KR20210095276A - Electric mobility apparatus and control method thereof - Google Patents

Abstract

A method and apparatus for controlling an electric movement device are disclosed. A method of controlling an electric mobility apparatus, the method comprising: monitoring a state of charge of a battery; detecting a traveling speed of the electric mobile device; and decelerating the traveling speed of the electric mobile device based on a braking method confirmed based on the charging state of the battery and the traveling speed.

Description

Electric mobile device and control method thereof

An embodiment of the present specification relates to an electric mobile device and a control method thereof, and more specifically, when the state of charge of the battery corresponds to a full level, the electric motor is powered by different electric braking methods to prevent damage to the battery in consideration of the driving speed of the vehicle. It relates to technology for controlling mobile devices.

Electric mobile devices are being braked based on regenerative braking for energy efficiency. However, if the regenerative braking is performed when the state of charge of the battery is above the full charge level, there is a risk of damage due to overcharging of the battery by regenerative energy. Accordingly, when the battery is at a full charge level, the electric braking does not operate and the electric mobile device may be braked by mechanical braking, which may be related to the occurrence of an accident such as overturning of the electric mobile device.

Republic of Korea Patent No. 10-1876091B1 (registered on July 2, 2018) is a regenerative braking mode determination system that can determine the regenerative braking mode entry according to the vehicle speed and slope, and charge the auxiliary battery by regenerative braking after the battery is fully charged and methods. Specifically, a configuration for determining whether to enter or release the regenerative braking mode in consideration of the driving speed of the vehicle and the slope of the road, and to provide regenerative energy to the auxiliary battery when the high voltage battery is fully charged when the regenerative braking mode is entered. . Registered Patent No. 10-1876091B1 is a technology related to a vehicle control method by a braking method in consideration of whether a battery is in a state of charge or a state of full charge, and it can be seen that the present specification and the technical field are the same. However, Patent Registration No. 10-1876091B1 is a technology that determines whether to enter the regenerative braking mode in consideration of the driving speed of the vehicle and the slope of the road and provides regenerative energy to the auxiliary battery when the battery is in a full state, as in the present specification. It does not disclose a configuration in which different braking methods are applied according to the driving speed.

In addition, Korean Patent Registration No. 10-1610123B1 (registration of setting on April 1, 2016) relates to a technique for calculating the amount of regenerative braking with reference to engine speed. Specifically, a configuration for monitoring the battery state by managing the SOC of the battery and calculating the amount of regenerative braking by reflecting the difference between the motor speed and the base speed is disclosed. Patent Registration No. 10-1610123B1 is a technology for braking a vehicle in consideration of the state of charge of the battery and the engine speed, and it can be seen that the present specification and the technical field are the same. However, Patent Registration No. 10-1610123B1 is a technology for calculating the amount of regenerative braking by using the difference between the engine speed and the base speed included in the vehicle. It does not disclose a configuration for controlling the

Accordingly, there is a need for a technology capable of improving the safety of a user by controlling the electric movement device by different electric braking methods in consideration of the driving speed of the vehicle when the battery is at a full level.

An embodiment of the present specification is proposed to solve the above-described problem, and discloses a technology related to a control method for controlling an electric movement device by an electric braking method to prevent damage to the battery when the state of charge of the battery corresponds to the full charge level . In addition, the present invention discloses a technique for controlling an electric mobile device by using different electric braking methods in consideration of the driving speed of the electric mobile device as well as the state of charge of the battery. In addition, a technology for controlling an electric movement device to prevent damage to a battery by different electric braking methods is disclosed. In addition, the present invention discloses a technique for controlling an electric mobile device capable of preventing damage to a battery by adjusting a duty ratio of a control signal so that the voltage value of both ends of a capacitor connected in parallel with the inverter is located within a specific range. The technical problems to be achieved by the present embodiment are not limited to the technical problems described above, and other technical problems may be inferred from the following embodiments.

In order to achieve the above object, an electric movement device according to an embodiment of the present specification includes a motor; an inverter connected to the motor to control the motor; Battery Management System (BMS) for managing the state of charge of the battery; a sensor for detecting a traveling speed of the electric mobile device; and a controller for controlling the inverter using a braking method based on a state of charge of a battery of the electric mobile device and a traveling speed of the electric mobile device.

According to an embodiment, when the charging state corresponds to a full charge level, the controller may determine the braking method as power generation braking.

According to an embodiment, the controller may determine a control method for maximizing a duty ratio of a control signal for controlling a switch of an inverter when the charging state corresponds to a full charge level and the driving speed is included in the first section, The traveling speed may be reduced based on the determined control method.

According to an embodiment, the controller may adjust a duty ratio of a control signal for controlling a switch of the inverter when the charging state corresponds to a full charge level and the driving speed is included in the second section.

According to an embodiment, the duty ratio of the control signal may be adjusted so that a voltage value across the capacitor connected in parallel with the inverter is located within a specific range.

According to an embodiment, the duty ratio of the control signal may be adjusted in consideration of the reference speed of the second section and the driving speed.

According to an embodiment, when the charging state corresponds to a full level and the driving speed is included in the third section, the controller may determine a control method for minimizing a duty ratio of a control signal for controlling a switch of the inverter .

In order to achieve the above object, a control method of an electric mobility apparatus according to another embodiment of the present specification includes: monitoring a state of charge of a battery; checking the traveling speed of the electric mobile device; and decelerating the traveling speed of the electric mobile device by using a braking method determined based on the state of charge of the battery and the traveling speed.

According to an embodiment, when the state of charge corresponds to a full charge level, the braking method may correspond to generation braking.

According to an embodiment, when the charging state corresponds to the full charge level and the driving speed is included in the first section, the driving speed of the electric mobile device is set by maximizing the duty ratio of the control signal controlling the switch of the inverter. can slow down

According to an embodiment, when the charging state corresponds to a full charge level and the driving speed is included in the second section, the duty ratio of a control signal for controlling a switch of the inverter is adjusted according to the driving speed according to the driving speed. can reduce the running speed of

According to an embodiment, when the charging state corresponds to a full level and the driving speed is included in the third section, the driving speed of the electric mobile device is reduced by minimizing a duty ratio of a control signal controlling a switch of the inverter. can slow down

According to an embodiment, the duty ratio of the control signal may be adjusted so that a voltage value across the capacitor connected in parallel with the inverter is located within a specific range. In addition, the duty ratio of the control signal may be adjusted in consideration of the reference speed of the second section and the driving speed.

In order to achieve the above object, a control method of an electric mobility apparatus according to another embodiment of the present specification includes: checking a state of charge and a braking condition of a battery; checking a rotation speed related to driving of a wheel when the battery charge state corresponds to a full charge level and a braking condition is confirmed; and controlling the electric movement device by using a braking method in consideration of the state of charge of the battery and the rotation speed of the wheel.

According to an embodiment, the controlling of the electric movement device may include controlling the electric movement apparatus by maximizing a duty ratio of a control signal for controlling a switch of an inverter when the rotation speed of the wheel is included in the first section. may include the step of

According to an embodiment, the step of controlling the electric movement device may include adjusting a duty ratio of a control signal for controlling a switch of an inverter according to the driving speed when the rotation speed of the wheel is included in the second section to adjust the electric movement speed. controlling the mobile device.

According to an embodiment, the duty ratio of the control signal may be adjusted so that a voltage value across the capacitor connected in parallel with the inverter is located within a specific range.

According to an embodiment, the duty ratio of the control signal may be adjusted in consideration of the reference speed of the second section and the driving speed.

According to an embodiment, the braking condition may include a case in which the electric mobile device travels on a slope without receiving a braking request from a user or receiving an acceleration request from the user.

Specific details of other embodiments are included in the detailed description and drawings.

According to an embodiment of the present specification, there are one or more of the following effects.

First, when the battery is at a full charge level, it is possible to secure the user's safety by controlling the electric movement device using electric braking without damaging the battery.

Second, by applying an electric braking method based on the speed of the electric movement device, damage to the battery is prevented and the electric movement device can be controlled.

Third, user safety and product reliability may be improved by controlling the electric movement apparatus using different braking methods in consideration of the speed of the electric movement apparatus as well as the state of charge of the battery.

Fourth, damage to the capacitor can be prevented by adjusting the duty ratio in consideration of the voltage across the capacitor connected in parallel with the inverter.

Effects of the disclosure are not limited to the effects mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description of the claims.

1 is a view showing a perspective view of an electric movement device according to an embodiment.
2 is a view showing a cross-sectional side view of the electric movement device according to an embodiment.
3 is a view for explaining a driving unit of the electric movement device according to an embodiment.
4 is a diagram for explaining a signal for controlling a switch included in an inverter according to an embodiment.
5 is a diagram illustrating a switch control method for performing power generation braking according to an exemplary embodiment.
6 is a view for explaining a control signal input to a pair of switches according to the performance of driving and generating braking of a motor according to an exemplary embodiment.
7 is a diagram illustrating a switch control method according to regenerative braking according to an exemplary embodiment.
8 is a diagram illustrating spare braking according to an exemplary embodiment.
9 is a block diagram related to an electric movement device according to an embodiment.
10 is a view illustrating that the electric mobile device according to an embodiment is braked by a counter electromotive force when driving downhill.
11 is a view for explaining a braking process for the electric movement device, according to an embodiment.
12 is a diagram for explaining braking while adjusting a duty ratio of a control signal for braking based on a driving speed during power generation braking according to an exemplary embodiment; 13 is a diagram illustrating a voltage across a capacitor as a duty ratio of a control signal for braking is adjusted based on a driving speed during power generation braking according to an exemplary embodiment.
14 is a view for explaining a braking process for the electric movement device according to another embodiment.
15 is a diagram illustrating a control method of an electric movement device according to an embodiment.
16 is a view illustrating a control method of an electric movement device according to another embodiment.
17 is a diagram illustrating a block diagram related to an electric movement device according to another exemplary embodiment.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.

Hereinafter, the embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings, but the same or similar components are assigned the same reference numbers regardless of reference numerals, and redundant description thereof will be omitted. The suffixes "module" and "part" for the components used in the following description are given or mixed in consideration of only the ease of writing the specification, and do not have a meaning or role distinct from each other by themselves. In addition, in describing the embodiments disclosed in this specification, if it is determined that detailed descriptions of related known technologies may obscure the gist of the embodiments disclosed in this specification, the detailed description thereof will be omitted. In addition, the accompanying drawings are only for easy understanding of the embodiments disclosed in the present specification, and the technical spirit disclosed herein is not limited by the accompanying drawings, and all changes included in the spirit and scope of the present disclosure , should be understood to include equivalents or substitutes.

Terms including an ordinal number, such as first, second, etc., may be used to describe various elements, but the elements are not limited by the terms. The above terms are used only for the purpose of distinguishing one component from another.

When a component is referred to as being “connected” or “connected” to another component, it is understood that the other component may be directly connected or connected to the other component, but other components may exist in between. it should be On the other hand, when it is said that a certain element is "directly connected" or "directly connected" to another element, it should be understood that no other element is present in the middle.

The singular expression includes the plural expression unless the context clearly dictates otherwise.

In the present application, terms such as "comprises" or "have" are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one or more other features It should be understood that this does not preclude the existence or addition of numbers, steps, operations, components, parts, or combinations thereof.

In describing the embodiments, descriptions of technical contents that are well known in the technical field to which the present disclosure pertains and are not directly related to the present disclosure will be omitted. This is to more clearly convey the gist of the present disclosure without obscuring the gist of the present disclosure by omitting unnecessary description.

For the same reason, some components are exaggerated, omitted, or schematically illustrated in the accompanying drawings. In addition, the size of each component does not fully reflect the actual size. In each figure, the same or corresponding elements are assigned the same reference numerals.

Advantages and features of the present disclosure, and a method of achieving them will become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present disclosure is not limited to the embodiments disclosed below, but may be implemented in various different forms, and only the present embodiments allow the disclosure of the present disclosure to be complete, and common knowledge in the art to which the present disclosure pertains. It is provided to fully inform those who have the scope of the disclosure, and the present disclosure is only defined by the scope of the claims. Like reference numerals refer to like elements throughout.

1 is a view showing a perspective view of an electric movement device according to an embodiment.

Referring to FIG. 1 , each component included in the electric movement device is illustrated.

Electric Mobility Apparatus includes a handlebar 101, a display 103, a brake lever 105, a front wheel 107, a real wheel 109 and a body frame. It may include at least one of (111).

The handlebar 101 may be manipulated by a user to change the direction of the electric movement device. In addition, an acceleration input may be received based on the user's manipulation of the handlebar 101 , and the speed of the electric movement device may be adjusted based on the acceleration input. For example, when the user pulls or rotates the handlebar 101 in a specific direction, the electric movement device may be accelerated.

The display 103 may display information related to the electric mobile device. For example, the current speed of the electric mobile device, battery level status, user authentication status, vehicle status, speed limit, power on/off, operation information related to communication module, information related to acceleration torque, information related to deceleration torque, braking Various information, such as information related to charging according to the , may be displayed on the display 103 .

A communication module that can be mounted inside the electric mobile device can transmit and receive data to and from external devices using wired/wireless communication. At this time, the communication technology used by the communication module includes GSM (Global System for Mobile communication), CDMA (Code Division Multi Access), LTE (Long Term Evolution), 5G, WLAN (Wireless LAN), Wi-Fi (Wireless-Fidelity), Bluetooth™, RFID (Radio Frequency Identification), Infrared Data Association (IrDA), ZigBee, NFC (Near Field Communication), and the like. The electric mobile device may communicate with at least one of another electric mobile device, a portable terminal, a base station, an access point (AP), and an infrastructure using a communication module.

As the user operates the brake lever 105 , the speed of the electric movement device may be reduced. The brake lever 105 may be connected to at least one side of both handlebars. For example, a mechanical braking force may be applied to at least one of the front wheel 107 and the rear wheel 109 in response to the manipulation of the brake lever 105 . According to the embodiment, the user controls the brake lever 105 to generate mechanical braking for the front wheel 107, so that the speed of the electric movement device may be reduced. For example, a portion of the front wheel 107 may come into contact with the brake pad according to the manipulation of the brake lever 105 , and a braking force may be generated by friction.

The front wheel 107 mechanically braked by the brake lever 105 is only an example, and the rear wheel 109 may be braked by the brake lever 105 . As another example, electric braking force may be applied to at least one of the front wheel 107 and the rear wheel 109 in response to the manipulation of the brake lever 105 . In the electrical braking, the rotation of the motor may be braked by controlling the inverter when the motor connected to at least one of the front wheel 107 and the rear wheel 109 rotates.

Electrical braking may include at least one of regenerative braking that charges the battery with electrical energy generated according to inverter control, power generation braking that converts generated electrical energy into thermal energy and consumption, and spare braking that turns off all switches of the inverter. there is. The movement of the front wheel 107 may be determined based on the handlebar 101 operated by the user. In addition, the rotation speed of the front wheel 107 may be reduced by mechanical braking by the brake lever 105 . Since the rear wheel 109 receives power by a motor connected to the inverter, the speed of the rear wheel 109 may be increased by the motor. In addition, the rotation speed of the rear wheel 109 may be reduced by electric braking. The speed of the electric movement device may be reduced by reducing the rotation speed of the front wheel 107 or the rear wheel 109 . Here, the motor may include a brushless direct current motor (BLDC), an induction motor, a reluctance motor, or a driving and regenerative braking type motor (for example, both a motor and a generator). there is.

The body frame 111 may serve as a support surface related to boarding the user. In this case, the shape of the body frame 111 may include a structure in which the user stands and boards or may further include a seat portion on the upper surface, and the body frame 111 may include a sensor for measuring the mounted weight. In addition, at least one of a battery, a controller, and an inverter may be mounted inside the body frame 111 , and thus the mounted components may be protected from external impact.

2 is a view showing a cross-sectional side view of the electric movement device according to an embodiment.

Referring to FIG. 2 , components mounted or attached to the electric movement device are illustrated.

A front lamp 201 may irradiate a light illuminating a front area of the electric mobile device while driving. In addition, the rear lamp 207 may irradiate a light illuminating the rear region of the electric mobile device while driving. In addition, according to an embodiment, a bottom light 209 attached to the bottom of the body frame may be included. The bottom light 209 may illuminate the road on which the electric mobile device travels while driving. At least one of the headlight 201 , the tail light 207 , and the bottom light 209 may be connected to a battery to receive power.

The controller 203 may control the overall electric mobile device. The battery pack 205 may include a battery and a battery management system (BMS), and the exterior of the battery pack 205 may protect the battery and the BMS from external impact. The battery may include a plurality of battery cells, and may include a rechargeable rechargeable battery pack that can be recharged. A battery can supply power to components such as motors, controllers, inverters, communication units, headlights, and tail lights.

3 is a view for explaining a driving unit of the electric movement device according to an embodiment.

Referring to Figure 3, the configuration of the driving unit of the electric movement device is disclosed. The driving unit may include at least one of the inverter 330 , the motor 350 , and the shunt resistor 370 , and may also include a front wheel 107 , a rear wheel 109 , and a brake 105 .

The electric movement device may include at least one of a battery 310 , a capacitor 320 , an inverter 330 , a controller 340 , a motor 350 , a sensor unit 360 , and a shunt resistor 370 . The capacitor 320 may be connected in parallel with the battery 310 to perform a function of smoothing the voltage supplied from the battery 310 . The capacitor 320 may store DC power, and both ends of the capacitor 320 may be referred to as DC link terminals. Although one capacitor 320 element is shown in the embodiment, stability can be secured by providing a plurality of capacitors.

The controller 340 may perform overall control operations related to the driving unit. For example, the controller 340 may monitor the voltage across the capacitor 320 serving as the DC link terminal. The control unit 340 may correspond to or be included in the controller of FIGS. 1 and 2 and operate. The controller 340 may control the inverter 330 in consideration of the monitored DC voltage and information sensed by the sensor unit 360 . For example, the controller 340 may control the switch of the inverter 330 based on the obtained information, and more specifically, may control a pulse width modulation (PWM) signal input to the inverter switch. On or off of the switches 331 to 336 included in the inverter 330 may be determined based on the PWM signal, and accordingly, the motor may be driven, and electrical control using the motor may also be performed.

Also, the controller 340 may control a duty ratio of the PWM signal. The duty ratio indicates the ratio of the time the signal corresponds to high within one period of the PWM signal. By controlling the duty ratio in this way, the ratio of the time that the switch is in the on state can be adjusted. In an embodiment, the maximum value of the duty ratio may be 100% and the minimum value may be 0%, and the controller 340 may variably adjust the duty ratio based on the obtained information. Setting the duty ratio of the switch to the maximum value may be a full-on mode, and setting the duty ratio of the switch to the minimum value may be a full-off mode. As described above, according to the duty ratio set by the controller 340 in the embodiment, the time maintained in the on state and the time maintained in the off state during one cycle of the switch may be changed. In this case, keeping the switch in an on state for one cycle of the switch may be a pull-on mode, and keeping the switch in an off state for one cycle of the switch may be a pull-off mode.

The control unit 340 may control the inverter 330 according to the PWM signal to change the DC power supplied from the battery 310 to AC power of a desired frequency, and may drive the motor 350 through the AC power. . The switches 331 to 336 included in the inverter 330 may be insulated gate bipolar transistors (IGBTs). The IGBT is a junction-type transistor in which a metal oxide semiconductor field effect transistor (MOSFET) is inserted into the gate, and the voltage between the gate and the emitter is driven and the power is switched on or off by an input signal. However, this is only an example, and the present invention is not limited thereto.

The switches 331 to 336 included in the inverter 330 may be divided into an upper switch and a lower switch according to an installation position, and the switch pair may include an upper switch and a lower switch. For example, the inverter 330 includes a first switch pair including a first upper switch 331 and a first lower switch 334 , a second upper switch 332 and a second lower switch 335 . It may include a third switch pair including a second switch pair, a third upper switch 333 and a third lower switch 336 .

The switch included in the inverter 330 may be lost due to various causes. For example, when an overvoltage is applied to the switch, when an overcurrent flows, when a back electromotive force occurs, when the temperature of the switch rises above a specific value, and when the switch temperature is maintained above a specific value. can be Among the above examples, there are many cases where the switch is damaged due to overcurrent flowing through the switch, and accordingly, it is necessary to monitor the value of the current flowing through the switch.

At least one of the switches and a shunt resistor 370 may be connected to monitor the current flowing through the switch. The phase current may be sensed by the shunt resistor 370 connected as described above. Specifically, the current flowing through the switch may be checked according to the voltage applied to the shunt resistor 370 and the resistance value of the shunt resistor, and if it exceeds a preset reference current, it may be determined as overcurrent. Although one shunt resistor 370 shown in FIG. 3 is connected to the ground terminal of the switches, according to an embodiment, it may be connected to the shunt resistor for each switch, and the control unit 340 monitors the voltage applied to the shunt resistor. You can check the current flowing through the switch.

The motor 350 includes a stator and a rotor, and AC power of a predetermined frequency is applied to the coils of the stators of each phase U, V, and W, so that the rotor can be rotated. The stator may be divided into three phases (U, V, W), and a coil is wound on each phase. The direction of the magnetic field formed inside the stator may also continuously change due to the change in the direction of the current input to the stator, and the rotor may rotate due to the change in the direction of the magnetic field. The rotation of the rotor is transmitted to the wheel through the rotation shaft, so that the wheel can be rotated.

The sensor unit 360 may include a plurality of sensors, and an example of the sensor may include a Hall sensor for sensing the rotation speed of the motor 350 . The control unit 340 may receive the rotation speed from the sensor unit 360 and control the inverter 330 based on this.

4 is a diagram for explaining a signal for controlling a switch included in an inverter according to an embodiment.

Referring to FIG. 4 , a signal applied to a switch of an inverter is shown.

As described above, the inverter includes a first switch pair including a first upper switch and a first lower switch, a second switch pair including a second upper switch and a second lower switch, and a third upper switch and a third lower switch. It may include a third switch pair that includes. 4 , the first upper switch 331 may be Sa, the second upper switch 332 may be Sb, and the third upper switch 333 may be Sc. In addition, the first lower switch 334 may be Sa', the second lower switch 335 may be Sb', and the third lower switch 336 may be Sc'. In the embodiment, a signal applied to each inverter is shown.

The first upper switch and the first lower switch may be connected in series, the second upper switch and the second lower switch may be connected in series, and the third upper switch and the third lower switch may be connected in series. Also, the first switch pair, the second switch pair, and the third switch pair may be connected in parallel to each other.

According to an embodiment, V0 is (Sa, Sb, Sc)=(0, 0, 0), and the first upper switch, the second upper switch, and the third upper switch may be in an off state. In this case, the first lower switch, the second lower switch, and the third lower switch may be in an on state. Accordingly, power generation may be braked by the first lower switch, the second lower switch, the third lower switch, and the motor.

In addition, V1 is (Sa, Sb, Sc)=(1, 0, 0), and the first upper switch may be in an on state, and the second upper switch and the third upper switch may be in an off state. In this case, the first lower switch may be in an off state, and the second lower switch and the third lower switch may be in an on state. Accordingly, regenerative braking may be performed based on the first upper switch, the second lower switch, and the third lower switch.

In addition, V2 is (Sa, Sb, Sc)=(1, 1, 0), so that the first upper switch and the second upper switch may be in an on state, and the third upper switch may be in an off state. In this case, the first lower switch and the second lower switch may be in an off state, and the third lower switch may be in an on state. Accordingly, regenerative braking may be performed based on the first upper switch, the second upper switch, and the third lower switch.

In addition, V3 is (Sa, Sb, Sc) = (1, 1, 1), and the first upper switch, the second upper switch, and the third upper switch may be in an on state. In this case, the first lower switch, the second lower switch, and the third lower switch may be in an off state. Accordingly, power generation may be braked by the first upper switch, the second upper switch, the third upper switch, and the motor.

Here, the holding times of the on or off states of each switch according to V1 to V3 may be different from each other, and a duty ratio may be determined based thereon.

5 is a diagram illustrating a switch control method for performing power generation braking according to an exemplary embodiment.

Referring to FIG. 5 , a switch control and circuit configuration for performing power generation braking is illustrated.

Referring to FIG. 4 together, identification number 510 is a state V0 of FIG. 4 , wherein the first upper switch 531 , the second upper switch 532 , and the third upper switch 533 are in an off state, and the first The lower switch 534 , the second lower switch 535 , and the third lower switch 536 may be in an on state. In this case, the electric movement device may operate in a power generation braking method. When operating in the power generation braking method, the motor may be braked by the generated counter electromotive force.

A braking current may be generated according to the power generation braking, and the amount of the generated braking current may be expressed as Equation 1 below. Here, Rs may represent a stator resistance included in the motor, We may represent an angular velocity, Ls may represent an inductance according to the motor, and Ke may represent a counter electromotive force constant. According to an embodiment, as the rotation speed of the motor increases, the amount of current generated according to the generation braking also increases, and an excessive generation braking current is generated according to the rotation speed of the motor, which may cause damage to the switch.

Identification number 540 is a diagram illustrating the flow of current according to switch control when generating braking for a three-phase motor is performed. In case of path ①, the flow of current flowing in (U=>V, W) is shown, in case of path ②, the flow of current flowing in (V=>W, U) is shown, and in case of path ③ (W=> The flow of current flowing in U, V) is shown. In the embodiment, all of the paths ① to ③ indicate a case in which the current according to the generation braking flows through the motor and the lower switches 534 , 535 , and 536 .

6 is a view for explaining a control signal input to a pair of switches according to the performance of driving and generating braking of a motor according to an exemplary embodiment.

Referring to FIG. 6 , signals for controlling switches corresponding to U+ and U- are shown. As an example, U+ may be the first upper switch, and U− may correspond to the first lower switch.

A control signal for driving the motor in normal operation is input to the inverter in the first section 610 . When the motor is driven for normal operation, when the first upper switch U+ is on, the first lower switch U- may be off. As described above, the motor can be operated normally by the intersection of U+ and U- on or off, and the wheel can be driven by the rotational force of the motor.

In the case of power generation braking, a control signal corresponding to the state V0 or V3 of FIG. 4 may be input, and the switch may be adjusted accordingly. In an embodiment, power generation braking may be continued according to the control of the controller, or generation braking may be turned off in some sections such as the second section 620 . In this case, the ratio occupied by the section in which the power generation braking is on in the second section 620 may correspond to the power generation braking duty ratio. When the power generation braking is on, the motor may be braked by the back electromotive force, and when the power generation braking is off, the back electromotive force may not be generated. 6 is a case of generation braking by the upper switch according to the state V3 of FIG. 4 . In the second section 620 , the lower switch U- may be in an off state.

7 is a diagram illustrating a switch control method according to regenerative braking according to an exemplary embodiment.

Referring to FIG. 7 , a method of controlling a switch for performing regenerative braking and a flow of current according to the method are illustrated.

In an embodiment, the regenerative braking may include a braking method of charging the battery by returning regenerative power generated according to electrical braking with respect to the rotation of the motor to the battery side. In an embodiment, when regenerative braking is performed, a current according to a switch state of the inverter may flow toward the battery 710 , and accordingly, the battery 710 may be charged. The first lower switch 734 , the second upper switch 732 , and the third upper switch 733 are in an on state, and the first upper switch 731 , the second lower switch 735 , and the third lower switch 736 are in an on state. ) may be in an off state. At the moment of regenerative braking, the generated regenerative power is returned to the battery 710 through the first lower switch 734 , the motor 740 , the second upper switch 732 , and the third upper switch 733 to charge the battery. and thus energy efficiency may be improved.

In an embodiment, when the battery 710 responds to a full charge state, the controller may control the inverter to brake in another way to prevent overcharging.

8 is a diagram illustrating spare braking according to an exemplary embodiment.

Referring to FIG. 8 , a state of an inverter switch for performing redundant braking according to an embodiment is shown.

In an embodiment, when all switches included in the inverter are in an off state, a separate electric braking force may not be generated, but a mechanical braking force may be generated due to rotational friction of the motor itself. In an embodiment, braking according to such a state may be referred to as spare braking. In this way, when operating with spare braking power, the power applied to the motor is cut off and a separate electromotive force is not generated according to the rotation of the motor, but braking force may be generated due to friction caused by the rotation of the motor itself. can be braked.

As described above, in the embodiment, the controller may generate braking force through at least one of power generation braking, regenerative braking, and reserve braking in relation to the motor. In addition, the control unit considers at least one of the speed of the electric mobile device, the battery charge state, the inclination related to the electric mobile device, whether the electric mobile device is authenticated, the amount of current flowing through the inverter, the temperature of the inverter, and power consumption of the electric mobile device. Braking methods related to motors can be applied differently.

9 is a block diagram related to an electric movement device according to an embodiment.

Referring to FIG. 9 , a block diagram related to a configuration included in the electric mobile device is displayed.

The electric mobile device 900 includes at least one of a light 910 , a sensor 920 , a driving unit 930 , a communication circuit 940 , a communication circuit battery 950 , a main battery 960 , and an output unit 970 . may include

The light 910 may include one or more light emitting bodies capable of irradiating illumination, and the electric mobile device 900 of the embodiment may include a headlight 912 , a tail lamp 914 , and a bottom lamp 916 . The headlight may irradiate the light illuminating the front area of the electric mobile device 900 , the tail light may irradiate the light illuminating the rear area of the electric mobile device 900 , and the bottom light may irradiate the light illuminating the rear area of the electric mobile device 900 . You can illuminate the lights that illuminate below.

The sensor unit 920 may sense physical and electrical measurements related to the electric movement device 900 . The sensor unit 920 may include at least one of a rotation speed sensor 922 , an acceleration sensor 924 , and a weight sensor 926 .

The rotation speed sensor 922 may sense the rotation speed of the motor. As an example of the rotation speed sensor 922, a Hall sensor may be included, and the Hall sensor may sense a change in magnetic flux by a stator and a rotor constituting the motor to sense the rotation speed of the motor.

The acceleration sensor 924 may detect rotation in each axis direction in three dimensions. Specifically, the acceleration sensor 924 may sense the acceleration with respect to the electric movement device in the X-axis, Y-axis, and Z-axis directions, and may sense a change in acceleration in the 3-axis direction.

Also, the weight sensor 926 may detect a weight mounted on the electric movement device 900 .

The driving unit 930 may include devices related to driving of the electric movement device, such as a front wheel, a rear wheel, an inverter, a motor, and a brake. A movement of the front wheel may be determined based on a handlebar operated by a user, and a rotational speed of the front wheel may be reduced by mechanical braking. In addition, since the rear wheel receives power by the motor connected to the inverter, the speed of the rear wheel may be increased by the motor, and the rotational speed of the rear wheel may be reduced by electric braking. However, the braking method of the front wheel and the rear wheel is not limited to the above method, and may be braked through at least one of the two braking methods.

The communication circuit 940 may transmit/receive information to and from external devices through wired/wireless communication.

The communication circuit battery 950 may be a battery that supplies power to the communication circuit 940 . The communication circuit battery 950 may exist separately from the main battery 960 or may exist inside the main battery 960 , and may be charged by the main battery 960 or charged through a separate connection circuit.

The main battery 960 may supply power to at least one of a motor, an inverter, a light 910 , an output unit 970 , and a communication circuit 940 .

The output unit 970 may include an output device for providing information to the user, and may include at least one of a speaker 972 providing a sound output and a display 924 providing a visual output. At least one of battery charge state information, user authentication information, speed information, vehicle state information, speed limit-related information, power information, boarding weight information, and communication circuit state information through the output unit 970 Information may be provided.

The controller 980 may control the overall operation of the electric movement apparatus 900 , and may control the operation of the electric movement apparatus 900 through at least one of the control methods described in the embodiment.

10 is a view illustrating that the electric mobile device according to an embodiment is braked by a counter electromotive force when driving downhill.

Referring to FIG. 10 , when the state of charge of the battery is less than the full charge level, when braking is required, such as when the electric mobile device is traveling downhill, regenerative braking that converts kinetic energy according to the movement of the electric mobile device into electrical energy is performed. may be performed, and thus the battery may be charged. More specifically, the battery may be charged by the counter electromotive force generated according to the regenerative braking, and the speed of the electric movement device may be reduced by the braking force generated by the counter electromotive force generation.

Alternatively, when the state of charge of the battery is above the full charge level, the battery may be damaged by regenerative energy. Therefore, when the electric mobile device requires braking, it is preferable not to charge the battery using the regenerative energy from regenerative braking, and regenerative braking The motorized movement device may be controlled to brake in other ways.

Here, the full charge level of the battery may include a case in which the output voltage of the battery corresponds to a specific voltage. In this case, the specific voltage may be a value set with a margin for battery protection as well as when the battery is 100% charged. For example, when a specific voltage is set to 95%, when the state of charge of the battery is 96%, the electric moving device cannot be braked using regenerative braking as a full state. Alternatively, when the state of charge of the battery is 90%, the electric movement device may be braked using regenerative braking until the battery is 95% in the state before being fully charged.

When the state of charge of the battery is equal to or higher than the full charge level, the electric movement device may be electrically braked by at least one of generation braking and spare braking instead of regenerative braking. In this case, the electric movement device may be applied with mechanical braking as well as electrical braking.

Hereinafter, the braking of the electric movement device in consideration of the state of charge of the battery will be described in detail.

11 is a view for explaining a braking process for the electric movement device, according to an embodiment.

Referring to FIG. 11 , the state of charge of the battery included in the electric mobile device may be checked 1101 , and the traveling speed of the electric mobile device may be checked 1103 . In an embodiment, the state of charge of the battery may be checked based on the output voltage, and it may be checked whether the output voltage corresponds to the voltage value corresponding to the full charge level.

When the battery is charged so that the battery output voltage corresponds to a specific voltage or less, the electric movement device may be decelerated based on regenerative braking during braking. In this case, the battery may be charged through regenerative energy by regenerative braking. In an embodiment, the electric mobile device may monitor the state of charge of the battery even while regenerative braking is being performed. can be performed, the details of which will be described below.

When the battery is charged so that the battery output voltage corresponds to a specific voltage or more, the electric movement device may be controlled to be braked by a braking method other than regenerative braking in order to prevent damage to the battery due to overcharging by regenerative energy. In an embodiment, it may be checked 1105 whether the traveling speed of the electric mobile device is greater than the first speed.

Here, braking methods such as regenerative braking, power generation braking, and reserve braking applied to the electric mobile device may be determined through on/off control of the switch of the inverter. In detail, braking methods such as regenerative braking, power generation braking, and reserve braking may be determined by controlling a switch on/off by a control signal (eg, a PWM signal) generated by a controller. For example, when all switches of the inverter are turned off, the electric movement device may be controlled based on spare force braking, or when all of the lower phase switches of the inverter are turned on, the electric movement apparatus may be controlled based on power generation braking. .

When the traveling speed of the electric mobile device is less than the first speed, the electric mobile device may be braked based on the power generation braking 1113 , and the electric mobile device may be stopped 1115 . In this case, the duty ratio of the control signal generated by the controller may be set to a maximum value, and in an embodiment, one of the modes in which the duty ratio is set to the maximum value may be a pull-on mode. The pull-on mode may include a case in which a switch is continuously maintained in an on state for one cycle.

In an embodiment, when the driving speed is less than the first speed, a section corresponding to the corresponding driving speed may be referred to as a safety section. That is, even when the duty ratio is set to the maximum, a speed at which the circuit of the electric movement device will not be damaged by the current generated by the electric braking may be determined as the first speed, and in the embodiment, the circuit of the electric movement apparatus is controlled by the inverter It may include a switch related to .

Whether the traveling speed of the electric mobile device is equal to or greater than the first speed and less than the second speed may be checked 1107 . When the driving speed is equal to or greater than the first speed and smaller than the second speed, the duty ratio of the power generation braking may be adjusted 1111 in response to the driving speed, and accordingly, the electric movement device may be decelerated. At this time, the driving speed and the first speed of the decelerated electric movement device may be compared again, and the braking method may be re-determined.

Meanwhile, in an embodiment, the duty ratio of the control signal generated by the controller may be adjusted in consideration of the voltage across the capacitor connected to the inverter. Specifically, the duty ratio may be adjusted so that the voltage across the capacitor varies within a specific range. In addition, the duty ratio of the control signal may be determined in consideration of the difference between the first speed and the second speed and the traveling speed of the electric mobile device. When the electric mobile device runs between the first speed and the second speed, a duty ratio corresponding to the running speed may be preset, and the electric mobile device may control the duty ratio with reference to preset data. . For example, if the first speed is 100 RPM and the second speed is set to 700 RPM, if the driving speed of the electric mobile device is 300 RPM, the duty ratio is 33.3%, if 400 RPM, the duty ratio is 50%, and if 500 RPM, the duty ratio is 66.6% may be pre-set. The duty ratio may be determined based on a comparison between the driving speed of the electric mobile device and preset data.

When the traveling speed of the electric mobile device is equal to or greater than the second speed, the electric mobile device may be braked based on the spare brake 1109 . In this case, the duty ratio of the control signal generated by the controller may be set to a minimum value, and setting the duty ratio to the minimum value may be a pull-off mode. The pull-off mode may include a case in which the switch is continuously maintained in an off state for one period. The spare braking may be a braking method corresponding to the pull-off mode.

Here, the first speed and the second speed may be determined in consideration of the allowable current for the switch of the inverter. In order not to damage the switch included in the inverter, the allowable current value is preset. A braking current may be generated by the power generation braking, and the magnitude of the braking current may be determined according to the driving speed as in Equation 1 described above. Specifically, the switch may not be damaged by the braking current when it is less than the first speed, or the switch may be damaged by the braking current when the first speed is less than the second speed, but the switch is damaged by the duty ratio adjustment Otherwise, the switch may be immediately damaged by the braking current if it is above the second speed.

In an embodiment, braking may be performed based on a user's input of a braking request, and may also be performed based on the driving state of the electric mobile device. In addition, although it has been described that the driving speed is sequentially checked in the embodiment, it is obvious that operations 1109, 1111, and 1113 may be selectively performed based on the speed checked in step 1103.

12 is a diagram for explaining braking while adjusting a duty ratio of a control signal for braking based on a driving speed during power generation braking according to an embodiment. 13 is a diagram illustrating a voltage across a capacitor as a duty ratio of a control signal for braking is adjusted based on a driving speed during power generation braking according to an exemplary embodiment.

12 and 13 , it may be checked ( 1201 ) whether the driving speed of the electric mobile device in which the battery is charged above the full charge level is less than the first speed. When the traveling speed of the electric mobile device is equal to or less than the first speed, the electric mobile device may be braked 1211 based on the power generation braking.

Whether the driving speed of the electric mobile device in which the battery is charged above the full charge level is smaller than the second speed may be checked (1203). When the traveling speed of the electric mobile device is greater than the second speed, the electric mobile device may be braked 1205 based on the excess braking force. A comparison may be made between the traveling speed and the second speed of the electric mobile device that is braked by excess force, and the electric mobile device may be braked based on a braking method according to the comparison result.

When the traveling speed of the electric mobile device is greater than the first speed but less than the second speed, the duty ratio of the power generation braking may be adjusted to be braked. In this case, the voltage across the capacitor included in the electric movement device may be monitored 1207 , and the duty ratio of the control signal may be adjusted 1209 in consideration of the voltage across the terminals.

Figure 1310 shows the voltage change across the capacitor when no duty ratio is applied. When the power generation braking is in the pull-on mode without applying the duty ratio, it can be seen that the voltage across the capacitor rapidly rises and then gradually decreases as a change in the voltage across the capacitor. As such, there is a possibility that the capacitor may be damaged due to the overvoltage of the voltage across the capacitor.

Figure 1320 shows the voltage change across the capacitor when a duty ratio is applied. When the duty ratio is applied and the on/off of the power generation braking is repeated, the voltage across the capacitor is changed, and the voltage across the capacitor may be adjusted to change within a specific range. When the duty ratio is on, the voltage across the capacitor decreases, but when the duty ratio is off, current flows through the diode and the voltage across the capacitor may increase. In this case, a specific range in which the voltage across the capacitor changes may be adjusted due to the adjustment of the duty ratio.

14 is a view for explaining a braking process for the electric movement device according to another embodiment.

Referring to FIG. 14 , the state of charge of the battery included in the electric mobile device may be checked 1401 . Also, it may be checked 1403 whether a braking condition for the electric mobile device is detected, and the rotation speed of the electric mobile device may be checked 1405 .

Here, the braking condition may include a case in which a braking request (eg, a brake signal) is received from a user or an acceleration request is not received from the user and the electric mobile device travels on a slope. For example, a case in which a user applies a brake or a case in which an acceleration input is not received because the user does not pull a throttle may be included.

The state of charge of the battery may be equal to or less than a specific voltage corresponding to a full charge level or may correspond to a specific voltage or higher. When the battery is charged below a certain voltage, the electric movement device may be decelerated based on regenerative braking. In this case, the battery may be charged based on regenerative energy by regenerative braking. If the battery is charged due to the regenerative energy and reaches the full charge level, the electric movement device may be braked by the following braking process.

When the battery is charged above a specific voltage, the speed of the electric movement device may be reduced based on a braking method other than regenerative braking in order to prevent damage to the battery due to regenerative energy. Whether the rotation speed of the electric mobile device traveling downhill is greater than the first speed may be checked 1407 .

Here, braking methods such as regenerative braking, power generation braking, and reserve braking applied to the electric mobile device may be determined through on/off control of the switch of the inverter. In detail, braking methods such as regenerative braking, power generation braking, and reserve braking may be determined by controlling a switch on/off by a control signal (eg, a PWM signal) generated by a controller. For example, when all switches of the inverter are turned off, the electric movement device may be controlled based on spare force braking, or when all of the lower phase switches of the inverter are turned on, the electric movement apparatus may be controlled based on power generation braking. .

When the rotational speed of the electric mobile device is less than the first speed, the electric mobile device may be braked based on the power generation braking 1415 , and the electric mobile device may eventually stop 1417 . In this case, the duty ratio of the control signal generated by the controller may be a pull-on mode in which the maximum value is set. The pull-on mode may include a case in which a switch is continuously maintained in an on state for one cycle. Here, when the rotation speed is less than the first speed, it may correspond to the safe section. That is, the electric movement device may not be damaged due to the braking current generated when it is smaller than the first speed.

Whether the rotational speed of the electric movement device is equal to or greater than the first speed and less than the second speed may be checked 1409 . When the rotational speed is equal to or greater than the first speed and smaller than the second speed, the duty ratio of power generation braking is adjusted 1413 so that the electric movement device may be decelerated. At this time, the first speed and the rotation speed of the decelerated electric movement device may be compared again, and the braking method may be re-determined.

The duty ratio of the control signal generated by the controller may be adjusted in consideration of the voltage across the capacitor connected to the inverter. Specifically, the duty ratio may be adjusted so that the voltage across the capacitor varies within a specific range. In addition, the duty ratio of the control signal may be determined in consideration of the difference between the first speed and the second speed and the rotation speed of the electric movement device. When the electric mobile device runs between the first speed and the second speed, a duty ratio corresponding to the rotation speed of the motor included in the electric mobile device may be tabulated, and the electric mobile device refers to the tabled data. to control the duty ratio. For example, when the first speed is 100 RPM and the second speed is set to 700 RPM, if the rotation speed of the motor included in the electric movement device is 300 RPM, the duty ratio is 33.3%, and if 400 RPM, the duty ratio is 50%, and if 500 RPM, the duty ratio is 50%. The ratio may be tabulated as 66.6%. The duty ratio may be determined based on a comparison between the rotational speed of the motor and the tabulated data.

When the rotation speed of the electric movement apparatus is equal to or greater than the second speed, the electric movement apparatus may be controlled based on the spare force braking 1411 . In this case, the duty ratio of the control signal generated by the controller may be a pull-off mode in which the minimum value is set. The pull-off mode may include a case in which the switch is continuously maintained in an off state for one period. The spare braking may be a braking method corresponding to the pull-off mode.

Here, the first speed and the second speed may be determined in consideration of the allowable current for the switch of the inverter. The switches included in the inverter are set to an acceptable current to avoid damage. A braking current is generated by the power generation braking, and the magnitude of the braking current may be determined according to the rotation speed as in Equation 1 above. Specifically, the switch may not be damaged by the braking current when it is less than the first speed, or the switch may be damaged by the braking current when the first speed is less than the second speed, but the switch is damaged by the duty ratio adjustment Otherwise, the switch may be immediately damaged by the braking current if it is above the second speed.

15 is a diagram illustrating a control method of an electric movement device according to an embodiment. The above description may also be applied to FIG. 15 .

Referring to FIG. 15 , in step 1510 , the state of charge of the battery of the electric mobile device traveling on the road may be monitored. The state of charge of the battery may be less than or equal to the full charge level or higher than the full charge level. The full charge level is a value corresponding to a specific voltage, and may correspond to, for example, a full charge level when the battery state of charge is 95%. The charging state of the battery corresponding to the full charge level may include a case in which the output voltage of the battery is greater than or equal to a specific voltage, and the charging state of the battery being equal to or less than the full charge level may include a case in which the output voltage of the battery is less than or equal to the specific voltage.

In step 1520, the traveling speed of the electric mobile device may be detected. The traveling speed of the electric mobile device traveling on the road may be sensed. Here, the traveling speed of the electric mobile device may correspond to at least one of the first section, the second section, and the third section. In this case, the first section includes a section in which the traveling speed is less than the first speed, the second section includes a section in which the traveling speed is greater than or equal to the first speed and less than the second speed, and the third section includes a section in which the traveling speed is less than the second speed. It may include more than one section.

In operation 1530, the driving speed of the electric mobile device may be reduced based on a braking method in consideration of the state of charge of the battery and the driving speed. The braking method may include the aforementioned regenerative braking, power generation braking, and reserve braking. When the state of charge of the battery is below the full level, the driving speed may be reduced by braking the electric movement device based on regenerative braking, and if the state of charge of the battery corresponds to the full level, electric movement based on power generation braking or spare braking Driving speed can be reduced by braking the device.

Specifically, when the full charge level is higher than the driving speed and the driving speed is included in the first section, the driving speed may be reduced by generating braking in the pull-on mode. In addition, when the full charge level is higher than the driving speed and the driving speed is included in the second section, the duty ratio of the control signal may be adjusted according to the driving speed so that the driving speed of the electric mobile device may be reduced. In addition, when the full charge level is higher than the driving speed and the driving speed is included in the third section, the driving speed may be reduced by surplus braking in the pull-off mode to protect the inverter switch.

In this case, the duty ratio may be adjusted so that the voltage value across the capacitor connected to the inverter is located within a specific range. Alternatively, the duty ratio may be adjusted in consideration of the reference speed and the driving speed of the second section. In this case, the reference speed may be the first speed and the second speed. The duty ratio may be adjusted in consideration of the driving speed and the difference between the first speed and the second speed.

16 is a diagram illustrating a control method of an electric movement device according to another exemplary embodiment. The above description may also be applied to FIG. 16 .

Referring to FIG. 16 , in operation 1610 , a state of charge of a battery and a braking condition may be detected. Here, the braking condition may include a case in which a braking request (eg, a brake signal) is received from a user or an acceleration request is not received from the user and the electric mobile device travels on a slope. For example, the braking condition may include a case in which a user applies a brake or a case in which the user drives a road in a state in which an acceleration input is not received because the user does not pull a throttle.

In step 1620, a rotational speed associated with the driving of the wheel may be sensed. The electric movement device includes a front wheel and a rear wheel, and the front wheel or the rear wheel may be driven by a motor. Here, the rotational speed of the electric movement device may correspond to at least one of the first section, the second section, and the third section. In this case, the first section includes a section in which the rotation speed is less than the first speed, the second section includes a section in which the rotation speed is greater than or equal to the first speed and less than the second speed, and the third section includes a section in which the rotation speed is less than the second speed. It may include more than one section.

In operation 1630, the electric movement device may be controlled based on a braking method according to the rotation speed of the wheel. When the rotation speed of the wheel is included in the first section, the electric movement device may be controlled based on the pull-on mode in which the duty ratio of the control signal for controlling the switch of the inverter is maximized. Alternatively, when the rotation speed of the wheel is included in the second section, the rotation speed of the electric movement device may be controlled by adjusting the duty ratio of the control signal for controlling the switch of the inverter according to the driving speed. In addition, when the rotation speed is included in the third section, the rotation speed may be controlled by a spare brake in the pull-off mode to protect the inverter switch.

In this case, the duty ratio may be adjusted so that the voltage value across the capacitor connected to the inverter is located within a specific range. Alternatively, the duty ratio may be adjusted in consideration of the reference speed and the driving speed of the second section. In this case, the reference speed may be the first speed and the second speed. The duty ratio may be adjusted in consideration of the rotation speed and the difference between the first speed and the second speed.

17 is a diagram illustrating a block diagram related to an electric movement device according to another exemplary embodiment. The above description may also be applied to FIG. 17 .

Referring to FIG. 17 , the electric mobile device 1700 includes at least one of a sensor 1710 , a motor 1720 , an inverter 1730 , a controller 1740 , and a Battery Management System (BMS) 1750 . may include

The sensor 1710 may detect a speed (eg, a traveling speed) related to the driving of the electric mobile device. Here, the sensor 1710 may include various sensors capable of measuring a speed related to the driving of the electric mobile device. For example, the sensor 1710 may include a Hall sensor that detects a change in magnetic flux caused by a stator and a rotor constituting the motor.

By rotation of the motor 1720 , the electric movement device may be moved. The type of the motor 1720 is not limited.

The inverter 1730 may be connected to the motor 1720 to control the motor. Specifically, the motor 1720 may be accelerated or braked by control of a switch included in the inverter 1730 .

The controller 1740 may control a pulse width modulation (PWM) signal input to the inverter 1730 . On or off of a switch included in the inverter 1730 may be determined based on the PWM signal, and accordingly, the motor 1720 may be driven, and electrical control using the motor 1720 may also be performed. Specifically, the controller 1740 may check the state of charge of the battery of the electric mobile device using the battery management system 1750 , and may check the running speed of the electric mobile device using the sensor 1710 . The controller 1740 may control the inverter 1730 using a braking method based on the charging state of the battery and the driving speed. For example, when the state of charge of the battery corresponds to the full charge level and the driving speed is included in the first section, the controller 1740 may determine the maximum duty ratio of the control signal for controlling the switch of the inverter. As another example, when the state of charge of the battery corresponds to the full level and the driving speed is included in the second section, the controller 1740 may adjust the duty ratio of the control signal for controlling the switch of the inverter. In this case, the duty ratio of the control signal may be adjusted so that the voltage value across the capacitor connected in parallel with the inverter is located within a specific range. In addition, the duty ratio of the control signal may be adjusted in consideration of the reference speed and the driving speed of the second section. As another example, when the charging state corresponds to the full charge level and the driving speed is included in the third section, the controller 1740 may determine the minimum duty ratio of the control signal for controlling the switch of the inverter.

The battery management system 1750 may manage the state of charge of the battery. For example, at least one of voltage, current, and temperature of the battery may be monitored, and the state of charge of the battery may be checked using this.

On the other hand, in the present specification and drawings, a preferred embodiment of the present disclosure has been disclosed, and although specific terms are used, these are only used in a general sense to easily explain the technical content of the present disclosure and help the understanding of the disclosure, It is not intended to limit the scope of the disclosure. It is apparent to those of ordinary skill in the art to which the present disclosure pertains that other modifications based on the technical spirit of the present disclosure may be implemented in addition to the embodiments disclosed herein.

Claims (14)

In the electric movement device,
motor;
an inverter connected to the motor to control the motor;
Battery Management System (BMS) for managing the state of charge of the battery;
a sensor for detecting a traveling speed of the electric mobile device; and
a controller for controlling the inverter using a braking method based on a state of charge of a battery of the electric mobile device and a traveling speed of the electric mobile device;
Including, an electric movement device. According to claim 1,
The controller is
determining the braking method as power generation braking when the state of charge corresponds to a full charge level;
electric movement device. 3. The method of claim 2,
The controller determines a control method for maximizing a duty ratio of a control signal for controlling a switch of an inverter when the charging state corresponds to a full charge level and the driving speed is included in the first section,
the traveling speed is decelerated based on the determined control scheme;
electric movement device. 3. The method of claim 2,
The controller adjusts the duty ratio of the control signal for controlling the switch of the inverter when the charging state corresponds to the full charge level and the driving speed is included in the second section,
electric movement device. 5. The method of claim 4,
The duty ratio of the control signal is adjusted so that the voltage value of both ends of the capacitor connected in parallel with the inverter is located within a specific range,
electric movement device. 5. The method of claim 4,
The duty ratio of the control signal is adjusted in consideration of the reference speed and the driving speed of the second section,
electric movement device. According to claim 1,
The controller determines a control method for minimizing the duty ratio of a control signal for controlling a switch of the inverter when the charging state corresponds to a full charge level and the driving speed is included in the third section,
electric movement device. In the control method of an electric mobility apparatus (electric mobility apparatus),
monitoring the state of charge of the battery;
detecting a traveling speed of the electric mobile device; and
decelerating the traveling speed of the electric mobile device by using a braking method determined based on the state of charge of the battery and the traveling speed
Including, a control method. 9. The method of claim 8,
When the state of charge corresponds to a full charge level, the braking method is characterized in that corresponding to power generation braking,
control method. 9. The method of claim 8,
The step of decelerating the driving speed includes:
When the charging state corresponds to the full charge level and the driving speed is included in the first section, decelerating the driving speed of the electric mobile device by maximizing the duty ratio of the control signal for controlling the switch of the inverter
Including, a control method. 9. The method of claim 8,
The step of decelerating the driving speed includes:
When the state of charge corresponds to the full charge level and the traveling speed is included in the second section, the duty ratio of a control signal for controlling a switch of the inverter is adjusted according to the traveling speed to reduce the traveling speed of the electric mobile device step to do
Including, a control method. 12. The method of claim 11,
The duty ratio of the control signal is characterized in that the voltage value at both ends of the capacitor connected in parallel with the inverter is adjusted to be located within a specific range,
control method. 9. The method of claim 8,
The duty ratio of the control signal is characterized in that it is adjusted in consideration of the reference speed and the driving speed of the second section,
control method. 9. The method of claim 8,
The step of decelerating the driving speed includes:
When the charging state corresponds to the full charge level and the driving speed is included in the third section, reducing the driving speed of the electric mobile device by minimizing the duty ratio of a control signal controlling a switch of the inverter
Including, a control method.

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