KR20140004439A - Smart electric vehicle and smart operation method thereof - Google Patents

Abstract

A smart electric vehicle of the present invention mutually communicates with a smart control unit (SCU) (100), a motor control unit (MCU) (12), a motor driven power steering (MDPS) (30) in which an advanced smart cruse control (ASCC) for securing driving safety without the operation of an operator in the driving with a CAN network (200). The smart electric vehicle controls the torque of a motor (13) with an operation algorithm forming regenerative braking according to the voltage level of a battery at the reduction for maintaining the distance between cars formed with a front vehicle. The smart electric vehicle produces regenerative braking energy in the driving for stopping a vehicle and in the reduction according to the ASCC by including a VCU (11) which controls the vehicle at the uppermost level.

Description

Smart electric vehicle and its operation method

The present invention relates to an electric vehicle, in particular, when smart driving control (ASCC; Advanced Smart Cruse Control) is secured to maintain safety by maintaining the distance between the preceding vehicle and automatically maintaining the driving speed without the driver's pedal operation during driving, The present invention relates to a smart electric vehicle and its operation method capable of maximizing regenerative braking by implementing regenerative braking even at a deceleration for maintaining a distance between the preceding vehicle and the vehicle.

In addition, the present invention relates to a smart electric vehicle and its operation method by increasing the vehicle stability by reducing the vehicle speed to prevent the lane departure by using steering torque change and regenerative brake control of the inverter when the vehicle leaves the lane during driving. .

In general, a car must be driven under the control of various external environments, such as high speed driving, low speed driving, or parking movement, and the driver can safely drive without any accident by actively controlling the various external environments.

However, if the safety of the car is entirely dependent on the driver's driving ability and the ability to deal with the situation, the inexperienced driver's access to the car being treated as a necessity is inevitably limited.

Therefore, various vehicle control technologies based on the electronic and control technology developed to secure safe driving without the driver's active response are applied to the car, thereby increasing the accessibility of the immature driver to the car, and especially the control convenience of the skilled proficient driver. It will increase.

Typically, a vehicle to which the various vehicle control techniques as described above are applied is called a smart vehicle.

Examples of vehicle control technology applied to smart vehicles include Smart Driving Control (ASCC), Emergency Braking Control (AEBS), Hill Start Assist (HSA), and Descent Control. Hill Decent Control (HDC), Smart Parking Assist System (SPAS) and Parking Assist System (PAS).

The smart driving control (ASCC) is a function that ensures safety by maintaining the distance between the preceding vehicle and the vehicle while automatically maintaining the driving speed without the driver's pedal operation when driving.

The emergency braking control (AEBS) is a function to secure the distance between the preceding vehicle and the vehicle formed without the driver's operation when driving.

The climbing driving control (HSA) is a function that ensures safety by preventing skies when starting after stopping on an uphill road, and the descending driving control (HDC) is a function of securing safety by smoothing downhill driving on a steep slope.

The parking steering control (SPAS) is a convenient rear parking function without shift shifting of the shift lever during parking, and the parking assistance control (PAS) is a rear parking function that quickly responds to torque control even when an unexpected obstacle appears.

Hereinafter, the smart driving control (ASCC) is referred to as an ASCC, the emergency braking control (AEBS) is referred to as AEBS, the climbing driving control (HSA) is referred to as HSA, the descending driving control (HDC) is referred to as HDC, The parking steering control (SPAS) is called a SPAS, and the parking assistance control (PAS) is called a PAS.

However, smart functions such as ASCC, AEBS, HSA, HDC, SPAS and PAS have to be specialized to cooperatively control electronic devices related to the driving of vehicles in order to be applied to actual vehicles, and this aspect is currently being highlighted as an environmentally friendly vehicle. It will greatly limit the applicability of actual vehicles to electric vehicles.

The biggest reason is that electric vehicles do not have transmission, unlike internal combustion engine type vehicles.

For example, when the shift lever is operated to change the traveling speed, the operation of the shift lever in the internal combustion engine type vehicle brings the gear stage change of the transmission, whereas in the electric vehicle, the motor torque change is obtained instead of the gear stage change.

Accordingly, in order to develop and commercialize an electric vehicle as a smart electric vehicle, ASCC, AEBS, HSA, HDC, SPAS and PAS should be specialized to be connected to a motor that is a power source, and in particular, the torque control of the motor is optimized for smart functions. It is inevitable that the development of technology that can be done.

In addition, in the conventional LKAS (Lane Keeping Assist System) method, EPS (Engine Power Steering) outputs only the direction change steering torque for preventing lane departure. Therefore, when the vehicle speed of the vehicle is fast, the function operation depends on the steering system response speed. There may be a problem. That is, lane departure or the like occurs.

Domestic Patent Publication 10-2009-0042359 (April 30, 2009) Domestic Patent Publication 10-2009-0062491 (June 17, 2009) Domestic Patent Publication 10-2009-0062135 (June 17, 2009)

The patent document indicates that the optimum control of the motor torque based on the steering angle (or the turning angle) is implemented in the hybrid vehicle equipped with the rear wheel motor, so that the smart concept can be applied to the hybrid vehicle.

To this end, the patent document is determined whether to perform the motor assist based on the driver's required power, vehicle speed and battery SOC, and after monitoring the steering angle, steering angle change rate and vehicle speed, it is determined whether the steering angle is above the reference value (sharp turn) After calculating the maximum and minimum coefficients according to the steering angle above the reference value and the maximum and minimum coefficients according to the steering angle change rate, the required motor assistance amount is determined, and the motor torque is calculated by adding the driver's required power, vehicle speed and battery SOC conditions to the determined motor assistance amount. Is optimally controlled.

Therefore, the patent document can implement a smart function such as ASCC to secure driving safety without the driver's operation when driving through the torque control of the motor, from which the electric vehicle using the motor as a power source can be developed as a smart electric vehicle It is present.

However, in order for an electric vehicle to be developed as a smart electric vehicle, torque control of a motor cannot be sufficient, and in particular, a motor torque control technology for cooperative control with electronic devices related to the operation of an electric vehicle is inevitably required.

Accordingly, the present invention in view of the above-described invention is formed with the preceding vehicle without the driver's operation during driving or ASCC for securing safety by maintaining the distance between the preceding vehicle and the vehicle while automatically maintaining the running speed without the driver's pedal operation when driving It is convenient without AEBS, which secures the distance between vehicles, HSA, which secures safety by preventing skies when starting from an uphill road, HDC, which provides safety by smoothing downhill driving on rough slopes, or shifting shift of the shift lever when parking. Smart vehicle control technology, such as internal combustion engine cars, is implemented by implementing smart functions such as SPAS that provides rear parking or PAS that provides convenient rear parking for quick response with torque control even when sudden obstacles appear. Smart exhibition that can be commercialized It aims to provide a motor vehicle and its operating methods.

In addition, the present invention in view of the above point is a motor so that the ASCC is connected to the ABS (Anti Brake System) to ensure safety by maintaining the distance between the preceding vehicle and the vehicle while automatically maintaining the running speed without the driver's pedal operation when driving By controlling the torque, regenerative braking can be realized when deceleration to maintain the distance between the preceding vehicle and smart regenerative energy that can generate regenerative braking energy even when braking for stopping the vehicle and also when decelerating according to the implementation of ASCC. Another object is to provide a vehicle and a method of operation thereof.

In addition, even when the vehicle speed is fast, when using the lane departure, by changing the steering torque and regenerative brake control of the inverter to reduce the lane speed to prevent lane departure by providing a smart electric vehicle and its operation method to increase the operation stability and also There is another purpose.

The smart electric vehicle of the present invention for achieving the above object is a motor for generating power using battery power, a motor control unit (MCU) for controlling the motor, and an ABS (Anti Brake System) to perform a vehicle braking And a CAN network communicating with a Motor Driven Power Steering (MDPS) for performing vehicle steering, and a Human Machine Interface (HMI) for displaying a state of the vehicle to a driver. A shift lever for changing a shift stage of the vehicle; An accelerator pedal for vehicle acceleration and a brake pedal for vehicle braking;

Smart driving control that communicates with the CAN network, and has a LIN network that processes the operation signal of the ASCC button and the front vehicle detection signal of the front and rear sensors, and secures driving safety without the driver's operation when driving by mutual communication using the CAN network ( A Smart Control Unit (SCU) on which Advanced Smart Cruse Control is performed;

The motor is operated in a smart driving control mode in which regenerative braking is performed according to the battery voltage level without the driver's operation at the deceleration for maintaining the inter-vehicle distance formed with the preceding vehicle when communicating with the CAN network and executing the smart driving control. A vehicle control unit (VCU) having an operation algorithm for controlling torque and controlling the vehicle at the highest level;

Smart electric vehicle comprising a.

The operation algorithm is in addition to the smart driving control mode, the emergency braking control mode to secure the distance between the preceding vehicle and the vehicle formed without the driver's operation when driving, and the down-driving control mode to ensure safety by smoothing downhill driving on a steep slope. Back driving control mode to ensure safety by stopping the climb when stopping at the uphill, parking steering control mode to provide convenient rear parking function without shift shifting of the shift lever when parking, and sudden obstacles appearing in the rear parking Also characterized in that it further includes a parking auxiliary control mode that quickly responds to the torque control.

In addition, the operation method of the smart electric vehicle of the present invention for achieving the above object is to automatically maintain the running speed without the driver's pedal operation when the SCU (Smart Control Unit) that detects the On (operation) signal of the button driving Smart driving control step of preparing a smart driving control (Advanced Smart Cruse Control) to ensure safety while maintaining the distance between the preceding vehicle and the vehicle;

A vehicle control unit (VCU) that controls the vehicle at the highest level recognizes the start of the smart driving control by communicating with the SCU using a CAN network, and designates it as an initial command speed for maintaining a constant driving speed of the vehicle. Smart driving preparation step;

The driving speed decrease signal inputted to the SCU at the initial command speed by the driver, the preceding vehicle detection signal at which the presence of the preceding vehicle is inputted to the SCU, or the steering angle signal at which the change of the vehicle steering is inputted to the VCU is linked. Smart driving correction step to be corrected to the final command speed;

When the smart driving control is executed at the final command speed, a calculated motor speed of a motor control unit (MCU) for controlling a motor is provided to the VCU, and the VCU calculates a compensation torque from the calculated motor speed to calculate the MCU. And providing again to the MCU, the smart driving control step of controlling torque of the motor with the compensation torque;

A regenerative braking control step of checking a state of charge of the battery and implementing regenerative braking according to the state of charge of the battery without the driver's operation in deceleration for maintaining the inter-vehicle distance formed with the preceding vehicle;

A smart driving stop step of stopping the smart driving control when the SCU detects an off manipulation signal of the button or the VCU detects a brake pedal signal;

It characterized in that the execution is included.

In the smart driving preparation step, the initial command speed is the running speed of the current vehicle.

In the smart driving correction step, the driving speed increase signal is generated in the ASCC lever provided in the button to generate an up-down signal, the preceding vehicle detection signal is generated in the front and rear sensors, and the steering angle signal is A steering angle sensor provided in the motor driven power steering (MDPS) that performs vehicle steering.

The initial command speed correction using the steering angle signal is performed by setting the steering angle and the motor speed linearly and dividing the steering angle into a plurality according to the speed range of the vehicle.

The traveling speed increase signal, the preceding vehicle detection signal, and the steering angle signal are in an Or condition.

In the smart driving control step, the VCU includes a Proportion and Integration (PI) type speed PI controller to provide the compensation torque back to the MCU, the MCU is a three-phase PWM block to provide the motor speed to the VCU And a 3/2 converter that converts three-phase to two-phase, a two-third converter that converts two-phase to three-phase, and a PI (Proportion and Integration) type current PI controller.

In the regenerative braking control step, the regenerative braking is implemented when the state of charge of the battery is a normal state of charge rather than over discharge or overcharge, and the regenerative braking is performed when the state of charge of the battery is in a state of over discharge or over charge. Not implemented

The state of charge of the battery is determined as the voltage level.

When the regenerative braking is implemented, the MCU sets the compensation torque as a reference value and controls the torque of the motor only by inverter control; If the regenerative braking is not implemented, the torque is divided into inverter torque in charge of the inverter of the MCU and ABS torque in charge of the Anti Brake System (ABS), and the torque limit value linearly until the torque becomes zero. Is controlled to lower.

On the other hand, a smart electric vehicle according to another embodiment of the present invention, the vision sensor for recognizing the lane; The VCU calculates the recognized lane, compares the calculated lane recognition value with the lane departure reference value, and outputs driver's steering torque according to the driver's steering information when the lane is normal, or transmits lane departure information when the lane is out of the way. Vehicle Control Unit); Motor Driven Power Steering (MDPS) for receiving lane departure information from the VCU to generate steering torque for movement in the lane and to transmit it to the VCU; A motor control unit (MCU) for receiving lane departure information transmitted from the VCU, calculating a vehicle speed, and comparing the calculated vehicle speed with a deceleration reference value to generate a regenerative braking torque command considering the vehicle speed; And a motor rotating according to the regenerative braking torque command.

The smart electric vehicle may further include a motor variable output control device for outputting the regenerative braking torque to a motor.

The smart electric vehicle may further include a power steering device configured to generate and transmit driver manipulation steering information to the MDPS according to the driver's manipulation.

The smart electric vehicle may further include a battery charged with the regenerative energy generated by the regenerative braking torque.

On the other hand, another embodiment of the present invention, the lane detection step of the vision sensor to recognize the lane; The vehicle control unit (VCU) calculates the recognized lane, compares the calculated lane recognition value with the lane departure reference value, and performs the driver's manipulation steering torque output according to the driver's operation steering information when the lane is normal, or the lane when the lane is out of the lane. Determining a lane recognition value for transmitting departure information; A steering torque generation step of receiving, from the VCU, lane departure information from the VCU, generating steering torque for in-lane movement, and transmitting the steering torque to the VCU; Motor control unit (MCU) receives the lane departure information transmitted from the VCU, calculates the speed of the vehicle, compares the calculated vehicle speed with the deceleration reference value, and generates the regenerative braking torque command considering the vehicle speed. Generating a torque command; And a deceleration step in which a motor rotates and decelerates according to the regenerative braking torque command.

The regenerative braking torque command generation step may further include outputting the regenerative braking torque to the motor by a motor variable output control device.

The lane recognition value determining step may further include generating and transmitting driver manipulation steering information to the MDPS according to a driver's command by the power steering apparatus.

In addition, the operating method of the smart electric vehicle, the step of performing a braking operation by the regenerative braking torque; And charging the battery by using the regenerative energy by the braking operation.

The present invention has the effect that the smart vehicle control technology, such as the internal combustion engine car is put to practical use in the electric vehicle, the merchandise is greatly increased through the actual smart electric vehicle, and the driver is provided with driving convenience utilizing the smart function even during a high-speed turning.

In addition, the present invention is the motor torque is controlled to generate the regenerative braking energy when the deceleration driving to maintain the distance between the ASCC and ABS (Anti Brake System) by the connection, the generation of the regenerative braking energy of the smart electric vehicle stops the vehicle In addition to braking, there is an effect that can be expanded to deceleration.

In addition, the smart electric vehicle of the present invention is extended to the deceleration according to the implementation of the ASCC, along with the braking energy for braking to stop the vehicle, and also has the effect of having high performance and high fuel efficiency as well as higher efficiency than the general electric vehicle have.

In addition, the present invention is linked to the ASCC and ABS (Anti Brake System) only by optimizing the torque control logic of the motor, it can be applied as it is without design changes to the device when constructing a smart electric vehicle has the effect of eliminating the cost increase factor. .

In addition, although the existing system changes only steering torque when leaving the lane, the present invention uses steering torque change and regenerative brake control of the inverter during lane departure, and increases the stability of the operation by reducing the vehicle speed to prevent lane departure. It also works.

In addition, the motor generated energy generated at this time can be charged with a battery, thereby increasing the efficiency.

1 is a block diagram of a smart electric vehicle according to the present invention, Figure 2 is a control block diagram of a vehicle control unit (VCU), a motor control unit (MCU) and a motor for implementing the operation algorithm according to the present invention, 3 is an operation algorithm applied to the smart electric vehicle according to the present invention, Figure 3 is to ensure safety by maintaining the distance between the preceding vehicle and the vehicle while automatically maintaining the running speed without the driver's pedal operation when driving the smart electric vehicle according to the present invention 5 is a control logic for Advanced Smart Cruse Control (ASSC), FIG. 5 is an operating state of a smart electric vehicle on which Advanced Smart Cruse Control (ASSC) is executed according to the present invention, and FIG. The speed compensation diagram according to the turning of the vehicle during the advanced smart cruse control (ASSC) according to the invention, Figure 7 is a smart driving control (ASSC; Advanc according to the present invention) Torque limit curve for limiting the regenerative braking energy to the voltage level (Voltage Level) of the high-voltage battery during the ed Smart Cruse Control, Figure 8 is a lane keeping prevention system (LKAS) in accordance with another embodiment of the present invention 9 is a flowchart illustrating a lane departure prevention process according to the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

1 shows a configuration of a smart electric vehicle according to the present embodiment.

As shown, the smart electric vehicle 1 includes a power unit 10 for generating power using high voltage battery power, an ABS 20 (Anti Brake System) for braking a vehicle, and an MDPS (for steering a vehicle). 30, Motor Driven Power Steering, the shift lever 40 for changing the vehicle traveling speed, the pedal unit 50 for accelerating and decelerating the vehicle, and the HMI 60 for displaying various information by forming a driver's seat. Interface), a road detection sensor 70 for detecting and providing road conditions on a driving road, and an SCU (100, Smart Control Unit) for proactively coping with changes in the driving environment to ensure safe driving without active driver action. The power unit 10 includes a CAN network 200 for intercommunicating with the SCU 100 and a LIN network 300 for internal communication of the SCU 100.

The power unit 10 is connected to the VCU 11 and the vehicle control unit (VCU) for controlling the vehicle with various information including the shift stage information and vehicle acceleration and vehicle deceleration information at the highest level for controlling the vehicle. And a motor control unit (MCU) 12 that controls the motor torque, and a motor 13 whose motor output changes under the control of the MCU 12.

This configuration is the same as the configuration of the power unit provided in a general electric vehicle.

However, in this embodiment, the VCU 11 has a difference in that the torque control logic for controlling the motor 13 to implement a smart electric vehicle is further implemented.

The torque control logic implemented in the VCU 11 is associated with an algorithm for a smart function ASCC or AEBS or HSA or HDC or SPAS or PAS, which will be described in detail later.

As described above, the ASCC is an Advanced Smart Cruse Control (ASCC) function that ensures safety by maintaining the distance between the preceding vehicle and the vehicle while automatically maintaining the driving speed without the driver's pedal operation.

The AEBS is an emergency emergency braking system (AEBS) function that secures the distance between the preceding vehicle and the vehicle to be formed without a driver's operation when driving.

The HSA is a Hill Start Assist (HSA) function that ensures safety by preventing skies when starting after stopping on an uphill road, and the HDC smoothes downhill driving on a steep slope and secures downhill driving (HDC). ; Hill Decent Control).

The SPAS is a Smart Parking Assist System (SPAS) function that provides a convenient rear parking function without shift shifting of the shift lever during parking, and the PAS is quickly controlled by torque control even when an unexpected obstacle appears during rear parking. It is a Parking Assist System (PAS) function.

Hereinafter, the smart driving control (ASCC) is referred to as an ASCC, the emergency braking control (AEBS) is referred to as AEBS, the climbing driving control (HSA) is referred to as HSA, the descending driving control (HDC) is referred to as HDC, The parking steering control (SPAS) is called a SPAS, and the parking assistance control (PAS) is called a PAS.

2 shows a control block of the VCU 11, the MCU 12, and the motor 13 according to the present embodiment.

As shown, the control block is configured such that the role played by the VCU 11 and the role played by the MCU 12 are shared with each other, and the VCU 11 has a PI (Proportion and Integration) type speed PI controller 11a. The MCU 12 includes a three-phase PWM block 12a for three-phase PWM control, a three-second converter 12b for converting three-phase to two-phase, and a two-phase to three-phase. 2/3 converter 12c and PI (Proportion and Integration) type current PI controller 12d.

Accordingly, when the smart function is achieved, the speed is calculated by the MCU 12 and provided to the VCU 11, and the VCU 11 uses the speed information provided by the MCU 12 as feedback information of the speed PI controller 11a. After the command speed is calculated, the calculated command speed is finally determined by intercommunicating with the SCU 110 and the MDPS 30 in charge of the ASCC through the CAN network 200.

On the other hand, when the smart function is released, the speed control function in charge of the VCU 11 is deactivated.

On the other hand, the ABS (20, Anti Brake System) performs braking while preventing the wheel lock (Wheel Lock), the MDPS (30, Motor Driven Power Steering) is an electric steering device, the shift lever 40 is the driver's A shift means having a shift lever to change the shift stage by shift and select, which is the same as that of a general electric vehicle.

The pedal unit 50 is composed of an accelerator pedal 51 for accelerating the vehicle and a brake pedal 52 for decelerating the vehicle, which is the same as that of a general electric vehicle.

The HMI (Human Machine Interface) has a display screen and a buzzer in addition to a general cluster so that all smart functions implemented through the smart unit 100 together with all driving states of the vehicle are provided to the driver in a visual and audible manner. Etc. are further included.

The road surface detection sensor 70 detects the road inclination of the driving road so as to determine the uphill driving or the downhill driving state, and provides the tilt sensor 71 to the VCU 11 and a smart climbing mode for climbing uphill. It consists of an HDC button 72 that can be selected smart down mode to go downhill.

Although the circuit is configured to provide the information of the tilt sensor 71 and the signal of the HDC button 72 to the VCU 11, the circuit may be configured to be provided to the SCU 100 when necessary.

In the present embodiment, the signal of the HDC button 72 is input to the VCU 11 or the SCU 100 so that the HSA which secures safety when driving uphill, which is one of the smart functions, is implemented, and also the HDC securing safety when driving downhill. Can be implemented.

In general, HSA or HDC may be a decent smart controller (DSC) applied as a dedicated controller for this purpose, and the SC 110 (smart controller) constituting the SCU 100 may replace the decent smart controller (DSC).

On the other hand, the SCU (100) receives the information about the driver's will and the external conditions faced by the driving vehicle SC (110, Smart Controller) in which the smart function is implemented, and detects information on the external conditions faced by the driving vehicle SC Object detection sensor 120 for providing to 110, and the mode button 130 for providing the driver will information to the SC (110).

The SC 110 acts as a general purpose controller that can implement both the ASCC, AEBS, HSA, HDC, SPAS and PAS.

However, if necessary, the SC 110 may act as a controller implemented by ASCC, AEBS, HSA, HDC, SPAS, or PAS, respectively.

For example, ASCC ECU can be applied to ASCC instead of SC 110, ABS ECU can be applied to AEBS instead of SC 110, DSC ECU can be applied to HSA and HDC instead of SC 110, SC to SPAS The SPAS ECU may be applied instead of the 110 and the PAS ECU may be applied to the PAS instead of the SC 110.

Therefore, in this embodiment, ASCC or AEBS or HSA or HDC or SPAS or PAS does not need to be developed separately for electric vehicles, and ASCC or AEBS or HSA or HDC applied to internal combustion engine vehicles. B or SPAS or PAS can be applied to electric vehicles without any mechanical design changes.

On the other hand, the object detection sensor 120 detects the peripheral information on the side of the vehicle and transmits to the SCU 110, the side sensor 121, and detects the peripheral information on the front and rear of the vehicle SCU (110) It consists of the front and rear sensors 122 to transmit to.

Here, the side sensor 121 and the front and rear sensors 122 may be applied to an ultrasonic sensor or a radar, it is usually not limited if the same action and effect can be achieved.

The mode button 130 is a SPAS button 131 including an ASCC set switch and a lever to transmit a start signal to the SC 110 to implement a smart function when the reverse parking, and a start signal to implement a smart function during cruise driving It includes an ASCC button 132 for transmitting to the SC 110, and an AEBS button 133 for transmitting a start signal to the SC 110 to implement a smart function when emergency braking.

Here, the SPAS button 131 is associated with the SPAS and PAS, the ASCC button 132 is associated with the ASCC, the AEBS button 133 is associated with the AEBS.

The CAN network 200 is responsible for internal and external communication between the VCU 11, MCU 12, ABS 20, MDPS 30, HMI 60 and SC 110, the LIN network 300 is responsible for internal communication between the SC 110 and the side sensor 121 and the front and rear sensors 122.

The communication protocols for this are mutually regulated according to defined conditions.

On the other hand, Figure 3 is an operation algorithm applied to the smart electric vehicle according to the present embodiment, this operation algorithm may be mounted on the VCU (11) or SC (110).

The operation algorithm is switched to the execution state through the key-on of S10, and the mode operation signal of S20 input by the driver's will is selected as the execution mode to be operated in S30.

Here, the mode operation signal is provided from the signal of the SPAS button 131, the ASCC button 132, the AEBS button 133 and the HDC button 72.

The execution mode of the operation algorithm is divided into a cruise mode of S40, a braking mode of S50, a falling mode of S60, a climbing mode of S70, a parking mode of S80 and an obstacle mode of S90.

The cruise mode defined in this embodiment is an algorithm for ASCC implementation, the braking mode is an algorithm for AEBS implementation, the falling mode is an algorithm for HDC implementation, the climbing mode is an algorithm for HSA implementation, The parking mode is an algorithm for implementing SPAS, and the buried mode is an algorithm for implementing PAS.

The execution mode of the operation algorithm is stopped by inputting a mode stop signal through the driver's will as in S100. When the operation algorithm is stopped, the operation mode is kept in a standby state until another mode operation signal is input as in S200.

Meanwhile, FIG. 4 shows logic for an ASSC applied to a smart electric vehicle.

S40 refers to a cruise mode among various smart functions implemented in a smart electric vehicle, and the cruise mode is executed by an ASCC executed through S410 to S480.

S410 is a step of recognizing the activation of the ASCC function in the SC 110, the ASCC button 132 is pressed for this purpose, the signal is made by inputting the signal according to the operation of the ASCC button 132 to the SC (110).

When the ASCC button 132 is operated, the ON signal of the ASCC set switch 132a provided in the ASCC button 132 is input to the SC 110, as shown in FIG. 5, and the ASCC lever 132b. Up-Down signal according to the operation of the) is input to the SCU (110).

In this case, the SC 110 may be an ASCS ECU.

S420 is a step in which the VCU 11 designates the driving speed of the current vehicle as the command speed, which is immediately performed by the VCU 11 recognizing the SC 110 activated by the CAN network 200, and in this state, the VCU 11 controls the traveling speed of the vehicle at the designated command speed.

However, in the present embodiment, the VCU 11 is characterized in that the modification procedure of the command speed is further performed without directly using the command speed for vehicle speed control, and various conditions for modifying the command speed are also applied. do.

In this embodiment, the driver's will, the driving environment change, and the road condition change are applied.

As shown in FIG. 5, the driver's will is a driving speed increase and decrease signal (a) made through an up-down operation of the ASCC lever 132b of the ASCC button 132, and the driving environment change is a forward / backward sensor. The preceding vehicle detection signal b detected through 122, and the road condition change is a steering angle signal c of the MDPS 30 in accordance with the turning.

The driving speed increase signal a, the preceding vehicle detection signal b, and the steering angle signal c are applied as correction factors for correcting the command speed.

S431 is a command speed correction step using the driving speed increase signal (a) through the up-down operation of the ASCC lever 132b of the ASCC button 132, through which the VCU 11 is driven by the driver's will. Therefore, in order to control the running speed of the vehicle constantly, the command speed that was initially set is reassigned as a new command speed.

In this process, as shown in FIG. 5, there is an up-down operation of the ASCC lever 132b at the driver's will, and the driving speed increase and decrease signal a is input to the SCU 110 through this operation. (11) is made by recognizing the information of the SC 110 by mutual communication (d) using the CAN network 200.

S431 is a command speed correction step in which the preceding vehicle detection signal b detected through the front and rear sensors 122 is used, whereby the VCU 11 decelerates the running speed of the vehicle constantly when there is a preceding vehicle in the traveling direction. Reassign the command speed set initially to the new command speed for control.

In this process, as shown in FIG. 5, the front and rear sensors 122 detect the preceding vehicle existing in the driving direction, and the preceding vehicle detection signal b is input to the SC 110 through the VCU 11. This is achieved by recognizing the information of the SC 110 by the mutual communication (d) using the CAN network 200.

S433 is a command speed correction step using the steering angle signal (c) provided from the MDPS (30), through which the VCU 11 is initially set so that the running speed of the vehicle can be constantly decelerated and controlled when the vehicle is turned. Reassigns the commanded speed to the new commanded speed.

In this process, as shown in FIG. 5, the detection signal of the steering angle sensor is provided to the MDPS 30 according to the driver's steering wheel operation, through which the VCU 11 communicates with each other using the CAN network 200 (d). This is achieved by receiving the steering angle signal c of the MDPS 30.

FIG. 6 shows an example of a command speed compensation diagram obtained by VCU 11 via MDPS 30 and CAN communication from steering angle change caused by cornering degree of the vehicle.

As shown, the X axis represents the steering angle, which is information transmitted from the MDPS 30, the Y axis represents the compensation command speed value, and the speed command compensation line through this is linear according to the steering angle, and the command speed compensation It can be seen that the value of the output torque of the motor 13 can be optimally controlled when the vehicle turns by changing the range according to the speed range of the vehicle.

In this case, the speed range of the vehicle is classified into 60KPH ~ 80KPH, 80KPH ~ 100KPH, 100KPH ~ 120KPH, but in general, the steering angle position according to each vehicle speed is applied differently depending on the vehicle, the compensation value is also applied differently and the speed The point according to the value can also be increased or decreased.

In this embodiment, the VCU 11 communicates with the MDPS 30 to control the motor 13 with the speed command compensation line obtained from the steering angle change caused by the cornering degree of the vehicle, thereby controlling the driver's brake pedal 52. The turning of the vehicle can be made.

As described above, when the ASSC function is implemented, the driving speed is not controlled only at the initial command speed, and the smart function is more connected by connecting the ABS (Anti Brake System) and the MDPS 30, which are the basic devices of the electric vehicle. It can be optimally implemented to enhance safety.

On the other hand, S441 is a smart driving control step in which the VCU 11 starts to control the running speed of the vehicle constantly at a designated command speed through a correction step, and the smart driving control step is implemented by going through the process of S442 and S443. .

S442 is a motor speed feedback (e) in which the VCU 11 is provided with the motor speed calculated by the MCU 12, which is shown in FIG. 5 by the MCU 12 via the CAN network 200. By communicating with

S443 is a compensation torque transfer f which the VCU 11 calculates a compensation torque from the motor speed provided by the MCU 12 and then provides it to the MCU 12, which is the MCU 12 as shown in FIG. Is executed by communicating with the VCU 11 via the CAN network 200.

As such, the output torque of the motor 13 may be compensated in real time by the VCU 11 performing feedback control associated with the MCU 12.

Referring to FIG. 2, in operation of the ASCC, a speed is calculated by the MCU 12 and provided to the VCU 11, and in the VCU 11, the speed information provided by the MCU 12 is used as feedback information of the speed PI controller 11a. After the command speed is calculated, the calculated command speed is finally determined by communicating with the SCU 110 and the MDPS 30 in charge of the ASCC through the CAN network 200.

On the other hand, when the operation of the ASCC is released, the speed control function that was in charge of the VCU 11 is deactivated.

On the other hand, S450 is a regenerative braking control step of controlling the motor torque differently to limit the regenerative amount during the regenerative operation according to the state of charge of the high voltage battery, for which the voltage level of the high voltage battery (Voltage Level) is applied.

The voltage level is divided into a voltage level 1 and a voltage level 2.

7 is an example in which the regenerative braking section is set using a voltage level of a high voltage battery. The X axis is a voltage of the high voltage battery, the Y axis is a torque, and each voltage level (V1, V2, V3, V4) is shown in FIG. The torque limit which is thus limited to the inverter is illustrated.

Here, the voltage levels (V1, V2, V3, V4) is set according to the capacity of the high voltage battery because the capacity of the high voltage battery is different.

For example, the Sec1 (V1-V2) section is an over discharge state of a high voltage battery, the Sec2 (V2-V3) section is a normal state of a high voltage battery, and the Sec3 (V3-V4) section is classified as an overcharge state of a high voltage battery. Can be.

The Sec1 (V1-V2) section and the Sec3 (V3-V4) section mean a state in which the torque limit is to be linearly lowered until the torque becomes zero, whereas the Sec2 (V2-V3) section is used. The section means the state that can produce the regenerative braking energy up to the maximum regeneration.

Here, the voltage level measured in the Sec1 (V1-V2) section is defined as Voltage Level 1, and the voltage level measured in the Sec3 (V3-V4) section is Voltage Level 2 (Voltage Level 2). Defined as

S471 is a case where the high voltage battery voltage level is a normal state. The motor torque is controlled so that the regenerative braking energy can be provided to the maximum regenerative power when braking according to the deceleration of the vehicle because the state of the high voltage battery is located in the Sec2 (V2-V3) section. It can be.

This state is an inverter control (g) in which the MCU 12 controls the motor 13 by using an inverter as shown in FIG. 5, and the torque control of the motor 13 refers to the calculated compensation torque as a reference value. It is made up of only the inverter control of the MCU 12.

On the other hand, S440 is a case where the high voltage battery voltage level is greater than voltage level 1 (> Voltage Level 1) or less than voltage level 2 (Voltage Level 2). The state of the high voltage battery is located in the Sec1 (V1-V2) section or the Sec3 (V3-V4) section, indicating that the motor torque should be controlled without considering regenerative braking energy during braking.

This state is an ABS cooperative control (h) in which the MCU 12 is connected with the ABS 20 to control the motor 13 as shown in FIG. 5, and the torque control of the motor 13 is controlled by the MCU 12. The inverter torque in charge of the inverter and the ABS torque in charge of the ABS 20 is divided, and is controlled to lower the torque limit linearly until the torque (zero).

On the other hand, S470 is a step of recognizing the suspension of the ASCC function in the VCU (11), for this purpose, the OFF (OFF) of the ASCC button 132 or the OFF of the ASCC set switch (Off) or whether the brake operation is applied .

In this state, as shown in FIG. 5, the off signal i is input to the SC 110 from the ASCC button 132 and the ASCC set switch, or the brake signal j is set to VCU due to the operation of the brake pedal 52. This is the case in (11).

 When the ASCC function is stopped at S470, the ASCC function is stopped as shown in S480, so that the smart function is not implemented. In this state, the VCC 11 and the MCU 12 are in a general condition in which the smart function is excluded. The torque of the motor 13 is controlled.

As described above, the smart electric vehicle according to the present embodiment includes an SCU (Smart Control Unit) 100 and an MCU having Advanced Smart Cruse Control (ASCC) implemented to ensure driving safety even without a driver's operation when driving. 12, Motor Control Unit), ABS (20, Anti Brake System) and MDPS (30, Motor Driven Power Steering) and CAN network 200 communicate with each other, and the battery voltage at the deceleration for maintaining the inter-vehicle distance formed with the preceding vehicle An operating algorithm that implements regenerative braking according to the level controls the torque of the motor 13 and includes a VCU 11 that controls the vehicle at the highest level. Regenerative braking energy can be generated.

On the other hand, it is possible to implement a lane departure prevention system in the smart electric vehicle shown in Figures 1 to 7. 8 is a configuration diagram of an electric vehicle for implementing a lane keeping assistance system (LKAS) according to another embodiment of the present invention.

In general, the lane departure prevention system is a system that prevents the vehicle from automatically leaving the lane when the vehicle travels on the lane. More specifically, it has a function of keeping the lane by steering the steering wheel not only to notify the driver of vibration or beep sound of the steering wheel when the vehicle departs from the lane by distinguishing the hint line and the center line.

Referring to FIG. 8, an electric vehicle includes a vision sensor 800 that recognizes a lane; The VCU calculates the recognized lane, compares the calculated lane recognition value with the lane departure reference value, and outputs driver's steering torque according to the driver's steering information when the lane is normal, or transmits lane departure information when the lane is out of the way. Vehicle Control Unit 11; Motor Driven Power Steering (MDPS) 30 that receives lane departure information from the VCU 11 and generates steering torque for in-lane movement and transmits the steering torque to the VCU 11; Motor control unit (MCU) for receiving lane departure information transmitted from the VCU 11, calculating the speed of the vehicle, and comparing the calculated vehicle speed with the deceleration reference value to generate a regenerative braking torque command considering the vehicle speed. (12); And a motor 13 that rotates according to the regenerative braking torque command.

In addition, the numbers of circular arcs shown in FIG. 8 are as follows.

①: Receive lane information from vision sensor 800

②: VCU 11 calculates lane departure information and communicates with lane information MDPS 30

③: VCU 11 calculates lane departure information and communicates with lane information MCU 12

④: steering torque control output of MDPS 30 suitable for received lane information

⑤: Motor torque control output of MCU 12 corresponding to received lane information

In addition, a motor variable output control device (not shown) for outputting the regenerative braking torque to the motor. Of course, the motor variable output control device may be configured to be merged with the MCU 12, the MCU 12 may be configured in the motor variable output control device. This is only a difference in circuit design. In addition, a diagram showing an example of a motor variable output control apparatus is shown in FIG. 2. Since FIG. 2 has already been described, further description will be omitted.

In addition, the power steering apparatus 810 is further included to generate and transmit driver manipulation steering information to the MDPS 30 according to the driver's manipulation.

In addition, the smart electric vehicle further includes a battery (not shown) for charging by using the regenerative energy generated by the regenerative braking torque. The battery (not shown) may be a hybrid battery such as a nickel metal battery or a lithium ion battery.

9 is a flowchart illustrating a lane departure prevention process according to a method for operating a smart electric vehicle of the present invention. Referring to FIG. 9, the lane departure prevention process may include: a lane recognizing step S900 in which the vision sensor 800 of FIG. 8 recognizes a lane; The vehicle control unit (VCU) (11 of FIG. 8) calculates the recognized lane, compares the calculated lane recognition value with the lane departure reference value, and performs the driver manipulation steering torque output according to the driver manipulation steering information when the lane is normal. Or lane departure value determining step (S910 to S940 and / or S960) of transmitting lane departure information when the lane departure occurs. Steering torque generation step (S960) in which the motor driven power steering (MDPS) (30 of FIG. 8) receives lane departure information from the VCU 11 to generate steering torque for in-lane movement and transmits the steering torque to the VCU 11 (S960). S970); Motor control unit (MCU) (12 of FIG. 8) receives lane departure information transmitted from the VCU, calculates the speed of the vehicle, and compares the calculated vehicle speed and the deceleration reference value to determine the regenerative braking torque in consideration of the vehicle speed. A regenerative braking torque command generation step (S980 to S983) for generating a command; And a deceleration step (S985) in which the motor (13 in FIG. 8) rotates and decelerates according to the regenerative braking torque command.

In other words, if the calculated lane recognition value is less than the lane departure reference value (preset value) in the lane recognizing value determination step (S920), since the vehicle is normal driving, lane normal information is transmitted to the steering torque of the driver operation. The car will then run.

In contrast, if the calculated lane recognition value is greater than the lane departure reference value in the lane recognizing value determination step (S920), the lane departure information is generated because the lane departure value corresponds to the lane departure, and the lane departure information is transmitted to the MDPS 30. Steps S960 to S989 are performed.

In addition, the power steering apparatus 810 of FIG. 8 generates and transmits driver manipulation steering information to the MDPS according to a driver's command (S950).

In addition, the motor variable output control device (not shown) includes the step of outputting the regenerative braking torque to the motor (S985).

In addition, since the kinetic energy of the motor 13 is changed into electrical energy by the regenerative torque command of the motor variable output control device, a regenerative braking operation is performed (step S987).

Therefore, the battery is charged using regenerative energy by the braking operation (step S989).

Of course, if the speed of the vehicle (ie, vehicle speed) is smaller than the deceleration reference value in step S981, steps S982 to S989 are skipped.

1: smart electric car
10: control block 11: vehicle control unit (VCU)
12: MCU (Motor Control Unit)
13: Motor 20: ABS (Anti Brake System)
30: Motor Driven Power Steering
40: shift lever
50: pedal unit 51: accelerator pedal
52: brake pedal 60: HMI (Human Machine Interface)
70: road detection sensor
71: Tilt sensor 72: HDC button
100: SCU (Smart Control Unit)
110: SC (Smart Controller)
120: object detection sensor 121: side sensor
122: front and rear sensors
130: Mode button 131: SPAS button
132: ASCC button 133: AEBS button
200: CAN network 300: LIN network

Claims (8)

A vision sensor that recognizes a lane;
The VCU calculates the recognized lane, compares the calculated lane recognition value with the lane departure reference value, and outputs driver's steering torque according to the driver's steering information when the lane is normal, or transmits lane departure information when the lane is out of the way. Vehicle Control Unit);
Motor Driven Power Steering (MDPS) for receiving lane departure information from the VCU to generate steering torque for movement in the lane and to transmit it to the VCU;
A motor control unit (MCU) for receiving lane departure information transmitted from the VCU, calculating a vehicle speed, and comparing the calculated vehicle speed with a deceleration reference value to generate a regenerative braking torque command considering the vehicle speed; And
Motor rotating according to the regenerative braking torque command
Smart electric vehicle comprising a.
The smart electric vehicle according to claim 1, further comprising a motor variable output control device for outputting the regenerative braking torque to the motor.
The smart electric vehicle according to claim 1, further comprising a power steering device which generates and transmits driver operation steering information to the MDPS according to the driver's operation.
The smart electric vehicle according to claim 1, further comprising a battery charged with the regenerative energy generated by the regenerative braking torque.
Lane recognition step of the vision sensor to recognize the lane;
The vehicle control unit (VCU) calculates the recognized lane, compares the calculated lane recognition value with the lane departure reference value, and performs the driver's manipulation steering torque output according to the driver's operation steering information when the lane is normal, or the lane when the lane is out of the lane. Determining a lane recognition value for transmitting departure information;
A steering torque generation step of receiving, from the VCU, lane departure information from the VCU, generating steering torque for in-lane movement, and transmitting the steering torque to the VCU;
Motor control unit (MCU) receives the lane departure information transmitted from the VCU, calculates the speed of the vehicle, compares the calculated vehicle speed with the deceleration reference value, and generates the regenerative braking torque command considering the vehicle speed. Generating a torque command; And
Deceleration step in which the motor rotates and decelerates according to the regenerative braking torque command.
Smart electric vehicle operating method comprising a.
The method of claim 5, wherein the regenerative braking torque command generation step,
The motor variable output control device further comprises the step of outputting the regenerative braking torque to the motor operating method of the smart electric vehicle.
6. The method of claim 5, wherein the determining of the lane recognition value further comprises generating and transmitting driver manipulation steering information to the MDPS according to a driver's command.
The method of claim 5, further comprising: performing a braking operation by regenerative braking torque; And charging the battery by using regenerative energy by the braking operation.

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