of the step (d1) diagnoses whether the motor is normally driven and whether there is an error in the hall sensor. When the diagnosis results in an error in the motor or the hall sensor, the main controller The oil pump control method for a plug-in hybrid vehicle, characterized in that the notification of abnormality occurred.

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