KR20190093795A - Autonomous control system for electric vehicle - Google Patents

Abstract

The present invention relates to an autonomous driving control system for an electric vehicle, comprising: a signal transmission unit for storing distance information and lane information; a traffic light for transmitting a signal state and time information to the signal transmission unit; a crossroad detection unit for transmitting passing information to the signal transmission unit; a crosswalk detection unit transmitting walking information to the signal transmission unit; a signal receiving unit for receiving information by one-to-one wireless communication with the signal transmission unit; a navigation system providing a driving direction, a regulated speed, and a current driving speed; a driving motor for generating driving power of the electric vehicle by receiving power from a battery unit; a control unit for controlling a driving direction of the electric vehicle and a driving speed of the electric vehicle by operating the driving motor; and a cooling means for cooling the battery unit by using latent heat of refrigerant. As stated above, driving of a vehicle is safely controlled on a crossroad, and the battery unit is effectively cooled to maintain performance and extend durability of the battery unit.

Description

Autonomous driving control system for electric vehicles {AUTONOMOUS CONTROL SYSTEM FOR ELECTRIC VEHICLE}

The present invention relates to an autonomous driving control system for an electric vehicle, and more particularly, an autonomous driving control system for an electric vehicle that can control traffic of a vehicle safely at an intersection by receiving traffic light information from a signal transmitter installed on a road in a one-to-one manner. It is about.

Cars have been developed to provide a more comfortable and safe driving environment for the driver. However, due to the rapid increase in the density of cars with the increase of population, traffic accidents increase, and it is increasingly difficult to provide a safe driving environment for the driver. Recently, many safety control systems have been developed to improve the safety and convenience of the driver, and in particular, research on autonomous driving vehicles that can autonomously drive to a destination without the driver's operation has been actively conducted.

The technology provided for autonomous driving is a vehicle navigation system using GPS. The vehicle navigation system searches for the location of a driving car, plays an electronic map corresponding to the location of the car from a recording medium that records geographic information, and displays the driving trajectory of the vehicle on the electronic map. Done. The vehicle navigation system can receive a satellite signal from a GPS satellite placed on the earth through a GPS module, track the driving position by grasping the current position and the moving direction of the vehicle, and reach the destination by autonomous driving.

However, when the autonomous vehicle passes through the intersection, it is necessary to separately grasp the traffic light information and determine whether to stop or drive the vehicle.

Conventionally, a method of controlling the operation of a vehicle after determining the current color of a traffic light through a camera installed in the vehicle is known, but in this case, there is a problem that a traffic accident may occur when the color of the traffic light is not accurately determined by a shooting error. .

Or, there is a known method of controlling the operation of the vehicle by providing the traffic light information to all vehicles near the traffic light with the wireless communication equipment in the traffic light, but in this case, if a large number of vehicles are congested due to the traffic jam, As the amount of data is huge, data traffic may occur in the traffic signal transmission / reception apparatus, which may cause a traffic accident when an error occurs in data transmission / reception.

In addition, due to environmental problems and fossil fuel depletion, the development of electric vehicles is being accelerated, and autonomous driving systems can be applied to such electric vehicles.

Electric vehicles can drive the vehicle using electric energy instead of the energy obtained from the combustion of fossil fuel, as in the conventional cars, there is no exhaust gas, and the noise is very small.

The electric vehicle is provided with a driving motor for generating power for driving, and a battery for supplying power to the driving motor, and charges the battery for use. Here, the battery may be provided as a battery pack in which a plurality of battery cells are intensively installed.

However, when the battery pack is charged and discharged, heat is generated from the battery cell. If the generated heat is left as it is, the performance of the battery cell may be degraded and the life of the battery cell may be shortened.

Therefore, the electric vehicle needs a cooling device that can effectively cool the battery.

Republic of Korea Patent No. 10-1750547 (2017.06.19) Republic of Korea Patent No. 10-1798144 (2017.11.09)

The present invention has been made to solve the above problems, more specifically, autonomous driving control for electric vehicles that can control the driving of the vehicle safely at the intersection by receiving the traffic light information from the signal transmission unit installed on the road one to one The purpose is to provide a system.

In order to solve the above problems, an object of the present invention is to provide an autonomous driving control system for an electric vehicle capable of effectively cooling the battery unit by providing cooling means for cooling the battery unit by using latent heat of the refrigerant. There is this.

In order to achieve the above object, an autonomous driving control system for an electric vehicle according to a preferred embodiment of the present invention is provided in plurality and spaced apart at regular intervals along the driving direction of the vehicle and installed on the road, and the intersection of the intersection at the installation position A signal transmitter which stores distance information to a lane and lane information which is a driving direction of a current lane, respectively; A signal lamp disposed at an intersection and transmitting a signal state and time information remaining until the signal is changed to the signal transmitter; An intersection detection unit configured to sense that the vehicle enters and passes an intersection and transmits traffic information of the vehicle entering the intersection to the signal transmitter; A pedestrian crossing detection unit configured to detect that a person enters a pedestrian crossing and to walk, and to transmit pedestrian information that the person enters a pedestrian crossing to the signal transmitter; If the electric vehicle is located above one of the plurality of signal transmitters installed on the road, the signal state, time information, traffic information, pedestrian information, distance information, and lane information may be obtained through one-to-one wireless communication with the signal transmitter. Signal receiving unit for receiving; A navigation device provided in the electric vehicle and providing a driving direction for arriving at a destination, a prescribed speed of a driving road, and a current driving speed; A driving motor which receives power from a battery unit and generates driving power of the electric vehicle; A control unit for controlling the driving direction of the electric vehicle and the driving speed of the electric vehicle by comparing the information received from the signal receiver with the navigation and the current driving state; And cooling means for cooling the battery unit to be heated using latent heat of refrigerant in response to the driving control of the control unit being repeatedly supplied and cut off of power to the driving motor.

Here, when the current driving state is the driving state and the signal state is the stop signal, the control unit calculates the arrival time from the current driving speed and distance information to the stop line, compares the time information, and then passes through the stop line. Calculate the driving speed and control to drive at the calculated driving speed.If the current driving state is the driving state and the signal state is the driving signal, calculate the arrival time from the current driving speed and distance information to the stop line and compare it with the time information. Calculate the driving speed for passing the stop line before the signal is changed, and control to run at the calculated driving speed, but if the calculated driving speed exceeds the prescribed speed of the driving road, set the driving speed to stop at the stopping lane. If the current driving state is a stop state and the signal state is a stop signal, the controller controls to drive after the signal is changed. Comparing the driving direction of the lane information received by the call reception unit and the driving direction received by the navigation, if the match is consistent, the lane is maintained, if it is different, the lane is controlled to change, and the vehicle entering the intersection from the traffic information received by the signal receiver If it is determined that the intersection does not pass for more than a predetermined time, it is controlled to stop at the stop line, and if it is determined that a person enters a pedestrian crossing and walks from the pedestrian information received by the signal receiver, Can be.

The cooling means includes a storage tank in which a liquid refrigerant is stored; A refrigerant supply line connecting the storage tank with a cooling flow path inlet of the cooling flow path formed in the battery unit; A flow rate adjusting unit provided in the storage tank and controlling a flow rate of the coolant supplied to the coolant supply line; A pump disposed in the coolant supply line and configured to circulate the coolant at a predetermined pressure such that the coolant flows toward the battery unit; A heating unit disposed between the pump and the battery unit in the refrigerant supply line and heating a liquid refrigerant; A refrigerant discharge line connecting between the cooling passage discharge part of the battery part and the storage tank to discharge the refrigerant passing through the cooling passage of the battery part to the storage tank; An inlet coolant temperature sensor provided in the coolant supply line and measuring a temperature of a coolant flowing into the cooling channel; A discharge refrigerant temperature sensor provided in the refrigerant discharge line and measuring a temperature of the refrigerant discharged from the cooling passage; And receiving temperature information from the inlet refrigerant temperature sensor and the outlet refrigerant temperature sensor, controlling the heating unit to heat the refrigerant flowing into the cooling passage to 97 to 99.5% of the evaporation temperature, and the refrigerant discharged from the cooling passage. If the temperature is higher than the evaporation temperature of the cooling flow control unit for controlling the flow rate control unit to increase the supply flow rate of the refrigerant to maintain the evaporation temperature of the discharged refrigerant.

According to the autonomous driving control system for an electric vehicle according to the present invention, it is possible to obtain the effect of being able to safely control the running of the vehicle at the intersection by receiving the traffic light information from the signal transmission unit installed on the road one to one.

Further, according to the present invention, the battery unit may include cooling means for cooling by using latent heat of the refrigerant to effectively cool the battery unit, thereby obtaining the effect of maintaining the performance and extending the life of the battery unit.

1 is a block diagram schematically showing a configuration for controlling the driving of an autonomous driving electric vehicle according to an embodiment of the present invention;
2 is a view schematically showing a state in which an autonomous driving electric vehicle runs on a road according to an embodiment of the present invention;
3 is a view schematically showing a cooling means in an autonomous driving electric vehicle according to an embodiment of the present invention;
Figure 4 is a block diagram schematically showing a cooling means in the autonomous driving electric vehicle according to an embodiment of the present invention,
5 is a block diagram schematically showing an autonomous driving control system for an electric vehicle according to an embodiment of the present invention.

In order to help understand the features of the present invention, the autonomous driving control system for an electric vehicle according to an embodiment of the present invention will be described in detail below.

In order to help understand the embodiments described below, in adding reference numerals to the components of the accompanying drawings, it is noted that the same reference numerals are assigned to the same components as much as possible even if displayed on different drawings. . In addition, in describing the present invention, when it is determined that the detailed description of the related well-known configuration or function may obscure the gist of the present invention, the detailed description thereof will be omitted.

Hereinafter, with reference to the accompanying drawings will be described a specific embodiment of the present invention.

1 is a block diagram schematically showing a configuration for controlling the driving of an autonomous driving electric vehicle according to an embodiment of the present invention, Figure 2 is a diagram schematically showing a state in which the autonomous driving electric vehicle travels on the road.

1 and 2, the autonomous driving electric vehicle 100 according to an embodiment of the present invention corresponds to the signal information provided by one-to-one wireless communication with the signal transmitter 30 installed on the road and providing signal information. It is provided to control the driving.

The signal transmitter 30 is provided in plural and spaced apart at regular intervals along the driving direction of the vehicle to be installed on the road to receive in real time the signal state and time remaining until the signal is changed from the traffic light 21. The signal transmitter 30 stores distance information from the installation position to the stop line 10 of the intersection and lane information which is the driving direction of the current lane, respectively. That is, each signal transmitter 30 stores distance information from the installed position to the stop line 10.

For example, as shown in FIG. 2, the road is provided with four lanes, and the first lane is a U-turn lane, and each distance to the stop line 10 is provided in the first signal transmitter 31 disposed in the first lane. Lane information such as the information D and the U-turn lane are stored. The second lane is a left turn lane, and the second signal transmitter 32 disposed in the second lane stores respective distance information up to the stop line 10 and lane information such as a left turn lane. The three lanes are straight lanes, and the third signal transmitter 33 disposed in the three lanes stores respective distance information up to the stop line 10 and lane information such as straight lanes. Finally, the fourth lane is a right turn lane, and the fourth signal transmitter 34 disposed in the four lanes stores respective distance information up to the stop line 10 and lane information called right turn lanes.

The autonomous driving electric vehicle 100 according to an embodiment of the present invention includes a signal receiver 200 for receiving information by one-to-one wireless communication with a signal transmitter 30 installed on a road, and a navigation 300 for communicating with a GPS satellite. The control unit 400 controls the driving speed and the driving direction by comparing the information received from the signal receiver 200 and the navigation 300 with the current driving state, and the driving motor 500 generating the driving power. It includes a cooling means 700 for cooling the battery unit 600 for supplying the latent heat of the refrigerant.

The signal receiver 200 is provided in the vehicle body, and when located above any one of the plurality of signal transmitters 30 installed on the road, wirelessly communicates with the signal transmitter one-to-one to provide distance information, signal state, and time information. And it is provided to receive the lane information to provide to the control unit 400. That is, the signal receiver 200 wirelessly communicates with the signal transmitter 30 in a one-to-one manner so that data traffic does not occur. Here, the signal receiver 200 and the signal transmitter 30 may be provided by radio frequency identification (RFID). Of course, the present invention is not limited thereto and may be provided as any device that can transmit and receive data wirelessly.

The navigation device 300 receives a satellite signal from a GPS satellite to search for the location of the vehicle being driven, and reproduces the driving trajectory of the vehicle by reproducing an electronic map corresponding to the location of the vehicle from a recording medium having recorded geographic information. Mark on. Accordingly, the navigation 300 may provide a current position of the vehicle, a driving direction of the vehicle for arriving at a destination, a prescribed speed of the driving road, and a current driving speed.

The controller 400 compares the information received from the signal receiver 200 and the navigation 300 with the current driving state to control the driving speed and the driving direction.

More specifically, when the current driving state is the driving state and the signal state is the stop signal, the controller 400 calculates the arrival time from the current driving speed and distance information to the stop line 10 and compares the signal with the time information. After the change, the traveling speed for passing through the stop line 10 is calculated and controlled to travel at the calculated traveling speed. That is, the control unit 400 may control the driving speed to travel in a slow direction without stopping before changing from the stop signal to the travel signal, thereby saving energy consumption.

If the current driving state is the driving state and the signal state is the driving signal, the controller 400 calculates the arrival time from the current driving speed and the distance information to the stop line 10, and then compares the signal with the time information. The driving speed for passing through the front stop line 10 is calculated and controlled to travel at the calculated traveling speed. At this time, when the calculated traveling speed exceeds the prescribed speed of the traveling road, the traveling speed is controlled to stop at the stop line 10. Through this, it is possible to drive the vehicle more safely while keeping traffic regulations.

In addition, if the current driving state is a stop state and the signal state is a stop signal, the control unit 400 controls to drive after the signal is changed.

Further, the control unit 400 maintains the lane if the driving direction of the lane information received by the signal receiving unit 200 matches with the driving direction received by the navigation 300, and controls to change the lane if different. . For example, referring to FIG. 2, when it is necessary to turn left at an intersection, if the vehicle is currently driving in two lanes, it is a left turning lane, and thus, the vehicle maintains the current lane. Control to move to the lane.

3 is a view schematically showing a cooling means in the autonomous driving electric vehicle according to an embodiment of the present invention, Figure 4 is a block diagram schematically showing a cooling means in the autonomous driving electric vehicle.

3 and 4, the cooling means 700 supplies a coolant to the cooling passage 610 of the battery unit 600 for supplying power to the driving motor 500 generating the driving power, and the latent heat of the coolant. By using the battery unit 600 can be effectively cooled.

That is, the refrigerant is heated to a two-phase state in which a liquid and a gas state exist together, and then supplied to a cooling passage 610 formed inside the battery unit 600 to use the latent heat of the refrigerant to form the battery unit 600. To cool. For this purpose, it is preferred that a refrigerant is used, which can be easily evaporated even at low temperatures. For example, the refrigerant may be provided by any one of various known refrigerants such as R-134a, R-245fa, R-1234yf, and R-1233zd.

In the case of cooling the battery unit by using water, the sensible heat enthalpy difference becomes about 42 kJ / kg when the water at 40 ° C. is heated to 50 ° C. through the cooling passage of the battery part. In comparison, the latent heat enthalpy difference of the refrigerant R-134a at 40 ° C is 163 kJ / kg, the latent heat enthalpy difference of R-245fa is 181 kJ / kg, and the latent heat enthalpy difference of R-1234yf is about 132 kJ / kg. That is, since the latent heat enthalpy difference of the refrigerant is significantly more than three times as compared with water, when the refrigerant is used, it is possible to reduce the flow rate of the refrigerant used for cooling, thereby reducing the energy consumption of the overall system.

More specifically, the cooling means 700 is a storage tank 710 in which the liquid refrigerant is stored, and a cooling flow inlet portion of the cooling passage 610 formed in the storage tank 710 and the battery unit 600 ( Refrigerant supply line 720 for connecting between 611, a flow rate control unit 711 provided in the storage tank 710 to adjust the flow rate of the refrigerant supplied to the refrigerant supply line 720, and the refrigerant supply A pump 721 disposed in the line 720 and circulating the refrigerant at a predetermined pressure so that the refrigerant flows toward the battery unit 600, and the pump 721 and the battery unit 600 in the refrigerant supply line 720. The heating unit 722 disposed between the heating unit 722 for heating the liquid refrigerant to the evaporation temperature, and to discharge the refrigerant passing through the cooling passage 610 of the battery unit 600 to the storage tank 710. Refrigerant for connecting between the cooling flow path discharge portion 612 and the storage tank 710 of 600 And a discharge line 730.

The inlet coolant temperature sensor 723 and the coolant discharge line 730 which are provided in the coolant supply line 720 and measure the temperature of the coolant flowing into the cooling flow path 610 of the battery unit 600. And a discharge refrigerant temperature sensor 731 for measuring the temperature of the refrigerant discharged from the cooling passage 610 of the battery unit 600, and the inlet refrigerant temperature sensor 723 and the discharge refrigerant temperature sensor 731. And a cooling controller 740 that receives temperature data and controls the heating unit 722 and the flow rate adjusting unit 711 in response to the measured temperature.

In such a configuration, when the flow rate adjusting unit 711 adjusts the flow rate of the liquid refrigerant stored in the storage tank 710 to the refrigerant supply line 720, the pump 721 operates to maintain a predetermined pressure. The refrigerant is supplied to the battery unit 600 side. In addition, before the refrigerant flows into the cooling passage 610 of the battery unit 600, the heating unit 722 heats the refrigerant to an evaporation temperature so that a liquid and gas state exist together in a two-phase state. Heat until just before phase.

That is, since the refrigerant passing through the cooling passage 610 of the battery unit 600 is an evaporation section, even though heat is transferred from the battery unit 600, the temperature of the refrigerant does not increase any more, and the battery unit uses latent heat. Cool 600. Here, the evaporation section is a phase transition phase from the liquid state to the gaseous state. When the liquid refrigerant reaches the evaporation temperature, the evaporation starts to evaporate. The enthalpy is increased by absorbing thermal energy until all the liquid refrigerant reaches the gas phase. Is an unchanged interval.

Therefore, since the refrigerant passing through the cooling passage 610 of the battery unit 600 is maintained at a constant temperature, the refrigerant can be uniformly cooled regardless of the position of the inside of the battery unit 600, and thus cooling unevenness is caused. Problems can be prevented.

The refrigerant passing through the cooling passage 610 of the battery unit 600 is discharged and stored in the storage tank 710 through the refrigerant discharge line 730. Here, a heat exchanger 732 is further provided in the refrigerant discharge line 730 to condense the refrigerant into a complete liquid state and store the same in the storage tank 710.

That is, the heat exchanger 732 is disposed in the refrigerant discharge line 730, and heat exchanges with the refrigerant so that the refrigerant discharged to the storage tank 710 becomes a liquid. To this end, the heat exchanger 732 may be supplied with a cooling water to exchange heat with the refrigerant through a cooling chiller 733.

The cooling control unit 740 controls the heating unit 722, the flow rate adjusting unit 711, and the heat exchanger 732 to cool the battery unit 600 by using latent heat of a refrigerant.

More specifically, the cooling control unit 740 receives the temperature data of the refrigerant flowing into the cooling flow path 610 of the battery unit 600 from the inlet refrigerant temperature sensor 723, and of the battery unit 600 The heating unit 722 is controlled such that the temperature of the refrigerant flowing into the cooling passage 610 is within the range of 97 to 99.5% of the evaporation temperature. That is, after heating until just before the evaporation temperature, the refrigerant is controlled to flow into the cooling passage 610 of the battery unit 600. Although not shown in the drawings, a temperature sensor may be further provided at the beginning of the heating unit 722 to measure temperature of the refrigerant entering the heating unit 722 for more precise temperature control.

When the refrigerant is heated to the evaporation temperature, even if the evaporation temperature is further heated, the temperature does not change and only the enthalpy is increased. When the refrigerant is introduced with the enthalpy increased, the amount of heat that can be absorbed in the evaporation section is reduced.

For example, when the refrigerant is further heated at an evaporation temperature and supplied to the battery unit 600, a large amount of energy is received while passing through the cooling passage 610 of the battery unit 600, and the refrigerant is in a superheated steam state. Can be discharged. When the coolant is arranged in a superheated steam state, a lot of energy is consumed to cool the coolant into a liquid coolant. In addition, since a large amount of energy is consumed to heat the refrigerant in the heating unit 722, a large amount of energy is unnecessarily consumed.

Therefore, when heating up to the evaporation temperature, it is difficult to measure what enthalpy value in the evaporation section, so after heating to the temperature just before the evaporation temperature, the refrigerant supplied by supplying the refrigerant is also discharged to the evaporation temperature to minimize the energy consumption As a result, the battery unit 600 may be cooled effectively.

The cooling controller 740 controls the flow rate controller 711 to increase the supply flow rate of the refrigerant when the temperature of the refrigerant discharged to the cooling passage 610 of the battery unit 600 is higher than the evaporation temperature. . In other words, if the discharged refrigerant is discharged in a superheated vapor state higher than the evaporation temperature, the heat energy exchange occurs higher than the latent heat enthalpy of the refrigerant during the cooling step, so that the flow rate of the refrigerant is increased to maintain the evaporation temperature To control.

In addition, the cooling controller 740 controls the heat exchanger 732 to operate when the temperature of the refrigerant flowing into the heat exchanger 732 is an evaporation temperature, and operates the heat exchanger 732 when it is lower than the evaporation temperature. You can control not to. To this end, although not shown in the figure, the heat exchanger 732 may be further provided with a temperature sensor for measuring the temperature of the refrigerant.

That is, the coolant discharged after cooling the battery unit 600 is at least a heating temperature but can be cooled while passing through the coolant discharge line 730, so that the coolant may flow into the heat exchanger 732 to minimize energy consumption. When the temperature of the refrigerant is lower than the evaporation temperature, since the refrigerant is a liquid phase, the refrigerant is supplied to and stored in the storage tank 710 without operating the heat exchanger 732.

In addition, the refrigerant supply line 720 and the refrigerant discharge line 730 may be provided with valves (724, 734) for opening and closing the flow path, respectively. This is to minimize the consumption of the refrigerant remaining in the refrigerant supply line 720 and the refrigerant discharge line 730 when the battery unit 600 is replaced. That is, when the battery unit 600 is replaced, the valves 724 and 734 are closed to close the refrigerant supply line 720 and the refrigerant discharge line 730 and the refrigerant in the battery unit 600. The supply line 720 and the refrigerant discharge line 730 may be separated to prevent the refrigerant remaining in the refrigerant supply line 720 and the refrigerant discharge line 730 from being discharged to the outside.

Furthermore, the autonomous driving electric vehicle 100 according to the embodiment of the present invention may further include a distance measuring sensor (not shown) for measuring the distance to the vehicle located in front. In this case, the controller 400 may receive distance data with the front vehicle from the distance measuring sensor and control the driving speed in response to the distance data.

Alternatively, the autonomous driving electric vehicle 100 may further include a speed measuring sensor (not shown) for measuring the speed of the vehicle located in front. In this case, the controller 400 may receive the speed data of the front vehicle from the speed measuring sensor and control the driving speed in response to the speed data.

Hereinafter, a description will be given of the control method of the self-driving electric vehicle described above.

The self-driving electric vehicle is provided in plural and installed on the road spaced at regular intervals along the driving direction of the vehicle, and receives and stores the remaining time information until the signal state and the signal are changed from the traffic light and from the installation position to the intersection of the intersection. The distance information and the lane information which is the driving direction of the current lane are respectively wirelessly communicated with the stored signal transmitter.

The control method of the autonomous electric vehicle is a one-to-one wireless communication with the signal transmitting unit when the signal receiving unit provided in the vehicle body is located above any one of a plurality of signal transmitting units installed on the road, and the signal state, time information, and distance information. And an intersection information receiving step of receiving lane information, a driving direction for receiving a destination from the navigation, a predetermined speed of the driving road, and a driving state acquiring current driving speed, and receiving the signal from the signal receiver and the navigation device. A driving control step of controlling the driving speed by operating the driving motor generating the driving direction and driving power by comparing the information with the current driving state, and the latent heat of the refrigerant unit for supplying power to the driving motor in response to the driving control. It includes a battery unit cooling step of controlling the cooling means for cooling by using The.

Here, in the driving control step, if the current driving state is the driving state and the signal state is the stop signal, the time of arrival to the stop line is calculated from the current driving speed and distance information, and then the signal is changed by comparing the time information to pass through the stop line. It calculates the traveling speed to control and controls to travel at the calculated traveling speed.

Alternatively, in the driving control step, if the current driving state is the driving state and the signal state is the driving signal, calculating the arrival time from the current driving speed and distance information to the stop line, and comparing the time information with the stop line before the signal is changed. The driving speed for passing is calculated and controlled to travel at the calculated traveling speed, and when the calculated traveling speed exceeds the prescribed speed of the traveling road, the traveling speed is controlled to stop at the stop line.

Alternatively, in the driving control step, if the current driving state is the stop state and the signal state is the stop signal, the driving control is performed after the signal is changed.

The driving control step compares the driving direction of the lane information received by the signal receiving unit with the driving direction received by the navigation, and maintains the lane if it matches, and changes the lane if it is different.

The cooling step of the battery unit is a temperature of the refrigerant flowing into the cooling passage from the inlet refrigerant temperature sensor provided in the refrigerant supply line for supplying the refrigerant to the cooling passage by connecting the storage tank in which the refrigerant is stored and the cooling passage formed in the battery portion An inflow refrigerant temperature measuring step of measuring a heating step of controlling a heating unit provided in the refrigerant supply line to heat the refrigerant flowing into the cooling passage to 97 to 99.5% of the evaporation temperature, and the storage tank and the cooling passage A discharge refrigerant temperature measuring step of measuring a temperature of the refrigerant discharged from the cooling passage from the discharge refrigerant temperature sensor provided in the refrigerant discharge line for supplying the refrigerant discharged from the cooling passage to the storage tank by connecting a connection with the refrigerant passage; If the temperature of the refrigerant discharged from the air is higher than the evaporation temperature, The temperature of evaporation to maintain a temperature and a flow rate control step of controlling the flow control unit provided in the storage tank.

Hereinafter, an autonomous driving control system for an electric vehicle that controls autonomous driving of the autonomous driving electric vehicle at an intersection using intersection information will be described.

5 is a block diagram schematically showing an autonomous driving control system for an electric vehicle according to an embodiment of the present invention.

Referring to FIG. 5, an autonomous driving control system of an electric vehicle 100 using intersection information includes a signal transmitter 30, a traffic light 21, an intersection detector 22, and a crosswalk detector 23. And a signal receiving unit 200, a navigation unit 300, a driving motor 500, a control unit 400, and a cooling unit 700.

The signal transmission unit 30 is provided in plurality and spaced apart at regular intervals along the driving direction of the vehicle and installed on the road, and the distance information from the installation position to the stop of the intersection and the lane information which is the driving direction of the current lane are stored, respectively. do.

The traffic light 21 is disposed at the intersection and transmits the signal state and time information remaining until the signal is changed to the signal transmitter 30.

The intersection detection unit 22 detects that the vehicle enters the intersection and passes, and transmits traffic information of the vehicle entering the intersection to the signal transmitter 30.

The pedestrian crossing detector 23 detects that a person enters a pedestrian crossing and walks, and transmits pedestrian information entered by the pedestrian crossing to the signal transmitter 30.

The signal receiver 200 is provided in the electric vehicle 100, and when located above any one of the plurality of signal transmitters 30 installed on the road, the signal receiver, one-to-one wireless communication with the signal state, time information Receives traffic information, pedestrian information, distance information, and lane information.

The navigation 300 is provided in the electric vehicle 100, and provides a driving direction for arriving at a destination, a prescribed speed of a driving road, and a current driving speed.

The driving motor 500 receives power from the battery unit 600 to generate driving power of the electric vehicle 100.

The controller 400 compares the information received from the signal receiver 200 and the navigation 300 with a current driving state to operate the driving direction of the electric vehicle 100 and the driving motor 500 to operate the driving motor 500. The traveling speed of the electric vehicle 100 is controlled.

More specifically, when the current driving state is the driving state and the signal state is the stop signal, the control unit 400 calculates the arrival time from the current driving speed and distance information to the stop line, compares the time information, and then stops the driving. The driving speed for passing through the lane is calculated and controlled to travel at the calculated traveling speed.

Alternatively, if the current driving state is the driving state and the signal state is the driving signal, the controller 400 calculates the arrival time from the current driving speed and distance information to the stop line, and compares the time information before the signal is changed. The driving speed for passing the control is calculated and the vehicle is controlled to travel at the calculated traveling speed, and when the calculated traveling speed exceeds the prescribed speed of the driving road, the driving speed is controlled to stop at the stop line.

Alternatively, if the current driving state is the stop state and the signal state is the stop signal, the controller 400 controls to drive after the signal is changed.

In addition, the controller 400 compares the driving direction of the lane information received by the signal receiving unit 200 with the driving direction received by the navigation 300, and maintains the lane if it matches, and controls to change the lane if different. .

Further, the controller 400 controls the vehicle to stop at the stop line when it is determined that the vehicle entering the intersection does not pass through the intersection for a predetermined time from the traffic information received by the signal receiver 200.

In addition, the controller 400 controls to stop at a stop line when it is determined that a person enters a pedestrian crossing and walks from the walking information received by the signal receiving unit 200.

The cooling means 700 cools the battery unit 600 that is heated as the supply and shut-off of power to the driving motor 500 is repeated in response to the driving control of the controller 400 by using latent heat of a refrigerant. do.

Since the cooling means 700 is the same configuration as the cooling means 700 described with reference to FIGS. 3 and 4, a detailed description thereof will be omitted.

Hereinafter, a control method of the autonomous driving control system for an electric vehicle using the above-described autonomous driving control system for an electric vehicle will be described.

The control method of the autonomous driving control system for an electric vehicle includes a traffic light information receiving step, a traffic information receiving step, a pedestrian information receiving step, an intersection information receiving step, a driving status grasping step, a driving control step, and a battery unit cooling. Steps.

The signal light receiving step may include a plurality of signal transmitting units provided on the road spaced apart at regular intervals along the driving direction of the vehicle and storing distance information from the installation position to the stop line of the intersection and lane information which is the driving direction of the current lane, respectively. Receives and stores the signal status and time remaining until the signal is changed from the traffic light.

The traffic information receiving step receives and stores traffic information of a vehicle entering the intersection from an intersection detection unit that detects that the signal transmitter enters and passes through the intersection.

The pedestrian information receiving step receives and stores pedestrian information entered by a person in a pedestrian crossing from a pedestrian crossing detector which detects that the signal transmitter enters a pedestrian crossing by walking.

In the intersection information receiving step, when the signal receiving unit provided in the electric vehicle is located above any one of a plurality of signal transmitting units installed on the road, the signal state, time information, traffic information, walking is performed by one-to-one wireless communication with the signal transmitting unit. Receive information, distance information, and lane information.

The driving state determining step is provided with a driving direction for arriving at a destination, a prescribed speed of a driving road, and a current driving speed from a navigation device provided in the electric vehicle.

In the driving control step, the driving speed of the electric vehicle is controlled by comparing the information received from the signal receiver and the navigation with a current driving state, and operating a driving direction and a driving motor for generating driving power.

More specifically, in the driving control step, if the current driving state is the driving state and the signal state is the stop signal, the arrival time is calculated from the current driving speed and distance information to the stop line, and then the signal is changed by comparing with the time information. It calculates the traveling speed for passing through and controls to drive at the calculated traveling speed.

Alternatively, in the driving control step, if the current driving state is the driving state and the signal state is the driving signal, calculating the arrival time from the current driving speed and distance information to the stop line, and comparing the time information with the stop line before the signal is changed. The driving speed for passing is calculated and controlled to travel at the calculated traveling speed, and when the calculated traveling speed exceeds the prescribed speed of the traveling road, the traveling speed is controlled to stop at the stop line.

Alternatively, in the driving control step, if the current driving state is the stop state and the signal state is the stop signal, the driving control is performed after the signal is changed.

The driving control step compares the driving direction of the lane information received by the signal receiving unit with the driving direction received by the navigation, and maintains the lane if it matches, and changes the lane if it is different.

Further, the driving control step controls to stop at the stop line when it is determined that the vehicle entering the intersection does not pass the intersection for a predetermined time from the traffic information received by the signal receiving unit.

The driving control step controls the vehicle to stop at the stop line when it is determined that a person enters a pedestrian crossing and walks from the walking information received by the signal receiving unit.

The battery unit cooling step controls cooling means for cooling the battery unit supplying power to the driving motor by using latent heat of the refrigerant in response to the driving control.

More specifically, the cooling step of the battery unit is connected to the storage tank in which the refrigerant is stored and the cooling flow path formed in the battery unit is supplied to the cooling flow path from the inlet coolant temperature sensor provided in the refrigerant supply line for supplying the refrigerant to the cooling flow path An inflow refrigerant temperature measuring step of measuring a temperature of the refrigerant to be heated, a heating step of controlling a heating unit provided in the refrigerant supply line to heat the refrigerant flowing into the cooling passage to 97 to 99.5% of the evaporation temperature, and the storage tank A discharge refrigerant temperature measuring step of measuring a temperature of the refrigerant discharged from the cooling passage from the discharge refrigerant temperature sensor provided in the refrigerant discharge line for supplying the refrigerant discharged from the cooling passage to the storage tank by connecting the cooling passage with the cooling passage; If the temperature of the refrigerant discharged from the cooling passage is higher than the evaporation temperature, the supply flow rate of the refrigerant is increased. And a flow rate controlling step of controlling a flow rate adjusting portion provided in the storage tank so that the temperature of the refrigerant discharged to maintain the evaporation temperature.

As described above, although the present invention has been described by way of limited embodiments and drawings, the present invention is not limited thereto and is intended by those skilled in the art to which the present invention pertains. Of course, various modifications and variations are possible within the scope of equivalents of the claims to be described.

10: stop line 21: traffic light
22: intersection detection unit 23: crosswalk detection unit
30: signal transmitter
100: free driving electric vehicle 200: signal receiving unit
300: navigation 400: control unit
500: drive motor 600: battery unit
610: cooling passage 700: cooling means
710: storage tank 711: flow control unit
720: refrigerant supply line 721: pump
722: heating unit 723: inlet refrigerant temperature sensor
730: refrigerant discharge line 731: discharge refrigerant temperature sensor
732 heat exchanger 733 cooling chiller
740: cooling control unit

Claims (1)

A signal transmitter configured to be provided in plurality and spaced apart at regular intervals along a driving direction of the vehicle and installed on the road, and storing distance information from the installation position to the intersection of the intersection and lane information which is the driving direction of the current lane;
A signal lamp disposed at an intersection and transmitting a signal state and time information remaining until the signal is changed to the signal transmitter;
An intersection detection unit configured to sense that the vehicle enters and passes an intersection and transmits traffic information of the vehicle entering the intersection to the signal transmitter;
A pedestrian crossing detection unit configured to detect that a person enters a pedestrian crossing and to walk, and to transmit pedestrian information that the person enters a pedestrian crossing to the signal transmitter;
If the electric vehicle is located above one of the plurality of signal transmitters installed on the road, the signal state, time information, traffic information, pedestrian information, distance information, and lane information may be obtained through one-to-one wireless communication with the signal transmitter. Signal receiving unit for receiving;
A navigation device provided in the electric vehicle and providing a driving direction for arriving at a destination, a prescribed speed of a driving road, and a current driving speed;
A driving motor which receives power from a battery unit and generates driving power of the electric vehicle;
A control unit for controlling the driving direction of the electric vehicle and the driving speed of the electric vehicle by comparing the information received from the signal receiver with the navigation and the current driving state; And
And cooling means for cooling the battery unit to be heated using latent heat of a refrigerant in response to the driving control of the controller being repeatedly supplied and cut off of power to the driving motor.
The control unit,
If the current driving state is the driving state and the signal state is the stop signal, the arrival time from the current driving speed and distance information to the stop line is calculated, and the driving speed for passing the stop line is calculated after comparing the time information with the time information. Control to drive at the calculated traveling speed,
If the current driving state is the driving state and the signal state is the driving signal, the arrival time from the current driving speed and distance information to the stop line is calculated, and the driving speed for passing the stop line before the signal is changed is compared with the time information. And control the vehicle to travel at the calculated driving speed, but if the calculated driving speed exceeds the prescribed speed of the driving road, control the driving speed to stop at the stop line,
If the current driving state is a stop state and the signal state is a stop signal, the vehicle is controlled to run after the signal is changed,
Compares the driving direction of the lane information received by the signal receiver with the driving direction received by the navigation, and maintains the lane if it matches, and controls to change the lane if different.
From the traffic information received by the signal receiver, if the vehicle entering the intersection does not pass the intersection for a predetermined time, the vehicle is controlled to stop at the stop line,
When it is determined that a person enters a pedestrian crossing and walks from the pedestrian information received by the signal receiving unit, it controls to stop at a stop line,
The cooling means,
A storage tank in which a liquid refrigerant is stored;
A refrigerant supply line connecting the storage tank with a cooling flow path inlet of the cooling flow path formed in the battery unit;
A flow rate adjusting unit provided in the storage tank and controlling a flow rate of the coolant supplied to the coolant supply line;
A pump disposed in the coolant supply line and configured to circulate the coolant at a predetermined pressure such that the coolant flows toward the battery unit;
A heating unit disposed between the pump and the battery unit in the refrigerant supply line and heating a liquid refrigerant;
A refrigerant discharge line connecting between the cooling passage discharge part of the battery part and the storage tank to discharge the refrigerant passing through the cooling passage of the battery part to the storage tank;
An inlet coolant temperature sensor provided in the coolant supply line and measuring a temperature of a coolant flowing into the cooling channel;
A discharge refrigerant temperature sensor provided in the refrigerant discharge line and measuring a temperature of the refrigerant discharged from the cooling passage; And
Receiving temperature information from the inlet refrigerant temperature sensor and the discharge refrigerant temperature sensor, and controls the heating unit to heat the refrigerant flowing into the cooling flow path to 97 ~ 99.5% of the evaporation temperature, the refrigerant discharged from the cooling flow path A cooling control unit controlling the flow rate adjusting unit to increase the supply flow rate of the refrigerant when the temperature is higher than the evaporation temperature so that the temperature of the discharged refrigerant maintains the evaporation temperature;
Autonomous driving control system for an electric vehicle comprising a.

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