KR20230046048A - Vehicle, controlling method of vehicle - Google Patents

Abstract

A vehicle according to one embodiment comprises a drive wheel; a drive motor which drives the drive wheel by applying torque in a first direction; a battery which is electrically connected to the drive motor and is regeneratively charged when torque is applied to the drive motor in a second direction; and a control unit which determines the chargeable amount of the battery based on route information received from a towing vehicle and determines a charging speed of the battery based on a required chargeable amount of the battery and the determined chargeable amount, so that the vehicle can be efficiently charged during towing.

Description

Vehicle and vehicle control method {VEHICLE, CONTROLLING METHOD OF VEHICLE}

The disclosed invention relates to a vehicle, a method for controlling the vehicle, and a system for efficiently performing regenerative charging by controlling a charging speed when towing using the same.

An electric vehicle refers to a vehicle that drives a motor using electric energy stored in a battery and uses the driving force of the motor as a power source for all or part of the vehicle.

Recently, internal combustion engine engines are rapidly being replaced by electric motors as a power source of automobiles to reduce environmental pollution caused by automobile exhaust and respond to limited petroleum resources, and at the same time, research to improve fuel efficiency of automobiles continues.

Accordingly, a technology for recovering energy through regenerative braking is being developed, and research on electric battery charging through regenerative braking during traction as well as regenerative braking through elastic driving of an electric vehicle is being conducted.

An aspect of the disclosed invention is to provide a vehicle and a method for controlling the vehicle that vary charging speed through regenerative braking based on path information during towing.

A vehicle according to one embodiment includes a driving wheel; a drive motor for driving the drive wheel by applying torque in a first direction; a battery electrically connected to the drive motor and regenerated when torque is applied to the drive motor in a second direction; and a control unit for determining a chargeable amount of the battery based on route information received from a towing vehicle and determining a charging rate of the battery based on a required chargeable amount of the battery and the determined chargeable amount.

The control unit may perform charging priority torque control to maintain a maximum charging speed by torque applied in the second direction based on the required charging amount greater than or equal to the chargeable amount.

The control unit may perform efficiency-first torque control for reducing a charging speed by torque applied in the second direction when the load applied to the towing vehicle increases based on the required charging amount being less than the chargingable amount. .

The vehicle according to an embodiment may further include an input unit that receives a user's command, and the user may determine the charging speed through the input unit.

The control unit may determine an available two-wheel charging amount when the vehicle travels on two wheels based on the route information, and determine the charging speed based on the determined charging possible amount.

The control unit may perform regenerative charging to the four wheels based on a required charging amount greater than or equal to the charging available amount of the two wheels.

When regenerative charging is performed on the four wheels, the control unit may calculate a distribution ratio between front and rear wheels of the vehicle, and distribute regenerative torque based on the calculated distribution ratio.

The control unit may perform cooling control based on a fact that the temperature of the battery detected by the battery management system is higher than a preset reference temperature.

A vehicle control method according to an embodiment includes a drive wheel, a drive motor for applying torque in a first direction to drive the drive wheel, and electrically connected to the drive motor and applying torque to the drive motor in a second direction. In a vehicle including a battery that is regeneratively charged when the vehicle is damaged, receiving route information from a towing vehicle; determining a chargeable amount based on the path information; and determining a charging rate of the battery based on the required charge amount of the battery and the determined chargeable amount of the battery. can include

Determining the charging speed may perform charging priority torque control for maximally maintaining the charging speed by the torque applied in the second direction based on whether the required charging amount is greater than or equal to the chargeable amount.

Determining the charging speed is an efficiency priority torque control that reduces the charging speed by the torque applied in the second direction when the load applied to the towing vehicle increases based on the required charging amount being less than the chargingable amount. can be done

The vehicle control method according to an embodiment may further include receiving a user's command, and the user may select the charging speed.

Determining the charging speed may include determining a possible charging amount of two wheels when the vehicle travels on two wheels based on the route information, and determining a charging speed based on the determined charging possible amount of the two wheels.

The performing of the regenerative charging to the four wheels may further include calculating a distribution ratio between the front and rear wheels of the vehicle and distributing the regenerative torque with the calculated distribution ratio.

The vehicle control method according to an embodiment may further include performing cooling control based on a temperature of the battery being higher than a preset reference temperature.

According to the vehicle and the vehicle control method according to one aspect, route information may be reflected during regenerative charging during towing. Accordingly, the load and loss amount applied to the towing vehicle can be considered, and more efficient towing charging is possible.

1 is a diagram for explaining regenerative and regenerative braking of a vehicle according to an embodiment.
2 is a diagram showing a control block diagram of a vehicle according to an embodiment.
3 is a view for explaining a load received when a towing vehicle climbs a hill according to an embodiment.
4 is a diagram illustrating an input unit of a vehicle according to an exemplary embodiment.
5 is a diagram illustrating an input unit of a vehicle according to another embodiment.
6 is a diagram for explaining a disconnector of a vehicle according to an embodiment.
Fig. 7 is a diagram showing a main flow chart of a vehicle according to an embodiment.
8 is a diagram for explaining charging of two wheels or front wheels of a vehicle according to an embodiment.
9 is a diagram showing a flow chart of vehicle cooling control according to an embodiment.

The configurations shown in the embodiments and drawings described in this specification are preferred examples of the disclosed invention, and there may be various modifications that can replace the embodiments and drawings in this specification at the time of filing of the present application.

In addition, the same reference numerals or numerals presented in each drawing in this specification indicate parts or components that perform substantially the same function.

In addition, terms used in this specification are used to describe embodiments, and are not intended to limit and/or limit the disclosed invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, terms such as "include", "include" or "have" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or the existence or addition of more other features, numbers, steps, operations, components, parts, or combinations thereof is not excluded in advance.

In addition, terms including ordinal numbers such as “first” and “second” used herein may be used to describe various components, but the components are not limited by the terms, and the terms It is used only for the purpose of distinguishing one component from another. For example, a first element may be termed a second element, and similarly, a second element may be termed a first element, without departing from the scope of the present invention. The term "and/or" includes any combination of a plurality of related listed items or any of a plurality of related listed items.

In addition, terms such as "~ unit", "~ group", "~ block", "~ member", and "~ module" may mean a unit that processes at least one function or operation. For example, the terms may mean at least one hardware such as a field-programmable gate array (FPGA)/application specific integrated circuit (ASIC), at least one software stored in a memory, or at least one process processed by a processor. there is.

The codes attached to each step are used to identify each step, and these codes do not indicate the order of each step, and each step is performed in a different order from the specified order unless a specific order is clearly stated in the context. It can be.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium storing instructions executable by a computer. Instructions may be stored in the form of program codes, and when executed by a processor, may perform operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

Computer-readable recording media include all types of recording media in which instructions that can be decoded by a computer are stored. For example, there may be a read only memory (ROM), random access memory (RAM), a magnetic tape, a magnetic disk, a flash memory 150, an optical data storage device, and the like.

Hereinafter, an embodiment of the vehicle 100 and a control method of the vehicle 100 according to an aspect will be described in detail with reference to the accompanying drawings.

The present invention relates to a method for controlling regenerative charging, and more particularly, to a method for efficiently performing regenerative charging using route information to a destination in an environment where a vehicle 100 driven by an electric motor is towed.

Recently, the automobile industry is attempting to use an alternative power source other than a traditional internal combustion engine as a power source of a vehicle in order to reduce environmental pollution caused by vehicle exhaust gas and cope with limited petroleum resources. An example of this is an electric vehicle.

An electric vehicle is a vehicle that drives a motor using electric energy stored in a battery 101 and uses the driving force of the motor as a power source for all or part of the vehicle.

A method of improving fuel efficiency of an electric vehicle includes a method of recovering energy through regenerative braking. The regenerative braking system is a representative method of improving efficiency and is used to improve the energy of almost all hybrid and electric vehicles. Accordingly, the regenerative charging technology applied to the present invention will be described with reference to FIG. 1 .

1 is a diagram showing a control block diagram of a device according to an embodiment.

Referring to FIG. 1 , a vehicle 100 may include a driving wheel 104, a driving motor 103, an inverter 102, and a battery 101 for regenerative charging.

Regenerative charging may also be expressed as regenerative braking. Regenerative charging is a charging method that converts kinetic energy into electrical energy using the resistance of the motor and stores it when the vehicle 100 decelerates while braking, when driving downhill, or when towed by the towing vehicle 200. can

When torque is applied by the driving motor 103, the drive wheel 104 supports the ground and rotates so that the vehicle 100 moves forward or backward.

The torque applied to the driving wheel 104 may be in a first direction 106 and a second direction 107, and the first direction 106 and the second direction 107 correspond to forward and backward directions. Rather, it is a concept corresponding to the direction of torque.

That is, when the vehicle 100 travels in the forward direction, if torque is applied to the drive wheel 104 in the first direction 106, the vehicle 100 can continue to travel in the forward direction and the drive wheel 104 When torque is applied in the second direction 107, the driving speed of the vehicle 100 may decrease while traveling in the forward direction.

Similarly, when the vehicle 100 travels in the reverse direction, when torque is applied to the drive wheel 104 in the first direction 106, the vehicle 100 travels in the reverse direction and the travel speed can be reduced and the drive wheel ( When torque is applied to 104 in the second direction 107 , the vehicle 100 may continue to drive in the reverse direction.

The driving motor 103 has a configuration corresponding to an engine of the vehicle 100 using electricity as fuel, and may be a motor-generator.

The drive motor 103 is a power source that receives electric energy and transmits power to the drive wheel 104 normally, but can act as a generator when reversely applying kinetic energy from the outside.

The inverter 102 may be a device that receives power supplied from a commercial power source, varies voltage and frequency within itself, and supplies the power to the motor so that the user can efficiently use the motor speed.

The battery 101 may be configured with a high energy density to sufficiently secure the mileage of the vehicle 100, and the battery management system 110 may be applied to charge and discharge efficiency of the battery 101.

Methods for charging the battery 101 may include a method of receiving power from a commercial power source and a method of regenerative charging in which kinetic energy of the vehicle 100 is regenerated into electrical energy.

A motor of an electric vehicle is composed of a rotor and a stator, and the rotor may be composed of a permanent magnet and the stator may be composed of a coil.

When the drive wheel 104 rotates by the inertia of the vehicle 100, the permanent magnet of the drive motor 103 rotates, and as the magnet of the drive motor 103 rotates, the N and S poles of the magnet are connected to the coil. You can repeat getting farther and closer.

Accordingly, current is generated in the coil, and the inverter 102 flows the current in the direction of the battery 101 to charge the battery 101 .

The following Equation may be applied to the regenerative charging method applied to the vehicle 100 according to an embodiment.

[Equation 1]

E = -N*(dΦ/dt)

In Equation 1, E is the electromotive force, N is the number of turns of the coil, and Φ is the magnetic flux.

As can be seen from Equation 1, since the current flowing in the coil flows in a direction that opposes the change in magnetic flux, when the rotation direction of the drive wheel 104 is the first direction 106, the torque applied to the drive wheel 104 Regenerative charging may be performed when the direction is the second direction 107 .

The vehicle 100 according to an embodiment may be towed by the towing vehicle 200 and the driving wheel 104 may be rotated in the first direction 106 . Since power is not supplied from the battery 101 of the vehicle 100 to the drive motor 103, reverse torque may be applied in the reverse direction, that is, the second direction 107, and thus regenerative charging may proceed.

2 is a diagram showing a control block diagram of the vehicle 100 according to an embodiment.

Referring to FIG. 2 , a vehicle 100 according to an embodiment includes a communication unit 120, an input unit 141, a memory 150, a battery management system 110, and a control unit 130.

The communication unit 120 may communicate with the towing vehicle 200 through wireless communication, and may include a wireless communication unit 121 and a wired communication unit 122.

For example, the communication unit 120 may use a second generation (2G) communication method such as Time Division Multiple Access (TDMA) and Code Division Multiple Access (CDMA), a broadband code 3rd generation (3G) communication methods such as Wide Code Division Multiple Access (WCDMA), Code Division Multiple Access 2000 (CDMA2000), Wireless Broadband (Wibro), and World Interoperability for Microwave Access (WiMAX); 4th generation (4G) communication schemes such as Long Term Evolution (LTE) and Wireless Broadband Evolution may be employed. The communication unit 120 may also employ a 5th generation (5G) communication method.

The communication unit 120 may include one or more components enabling communication with an external device, and may include, for example, at least one of a short-distance communication module, a wired communication unit 122, and a wireless communication unit 121.

The short-range communication module uses a wireless communication network such as a Bluetooth module, an infrared communication module, a Radio Frequency Identification (RFID) communication module, a Wireless Local Access Network (WLAN) communication module, an NFC communication module, and a Zigbee communication module to transmit signals at a short distance. It may include various short-range communication modules that transmit and receive.

The wired communication unit 122 may include a controller area network (CAN) communication module, a local area network (LAN) module, a wide area network (WAN) module, or a value added network (VAN) module. In addition to various wired communication units 122 and 132, USB (Universal Serial Bus), HDMI (High Definition Multimedia Interface), DVI (Digital Visual Interface), RS-232 (recommended standard 232), power line communication, or POTS (plain old) It may include various cable communication modules such as telephone service).

The wireless communication unit 121 includes a Radio Data System-Traffic Message Channel (RDS-TMC), Digital Multimedia Broadcasting (DMB), a Wi-Fi module, and a Wireless Broadband (GSM) module, as well as a global System for Mobile Communication), CDMA (Code Division Multiple Access), WCDMA (Wideband Code Division Multiple Access), UMTS (universal mobile telecommunications system), TDMA (Time Division Multiple Access), LTE (Long Term Evolution), etc. It may include a wireless communication unit 121 that supports.

The wireless communication unit 121 may include a wireless communication interface including an antenna and a receiver for receiving route information from the towing vehicle 200 . In addition, the wireless communication unit 121 may further include a traffic information signal conversion module for demodulating an analog type wireless signal received through a wireless communication interface into a digital control signal.

The communication unit 120 may receive information such as information on whether the road is a highway or a national road, slope information of the road, a moving distance to a destination, and information such as expected driving speed according to the speed limit of the road from the navigation of the towing vehicle 200. there is.

The communication unit 120 may receive route information such as information on whether the road is a highway or a national road, information on the slope of the road, travel distance to a destination, and expected driving speed according to the speed limit of the road from an external server, Route information may be received from various sensors of the autonomous vehicle 100 .

The towing vehicle 100 may include a camera, a radar, and a lidar sensor as sensors for detecting the surrounding environment, and a wheel speed sensor as a sensor for recognizing vehicle information. , a yaw rate sensor, and a global positioning system (GPS) sensor.

The towing vehicle 100 may include a sensor for checking route information and may include any sensor capable of detecting driving environment information around the vehicle 100 .

The input unit 141 may receive a control input from a user so that charging is performed at a speed desired by the user.

The input unit 141 may include an AVN (Audio Video Navigation) system of the vehicle 100, and the user may determine the charging speed of the battery 101 by voice recognition through the AVN system of the vehicle 100, and touch The charging rate of the battery 101 may be determined through input.

The input unit 141 is not limited to any configuration as long as it can receive a user's control input.

The memory 150 stores the charging speed according to the finally calculated regenerative torque, and the controller 130 can use the charging speed stored in the memory 150 to give feedback to the available charge amount.

The memory 150 includes a volatile memory 150 such as Static Random Access Memory (S-RAM) and Dynamic Random Access Memory (D-RAM), Read Only Memory (ROM), A non-volatile memory 150 such as Erasable Programmable Read Only Memory (EPROM) may be included. The memory 150 may include one memory 150 element or may include a plurality of memory 150 elements.

The battery management system 110 (Battery Management System) can be used to manage information about the battery 101 of the vehicle 100, and the information about the battery 101 includes the current state of charge and the required charge amount. , the temperature of the battery 101, and the like.

The battery management system 110 monitors the voltage, current, temperature, etc. of the battery 101 in real time, provides information about the battery 101 to the control unit 130, and the control unit 130 controls the battery management system 110. ), it is possible to determine the charging speed or perform cooling control, etc., based on the information provided from.

In particular, the temperature of the battery 101 increases due to heat generated when the battery 101 is charged, and the resulting increase in internal resistance may reduce the lifespan of the battery 101 . The battery management system 110 may control a cooling device (cooling blower, cooling passage, etc.) of the battery 101 to manage heat of the battery 101 and maintain an optimal lifespan of the battery 101 .

As will be described later, the battery management system 110 may be used to perform cooling control when overtemperature is detected during traction charging.

The control unit 130 may calculate an available charging amount based on route information received from the towing vehicle 200 through the communication unit 120 .

In the prior art, when calculating the available charge amount, the chargeable amount was simply calculated based on the current charge amount (SOC), but the vehicle 100 according to an embodiment includes information on whether the road is a highway or a national road, slope information of the road, Information such as the travel distance to the destination and the expected driving speed according to the road speed limit may be considered.

That is, the control unit 130 may set the chargeable amount higher for highways than for national roads, set higher for flat lands than for gradients, and set higher for cases where the moving distance is longer than when the distance is short.

The control unit 130 may extract other information even if the route information received from the towing vehicle 200 includes only distance information to a destination as route information according to the prior art.

The controller 130 may generate route information based on road information collected through a sensor of the towing vehicle 200 or an external server. The controller 130 may map an object on a map with precision based on the collected road information.

The precision road map may refer to an electronic map that provides driving environment information such as road traffic, regulation, and facility information in high-precision 3D to determine road conditions.

High-precision maps may be classified into high-resolution precision maps, high-precision electronic maps, ADAS (Advanced Driver Assistance Systems) maps, HD (High Definition) maps, and the like, depending on the field.

The controller 130 may map objects including surrounding obstacles, surrounding terrain, lanes, and driving trajectories on the map with precision, and based on the result of the mapping, the distance to the destination, the position of the surrounding vehicle 100, and the speed , the expected path, etc. can be estimated.

The generation of route information by the control unit 130 is not limited to a map with precision, and any route information that can be used to control the charging speed of the battery 101 can be used.

The control unit 130 may presume that the load on the towing vehicle 200 is greater on the national highway than on the highway, and may perform different control accordingly.

That is, the control unit 130 can determine the proportion of national roads and highways among the route information, and if the required charging amount of the battery 101 is less than the chargeable amount of the battery 101 based on the route information, the towing vehicle 200 The charging speed can be reduced by reducing the regenerative torque in consideration of the applied load.

A method of controlling the charging speed by reducing the regenerative torque in consideration of the load applied to the towing vehicle 200 may be referred to as efficiency-first torque control.

As a result, the conditions under which the control unit 130 can reduce the regenerative torque to reduce the charging speed are that the required charge amount of the battery 101 is less than the chargeable amount of the battery 101 based on the route information and driving on the national road on the route. applies to the case

Similarly, the control unit 130 determines the proportion of national roads and highways among the route information, and considers the load on the towing vehicle 200 when the required charge amount of the battery 101 is greater than or equal to the chargeable amount of the battery 101 based on the route information. The charging speed by the torque applied in the second direction 107 can be maintained at maximum without

A method of maximizing the charging speed without considering the load applied to the towing vehicle 200 may be referred to as charging priority torque control.

The controller 130 can maximize the charging efficiency to reach the required charging amount by maximizing the charging speed by the torque applied in the second direction 107 .

The control unit 130 may assume that the load on the towing vehicle 200 is greater on the slope than on a flat surface, and may control differently accordingly. It will be described later with reference to.

That is, the control unit 130 may determine the proportion of the gradient and the flat land among the route information, and if the required charging amount of the battery 101 is less than the chargeable amount of the battery 101 based on the route information, the towing vehicle 200 The charging speed can be reduced by reducing the regenerative torque in consideration of the applied load.

As a result, the conditions under which the control unit 130 can reduce the regenerative torque to reduce the charging speed are that the required charge amount of the battery 101 is less than the chargeable amount of the battery 101 based on the route information, and driving along a gradient on the route. applies to the case

Similarly, the control unit 130 determines the proportion of the slope and the level of the route information, and if the required charge amount of the battery 101 is greater than or equal to the chargeable amount of the battery 101 based on the route information, the load on the towing vehicle 200 is considered. The charging speed by the torque applied in the second direction 107 can be maintained at maximum without

The controller 130 can maximize the charging efficiency to reach the required charging amount by maximizing the charging speed by the torque applied in the second direction 107 .

As described above, the control unit 130 may set the chargeable amount based on the path information, compare the chargeable amount with the required charge amount, change the charging speed, and control the regenerative torque output for changing the charging speed.

Hereinafter, a specific method for the controller 130 to vary the charging speed will be described.

[Equation 1]

E = -N*(dΦ/dt)

As reviewed, referring to Equation 1, since the current flowing through the coil flows in a direction that opposes the change in magnetic flux, when the rotation direction of the driving wheel 104 is the first direction 106, the driving wheel 104 Regenerative charging may be performed when the direction of the applied torque is in the second direction 107 .

In this case, the control unit 130 may control the inverter 102 to adjust the amount of current flowing from the drive motor 103 to the battery 101 in the process of performing regenerative charging.

That is, the control unit 130 can adjust the amount of current to adjust the strength of the repulsive force between the stator coil and the rotating driving wheel 104, and accordingly, the charging speed is changed.

As a result, the control unit 130 controls the inverter 102 to increase the amount of current directed from the drive motor 103 to the battery 101 when the charging priority torque control is performed, and when the efficiency priority torque control is performed, the drive motor 103 ) to the battery 101 can be reduced.

Depending on the amount of current allowed by the inverter 102, the regenerative charging speed of the vehicle 100 according to an embodiment may be adjusted, and the braking force according to regenerative braking may also vary.

When the control unit 130 performs the charging priority torque control, the braking force according to regenerative braking is maximized, so the load applied to the tow vehicle 200 is also maximized.

Therefore, when the chargeable amount of the battery 101 is greater than the required charge amount, the control unit 130 may reduce or not apply the regenerative torque in consideration of the load applied to the towing vehicle 200 as described above.

Next, the control unit 130 may calculate charging power based on the regenerative torque output, and may provide feedback to a process of calculating an available charging amount based on the calculated charging power.

The controller 130 may store information about the chargeable amount in the memory 150 in order to learn the chargeable amount, and when the chargeable amount is calculated again according to the route information based on the initial chargeable amount, the updated chargeable amount is stored in the memory 150. ) can be stored.

Accordingly, the control unit 130 can continuously learn the chargeable amount, and controls the charging speed based on the learned chargeable amount, so it is possible to control the most suitable charging speed according to route information.

3 is a diagram for explaining a load received when the towing vehicle 100 climbs a hill according to an embodiment.

Referring to FIG. 3 , when the towing vehicle 200 travels at an inclination angle θ, the required traction force Ft may be obtained as shown in FIG. 3 .

The control unit 130 calculates the air resistance Fd received when the vehicle climbs the inclination angle as shown in Equation 2,

[Equation 2]

The control unit 130 calculates the rolling resistance Fr received when the wheels of the vehicle are driven as in Equation 3,

[Equation 3]

The control unit 130 may calculate the climbing force Fg received when the vehicle climbs the inclination angle as shown in Equation 4.

[Equation 4]

In addition, the controller 130 calculates the acceleration Fa when the vehicle is driven as in Equation 5, and obtains the required traction force Ft required for the vehicle to climb the hill as in Equation 6.

[Equation 5]

[Equation 6]

At this time, Wt is the weight of the vehicle 100, g is the weight acceleration, θ is the angle of inclination, Af is the overall area of the vehicle 100, p is the air density, Cd is the drag coefficient, Cr is the rolling resistance force, and I is the inertia moment, r is the TIRE radius, and K is the resistance correction factor.

The control unit 130 may calculate the load applied to the towing vehicle 200 based on the calculated required traction force Ft, and reduce the charging speed by reducing the regenerative torque by the size of the load applied to the towing vehicle 200. .

Accordingly, the vehicle 100 according to an exemplary embodiment may efficiently perform traction and charging in consideration of the load of the towing vehicle 200 during traction and charging.

FIG. 4 is a diagram showing the user interface 140 of the vehicle 100 according to one embodiment, and FIG. 5 is a diagram showing the user interface 140 of the vehicle 100 according to another embodiment.

The user interface 140 refers to a device through which a user of the vehicle 100 can directly select a torque control method to determine a charging speed according to an embodiment.

The user interface 140 may include a display unit displaying a torque control method and an input unit 141 receiving an input from a user.

Referring to FIGS. 4 and 5 , the user may select a charging method, and the charging method may correspond to the torque control method described above.

Therefore, when the user selects fast charging as a charging method, the required charging amount of the battery 101 may be greater than or equal to the charging amount of the battery 101 based on the path information. That is, it may refer to a case in which the charging speed by the torque applied in the second direction 107 is maximally maintained without considering the load applied to the towing vehicle 200 .

Conversely, when the user selects slow charging as the charging method, the required charging amount of the battery 101 may be less than the chargeable amount of the battery 101 based on the path information. That is, it may refer to a case in which the charging speed is adjusted by adjusting the regenerative torque in consideration of the load applied to the towing vehicle 200 .

The user interface 140 may be, for example, a navigation device used by the user of the vehicle 100 while driving, or may be a user's smart device.

The user interface 140 is not limited to the above-described electronic device as long as it has a means for allowing the user to select a charging method.

That is, the user interface 140 only needs to include an input unit 141 through which a user can select a charging method and an output unit 142 indicating a selected result, and the configuration is not limited.

Referring to FIG. 4 , the user interface 140 may be an AVN (Audio Video Navigation) system including an input unit 141 as a touch panel and an output unit 142 as a display panel.

The user may determine the charging speed of the battery 101 with a touch input through the AVN system of the vehicle 100, and it may be confirmed that the charging speed of the battery 101 is determined through the display screen.

Referring to FIG. 5 , the user interface 140 may be a smart device having an input unit 141 as a touch panel and an output unit 142 as a display panel.

The user can control the vehicle 100 from outside and inside the vehicle 100 by linking the smart device with the vehicle 100, and the charging speed of the battery 101 by touch input using the smart device as the input unit 141. can be determined, and it can be confirmed that the charging speed of the battery 101 is determined through the display screen.

6 is a diagram for explaining the disconnector 105 of the vehicle 100 according to one embodiment.

In general, the four-wheeled vehicle 100 can be divided into a two-wheel drive type and a front-wheel drive type according to the driving method. The two-wheel drive vehicle 100 can be divided into RR (Rear Engine Rear Drive), FF (Front Engine Front Drive), FR (Front Engine Rear Drive) methods, etc. there is.

In the vehicle 100 of the front wheel drive type, a clutch, a transmission, and a differential are applied to properly supply the driving force of the engine to the four wheels, and power is transmitted to the front wheels by manual operation according to the shifting method of the transmission device. It can be divided into a part-time method that regulates and a full-time (or always four-wheel) method that always maintains front-wheel drive.

The disconnector 105 may be a device that separates or connects the motor and drive shaft of the electric vehicle according to driving conditions in order to appropriately select two-wheel drive and front-wheel drive as described above.

In the four-wheel drive system, the power transmitted from the engine is distributed to the front and rear wheels, and in electric vehicles including hybrid vehicles, the rear wheels do not receive power from the engine, but use power generated from a separate motor.

The control unit 130 can perform efficient traction and charging by controlling the disconnector 105 according to the result of comparing the chargeable amount and the required charge amount.

Specifically, the control unit 130 may calculate an available charging amount when the vehicle 100 drives on two wheels based on route information.

The controller 130 operates the disconnector 105 to charge the four wheels based on the required charging amount being greater than or equal to the calculated two-wheel charging capacity, thereby driving the front wheel motors 103-1 of the vehicle 100 and The rear wheel motor 103-2 and the driving shaft may be connected.

When the control unit 130 controls the disconnector 105 to connect both the front wheel motor 103-1 and the rear wheel motor 103-2 of the vehicle 100 and the drive shaft, the two drive motors 103 operate as generators. It can be used to double the charging speed.

In addition, the control unit 130 may distribute the regenerative torque by calculating the front/rear wheel distribution ratio that becomes the optimum efficiency in consideration of the efficiency map when controlling the charging of the front wheels.

On the contrary, the control unit 130 operates the disconnector 105 to charge the two wheels based on the required charging amount being less than the calculated two-wheel charging possible amount, thereby driving the front wheel motor 103-1 of the vehicle 100 or Any one of the rear wheel motors 103-2 may be disconnected from the drive shaft.

When only one driving motor 103 and a driving shaft of the vehicle 100 are connected, one driving motor 103 is used as a generator to secure half the charging speed compared to that of the front wheels.

Fig. 7 is a diagram showing a main flow chart of the vehicle 100 according to an embodiment.

Referring to FIG. 7 , the controller 130 may receive route information from the towing vehicle 200 (710). The route information includes information on whether the road is a highway or a national road, information about the slope of the road, and movement to a destination. Information such as distance and expected driving speed according to the speed limit of the road may be included.

The control unit 130 may determine the chargeable amount of the battery 101 based on route information received from the towing vehicle 200 (720). You can set the highway to be larger, the flatland to be larger than the gradient, and the movement distance to be longer than short.

If the required charge amount of the battery 101 is greater than or equal to the determined chargeable amount of the battery 101 (YES in 730), the control unit 130 maintains the regenerative torque at the maximum and sets the charge speed to the maximum charge priority torque control. Can be done. (740)

When the required charge amount of the battery 101 is less than the determined chargeable amount of the battery 101 (No in 730), the control unit 130 adjusts the regenerative torque in consideration of the load of the towing vehicle 200 and prioritizes the efficiency of lowering the charging speed. Torque control can be performed. (750)

Thereafter, the control unit 130 outputs regenerative torque (760), and if charging is not completed, it can calculate the charging power based on the regenerative torque and provide feedback to determine the chargeable amount again. (No to 770)

8 is a diagram for explaining two- or front-wheel charging of a vehicle 100 according to an embodiment.

The control unit 130 may receive route information from the tow vehicle 200. (710) The route information includes information on whether the road is a highway or a national road, road slope information, a travel distance to a destination, and a speed limit on the road. Information such as expected driving speed may be included.

Thereafter, the controller 130 may determine the amount of battery 101 capable of charging the two wheels based on the route information received from the towing vehicle 200 (820).

The controller 130 determining the chargeable amount of the two wheels is just an example, and it is also possible to control the charging method differently by determining the chargeable amount of the front wheels and comparing the required charge amount of the battery 101 with the chargeable amount of the front wheels.

The controller 130 may compare the required charge amount of the battery 101 with the determined two-wheel chargeable amount of the battery 101 (830).

When the required charging amount of the battery 101 is greater than or equal to the determined two-wheel charging amount of the battery 101 (YES in 830), the controller 130 may set the charging speed to the maximum speed by maintaining the regenerative torque at the maximum.

To this end, the control unit 130 may control the disconnector 105 to perform charging priority torque control for charging the front wheels (840).

In the case of charging the front wheels, the controller 130 may distribute the regenerative torque by calculating the front/rear wheel distribution ratio that becomes the optimum efficiency in consideration of the efficiency map (860).

If the required charging amount of the battery 101 is less than the determined two-wheel charging amount of the battery 101 (No in 830), the control unit 130 adjusts the regenerative torque and lowers the charging speed in consideration of the load of the towing vehicle 200. can

To this end, the control unit 130 may control the disconnector 105 to perform efficiency-first torque control for charging the two wheels. (850)

Thereafter, the control unit 130 outputs the regenerative torque (760), and if charging is not completed, it calculates the charging power based on the regenerative torque and provides feedback to determine the chargeable amount again. (No to 880)

9 is a diagram showing a flow chart of cooling control of the vehicle 100 according to an embodiment.

The lithium ion battery 101 used in the electric vehicle battery 101 is lightweight and can be used for a long time, but when lithium meets air, a chemical reaction occurs and fire may occur. That is, the lithium ion electric vehicle battery 101 also has a problem in that the temperature of the battery 101 rises while repeating charging and discharging.

In order to solve this problem, the vehicle 100 according to an embodiment may accompany cooling control during traction charging.

The controller 130 may check the temperature of the battery 101 from the battery management system 110, and may perform cooling control when the temperature of the battery 101 is higher than a preset reference temperature.

At this time, when the temperature of the battery 101 is higher than the preset reference temperature, the control unit 130 may also perform cooling control of the PE (Power Electric System) on the assumption that the temperature of the PE (Power Electric System) is also higher than the preset reference temperature.

Specifically, the control unit 130 may receive route information from the towing vehicle 200 (910), and obtain temperature information among battery 101 information from the battery management system 110 (920).

Thereafter, the control unit 130 may determine the chargeable amount of the battery 101 based on the route information received from the towing vehicle 200 (930).

When it is determined that the temperature of the battery 101 is higher than a preset reference temperature, the controller 130 may perform cooling control of the PE and the battery 101 (950).

At this time, the cooling control performed by the control unit 130 is EWP (Electric Water Pump), Rad. It may include controlling a fan (radiator fan), AAF (active air flap), and A/C comp (air conditioning compressor) according to the reference temperature.

If the required charge amount of the battery 101 is greater than or equal to the determined chargeable amount of the battery 101 (YES in 960), the control unit 130 maintains the regenerative torque at the maximum and sets the charge speed to the maximum speed, charging priority torque control. Can be done.(970)

When the required charge amount of the battery 101 is less than the determined chargeable amount of the battery 101 (No in 960), the control unit 130 adjusts the regenerative torque in consideration of the load of the towing vehicle 200 and prioritizes the efficiency of lowering the charging speed. Torque control can be performed. (980)

Thereafter, the control unit 130 outputs regenerative torque (990) and, if charging is not completed, calculates the charging power based on the regenerative torque and gives feedback to determine the chargeable amount again. (No to 1000)

In addition, the controller 130 may re-acquire the temperature of the battery 101 from the battery management system 110 based on the fact that charging is not completed and determine whether to perform cooling control.

Accordingly, it is possible to reduce the risk of fire that may occur during traction charging, and also solve the problem of a decrease in charging speed of the battery 101 due to overheating.

A control method of a vehicle 100 according to an embodiment includes receiving route information from a towing vehicle 200 in the vehicle 100 including a drive wheel, a drive motor 103, and a battery 101. can do.

The route information may include information on whether the road is a highway or a national road, information on the slope of the road, a travel distance to a destination, and information such as expected driving speed according to the speed limit of the road.

The control method of the vehicle 100 according to an embodiment may include determining a chargeable amount of the battery 101 based on route information received from the towing vehicle 200 .

In the step of determining the chargeable amount of the battery 101, highways may be set higher than national highways, flat lands may be set higher than gradients, and higher may be set when the moving distance is longer than short.

In the control method of the vehicle 100 according to an embodiment, when the required amount of charge of the battery 101 is greater than or equal to the determined chargeable amount of the battery 101, the regenerative torque is maintained at the maximum and the charge rate is set to the maximum charge priority. Torque control can be performed.

In addition, if the required charge amount of the battery 101 is less than the determined chargeable amount of the battery 101, the efficiency priority torque control may be performed to adjust the regenerative torque and lower the charging speed in consideration of the load of the towing vehicle 200.

Thereafter, the control method of the vehicle 100 according to an exemplary embodiment outputs the regenerative torque and, if charging is not completed, calculates the charging power based on the regenerative torque and provides feedback to determine the available charge amount again.

As above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art to which the present invention pertains will understand that the present invention can be implemented in a form different from the disclosed embodiments without changing the technical spirit or essential features of the present invention. The disclosed embodiments are exemplary and should not be construed as being limited to specific embodiments.

100: vehicle
101: battery, 102: inverter, 103: drive motor, 103-1: front wheel motor, 103-2: rear wheel motor, 104: drive wheel, 105: disconnector, 106: first direction, 107: second direction
110: battery management system
120: communication unit, 121: wireless communication unit, 122: wired communication unit
130: control unit
140: user interface, 141: input unit, 142: output unit
150: memory
200: towing vehicle

Claims (16)

driving wheel;
a drive motor for driving the drive wheel by applying torque in a first direction;
a battery electrically connected to the drive motor and charged when torque is applied to the drive motor in a second direction;
a controller for determining a chargeable amount of the battery based on route information received from a towing vehicle, and determining a charging speed of the battery based on a required chargeable amount of the battery and the determined chargeable amount;
vehicle containing According to claim 1,
The control unit,
A vehicle performing charging priority torque control for maintaining a maximum charging speed by torque applied in the second direction based on the required charging amount greater than or equal to the chargeable amount. According to claim 1,
The control unit,
A vehicle that performs efficiency-first torque control for reducing the charging speed by the torque applied in the second direction when the load applied to the towing vehicle increases based on the required charging amount being less than the chargingable amount. According to claim 1,
Further comprising an input unit for receiving a user's command,
A vehicle in which the user can determine the charging speed through the input unit. According to claim 1,
The control unit,
A vehicle that determines a two-wheel chargeable amount when the vehicle travels on two wheels based on the route information, and determines the charging speed based on the determined chargeable amount. According to claim 5,
The control unit,
A vehicle that performs regenerative charging on four wheels based on a required charging amount greater than or equal to the two-wheel charging available amount. According to claim 6,
The control unit,
When regenerative charging is performed with the four wheels, a distribution ratio between front and rear wheels of the vehicle is calculated, and regenerative torque is distributed with the calculated distribution ratio. According to claim 1,
The control unit performs cooling control based on a temperature of the battery detected by the battery management system being higher than a preset reference temperature. A vehicle comprising a drive wheel, a drive motor for driving the drive wheel by applying torque in a first direction, and a battery electrically connected to the drive motor and charged when torque is applied to the drive motor in a second direction,
Receiving route information from a towing vehicle;
determining a chargeable amount based on the route information; and
determining a charging rate of the battery based on a required charge amount of the battery and the determined chargeable amount;
Vehicle control method comprising a. According to claim 9,
To determine the charging rate,
A control method of a vehicle performing a charging priority torque control in which a charging speed by torque applied in the second direction is maintained at a maximum based on the required charging amount being greater than or equal to the chargingable amount. According to claim 9,
To determine the charging rate,
A vehicle control method for performing efficiency-first torque control for reducing the charging speed by the torque applied in the second direction when the load applied to the towing vehicle increases based on the required charging amount being less than the chargingable amount. According to claim 9,
Receiving a user's command; further comprising,
A vehicle control method in which the user can select the charging speed. According to claim 9,
To determine the charging rate,
A vehicle control method comprising determining an available two-wheel charging amount based on the route information when the vehicle travels on two wheels, and determining a charging speed based on the determined two-wheel charging possible amount. According to claim 13,
To determine the charging rate,
A method of controlling a vehicle for performing regenerative charging to four wheels based on a required charging amount greater than or equal to the charging available amount of the two wheels. According to claim 14,
Performing regenerative charging with the four wheels,
calculating a distribution ratio between front and rear wheels of the vehicle and distributing regenerative torque with the calculated distribution ratio;
A control method of a vehicle further comprising a. According to claim 9,
performing cooling control based on a temperature of the battery being higher than a preset reference temperature;
A control method of a vehicle further comprising a.

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