KR20230174785A - Integrated control system for electric vehicles - Google Patents

Abstract

The present invention relates to an integrated control system for electric vehicles, which includes first and second communication ports that are physically divided from each other, receives status information through the first communication line and the second communication line, and transmits control information. A vehicle control unit and a plurality of MCUs that provide status information to the vehicle control unit through the first communication line and perform control according to the control information, and control modules other than the electric vehicle platform; , and an electric vehicle control unit including a plurality of MCUs that provide status information to the vehicle control unit through the second communication line and control the electric vehicle platform according to the control information.

Description

Integrated control system for electric vehicles}

The present invention relates to an integrated control system for electric vehicles, and more specifically, to an integrated control system for electric vehicles that can integrate and control other elements of the vehicle as well as driving control of the electric vehicle.

According to the Ministry of Land, Infrastructure and Transport's test results in 2019, micro electric vehicles were evaluated as having the lowest safety level, and it is expected that safety regulations will continue to be strengthened in the future. However, in the case of small and medium-sized vehicle manufacturers, vehicle integrated control technology is absent due to lack of experience and capabilities, and the integrated controller (VCU) that global electric vehicle manufacturers are adopting to secure vehicle performance, safety, and increase energy efficiency is not being applied. .

This integrated controller (VCU: Vehicle Control Unit) is the highest level controller that performs integrated control at the vehicle level by integrating control information from unit systems within the vehicle (MCU, BMS, LDC, OBC, etc.).

The e-mobility industry is accelerating the demand and distribution of global e-mobility (electrically driven vehicles), centering on electric vehicles. In addition to high-speed electric vehicles, the e-mobility industry includes ultra-small electric vehicles, electric two-wheeled vehicles, agricultural transport vehicles, scooters, kickboards, electric wheelchairs, and medical vehicles. There is demand for various types of e-mobility, including scooters. However, many Chinese-made parts are used in many areas, including powertrains (motors, reducers, inverters, etc.) that are being applied to micro electric vehicles, electric two-wheeled vehicles, etc.

Meanwhile, Korea's Postal Service in 2019 is seeking domestic production by requesting more than 60% of domestically produced parts in the micro electric vehicle bidding, but the market is crowded with low-priced Chinese electric two-wheelers priced in the 1 million won range.

As such, the conventional e-mobility market has problems such as low driving performance due to the absence of a dedicated VCU for mobility vehicles, no functional safety and failure diagnosis functions, and the controller configuration logic is not platformized.

Specifically, due to the absence of a dedicated VCU for mobility vehicles, the driving stability for acceleration and deceleration is reduced as the motor controller operates in the form of signal processing for longitudinal control, and due to the nature of vehicle operation, which involves relatively much city driving, regeneration is not possible. Since the energy saving efficiency that can be generated through braking cannot be maximized, the efficiency of regenerative braking is reduced, and since the braking force is controlled only by the driving force of the braking device, there is a problem of a decrease in the feeling of braking safety during braking and a cause of anxiety in the driver's feeling of braking operation. there is.

In addition, due to the absence of functional safety and fault diagnosis functions, the motor controller is in charge of driving-related functions and the efficiency of vehicle operation is reduced due to control unrelated to vehicle specifications, which reduces functional safety. There is a problem that requires a function to reflect the operating vehicle characteristics of the controller according to the operating characteristics. In addition, since a separate diagnostic parameter function is not provided, there is a problem in that diagnosis and response cannot be made when a trouble occurs, and the cause of the failure cannot be monitored.

In addition, since the controller configuration logic is not platformized, it is mainly a controller based on a motor controller, so it is configured to play most of the role in motor operation, so the controller logic configuration meets the automobile controller development specifications. There is a problem that it cannot be installed, and the configuration of the operating logic is limited to a function-oriented configuration, making scalability and platform configuration difficult.

Korean Patent Publication No. 10-2017-0129706 (2015.02.04)

The problem to be solved by the present invention in consideration of the above problems is to provide an integrated control system for electric vehicles that can provide a platform for controlling various MCUs of a vehicle using a VCU.

The integrated control system for electric vehicles of the present invention to solve the above technical problems includes first and second communication ports that are physically divided from each other, and receives status information through the first communication line and the second communication line. In addition, it is equipped with a vehicle control unit that transmits control information, a plurality of MCUs that provide status information to the vehicle control unit through the first communication line and perform control according to the control information, and modules other than the electric vehicle platform are provided. It may include an electric vehicle control unit including a controlling other module unit and a plurality of MCUs that provide status information to the vehicle control unit through the second communication line and control the electric vehicle platform according to the control information.

In an embodiment of the present invention, the electric vehicle control unit includes a battery management unit that detects the state of the battery, a charge/discharge control unit that controls charging or discharging of the battery, a cooling unit that prevents overheating of the battery, and controls the driving of the motor. It may include a motor control unit that does.

In an embodiment of the present invention, the other module unit includes a lighting module that detects and controls status information of headlamps and fog lights, a window module that controls the windows of the vehicle, and a brake module that detects and controls the parking brake status. can do.

In an embodiment of the present invention, the vehicle control unit includes a driving control unit that detects the state of the brake module, obtains a pedal force for each regenerative limit torque through the detection result of the driving control unit, and establishes CAN communication with the MCU of the brake module. It may include a regenerative braking control unit that adjusts the pedal effort through the brake pedal.

In an embodiment of the present invention, the vehicle control unit may further include a fault diagnosis unit that detects a failure by comparing information detected by the driving control unit with a reference value.

The present invention divides the communication environment of the vehicle control unit, which can control electric vehicle components and check the status, into MCUs that check and control the status of electric vehicle operation control components and other elements unrelated to operation. By configuring individual communication, collisions between components are prevented and integrated control is possible using a single vehicle control unit.

By providing a single platform that can control all driving control components, including motors and batteries, and electrical components using one vehicle control unit, it has the effect of increasing productivity by providing a standard for future electric vehicle development. .

1 is a block diagram of an integrated control system for an electric vehicle according to a preferred embodiment of the present invention.
Figures 2 and 3 are block diagrams of one implementation of the vehicle control unit in Figure 1, respectively.

In order to fully understand the configuration and effects of the present invention, preferred embodiments of the present invention will be described with reference to the attached drawings. However, the present invention is not limited to the embodiments disclosed below, but can be implemented in various forms and various changes can be made. However, the description of this embodiment is provided to ensure that the disclosure of the present invention is complete and to fully inform those skilled in the art of the present invention of the scope of the invention. In the attached drawings, components are shown enlarged in size for convenience of explanation, and the proportions of each component may be exaggerated or reduced.

Terms such as 'first' and 'second' may be used to describe various components, but the components should not be limited by the above terms. The above terms may be used only for the purpose of distinguishing one component from another. For example, the 'first component' may be named 'the second component' without departing from the scope of the present invention, and similarly, the 'second component' may also be named 'the first component'. You can. Additionally, singular expressions include plural expressions, unless the context clearly dictates otherwise. Unless otherwise defined, terms used in the embodiments of the present invention may be interpreted as meanings commonly known to those skilled in the art.

Hereinafter, an integrated control system for an electric vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

1 is a block diagram of an integrated control system for an electric vehicle according to a preferred embodiment of the present invention.

Referring to Figure 1, the integrated control system for an electric vehicle of the present invention includes a plurality of divided communication ports 11 and 12, and provides status information through a first communication line (CAN1) and a second communication line (CAN2). A vehicle control unit 10 that transmits control information as well as a reception box, and other module units that provide status information to the vehicle control unit 10 through the first communication line (CAN1) and are controlled according to the control information ( 20) and an electric vehicle control unit 30 that provides status information to the vehicle control unit 10 through the second communication line (CAN2) and is controlled according to the control information.

The other module unit 20 may include a lighting module 21, a window module 22, a brake module 23, etc.

The electric vehicle control unit 30 may include a battery management unit 31, a charge/discharge control unit 32, a cooling unit 33, and a motor control unit 34.

Hereinafter, the configuration and operation of the integrated control system for an electric vehicle of the present invention configured as described above will be described in more detail.

First, the vehicle control unit 10 of the present invention communicates with the controller (MCU) included in each function module of the other module unit 20 and the electric vehicle control unit 30, checks the status of each function module, and It controls each function module according to the operation commands.

The functions of the vehicle control unit 10 for controlling the other module unit 20 include stop/parking brake control, front fog light control, head lamp control, power window control, wiper washer, int, low control, auto door lock, and unlock. It could be control, speed auto door lock, or rear lamp control.

Additionally, the functions of the vehicle control unit 10 for controlling the electric vehicle control unit 30 may include battery pack management control, cooling system management control, and OBC/LDC/PDU control. This functional definition of the electric vehicle control unit 30 describes examples of characteristic functions, and specific functional control elements may be changed depending on the type of vehicle, etc.

The vehicle control unit 10 applied to the present invention includes at least two communication ports 11 and 12, and the first communication port 11 is connected to the other module unit 20 through the first communication line CAN1. communication, and the second communication port 12 can communicate with the electric vehicle control unit 30 through the second communication line (CAN2).

In this way, the vehicle control unit 10 of the present invention can receive signals from function modules belonging to each of the other module unit 20 and the electric vehicle control unit 30 according to program settings, perform the necessary control, and operate each communication line. By physically dividing, errors due to CAN ID collision and interference can be minimized.

This can be expected to increase the safety and reliability of the system.

The vehicle control unit 10 receives status information from the lighting module 21, window module 22, and brake module 23 of the other module unit 20 through the first communication line (CAN1), and lights the electric vehicle. Information such as lighting status and parking brake status is displayed on the display unit 40.

In addition, the lighting module 21 is controlled by providing an on/off control command of the headlamp according to the driver's operation to the lighting module 21 through the first communication line (CAN1) connected to the first communication port 11. , the state of the head lamp can be controlled, and this is equally applied to the control of the window module 22 and the control of the brake module 23.

In addition, the vehicle control unit 10 transmits status information of the battery management unit 31, charge/discharge control unit 32, cooling unit 33, and motor control unit 34 of the electric vehicle control unit 30 to the second communication port 12. It can be received through the wired second communication line (CAN2).

As described above, the vehicle control unit 10 is provided with physically divided communication ports, so even if the communication ID settings between the component modules of the other module unit 20 and the electric vehicle control unit 30 overlap, the control is not affected. .

Examples of control of the electric vehicle control unit 30 through the second communication line (CAN2) of the vehicle control unit 10 will be described as follows.

- Charging control

Electric vehicles are equipped with a charging communication controller (EVCC) and can detect that the charging cable is connected. The detection signal of the EVCC is received by the vehicle control unit 10 through the second communication line (CAN2) and the second communication port 12.

The vehicle control unit 10, which receives the detection signal from the EVCC, controls the cooling unit 33 through the second communication line (CAN2) to operate the water pump to perform cooling, and controls the charging and discharging control unit 32 to operate the water pump. Charging can be achieved by switching the power distribution unit (PDU).

- Drive control

When there is a start command, the vehicle control unit 10 checks the other module unit 20 through the first communication line (CAN1) and controls the start to occur only when the gear lever is in the park state.

Starting is performed by controlling the battery management unit 31 through the second communication line (CAN2) to supply battery power, and after starting, the water pump is controlled by controlling the cooling unit 33 through the second communication line (CAN2). operates to prevent overheating of the battery.

Thereafter, the motor control unit 34 and the battery management unit 31 are controlled according to the status of the gear and the degree of pressing of the accelerator pedal to drive the vehicle.

In this way, the present invention can individually control elements related to charging and operation of an electric vehicle and elements unrelated to operation while using a single vehicle control unit 10. In particular, the communication line is different from the operation elements of the electric vehicle and the operation. Reliability can be improved by physically dividing unrelated elements in communication.

Figure 2 is a block diagram of an integrated control system for an electric vehicle according to another embodiment of the present invention.

Figure 2 is a block diagram of the vehicle control unit 10 applied to the present invention.

Referring to FIG. 2, the vehicle control unit 10 may include a driving control unit 100 that controls the driving state of the electric vehicle and a regenerative braking control unit 200 that controls regenerative braking in consideration of the regenerative limit torque.

That is, the electric vehicle integrated control system according to another embodiment of the present invention includes a plurality of divided communication ports 11 and 12, and provides status information through the first communication line (CAN1) and the second communication line (CAN2). A vehicle control unit 10 that receives and transmits control information, and other modules that provide status information to the vehicle control unit 10 through the first communication line (CAN1) and are controlled according to the control information. (20) and an electric vehicle control unit 30 that provides status information to the vehicle control unit 10 through the second communication line (CAN2) and is controlled according to the control information, and includes a first communication line (CAN1). ), it is possible to perform driving control and regenerative braking control while communicating with the MCU of the other module unit 20.

The driving control unit 100 includes a driving information detection module 110 that detects the brake pedal position and the current vehicle driving state from the brake module 23 of the other module unit 20, and a total braking force from the detected brake pedal position. A total braking torque determination module 120 determines the torque and determines the regenerative limit torque from the detected current vehicle driving state, generates a control signal for adjusting leg force according to the total braking torque, and outputs it to the brake module 23. It includes a leg power control module 130.

The driving information detection module 110 detects vehicle driving state values including the brake pedal position value and driving signals of various components from the MCU of the other module unit 20.

Additionally, the total braking torque determination module 120 determines the total braking torque corresponding to the detected brake pedal position values, and determines the regenerative limit torque for each vehicle driving state value from the total braking torque.

The total braking torque determination module 120 can detect an accurate regenerative limit torque according to the vehicle driving state value that varies in real time when the vehicle is driving.

In addition, the leg force control module 130 receives the total braking torque from the total braking torque determination module 120, and the regenerative limit torque preset for each leg force from the regenerative braking control unit 200, and the regenerative limit torque compared to the total braking torque. A control signal for adjusting the leg force is generated considering and provided to the brake module 23 of the other module unit 20.

With this configuration, the regenerative braking control unit 200 applies the regenerative limit torque set for each leg effort to the leg force control module 130, and the regenerative braking interlocking module 210 and the regenerative braking interlocking module 210 receive a control signal for adjusting the leg force. ) Controls the driving of the brake module 23 of the other module unit 20 through the first communication port 11 while monitoring the variable pedal effort in consideration of the regenerative limit torque according to the control signal for adjusting the pedal force received from ). Controls the on/off of the regenerative braking control module 220 and the regenerative braking induction function, and applies the received regenerative braking induction on state signal to the leg force control module 130 to provide a control signal for leg force adjustment. It is configured to include a driver operation module 230 that drives to generate.

In this configuration, the driving control unit 100 and the regenerative braking control unit 200 are integrated and the VCU and MCU are integrated, thereby improving fuel efficiency (mileage) through regenerative braking optimization, system heat management, and low voltage DC-DC conversion management. function can be provided.

Therefore, costs can be reduced and control efficiency can be maximized.

Figure 3 is another implementation configuration diagram of the vehicle control unit 10 applied to the present invention.

As shown in FIG. 3, the vehicle control unit of the present invention further includes a fault diagnosis unit 300.

When the vehicle driving state value approved by the driving control unit 100 deviates from a preset reference value, the fault diagnosis unit 300 is a fault detection module that detects the value outside the reference value, the identification ID of the corresponding part, and the classification code 310), a priority classification module 320 that sorts the identification IDs and classification codes of parts detected according to the priorities indexed from the database, and values outside the standard value according to the sorted priorities, the identification IDs of the parts, and the classification codes. It is configured to include a display module 330 that outputs on the screen.

The fault detection module 310 receives the vehicle driving state value in real time from the driving control unit 100 and compares each vehicle driving state value with a set reference value. At this time, if the specific vehicle driving state value deviates from the set reference value, the identification ID and classification code of the corresponding part are detected.

In addition, the priority classification module 320 matches the identification ID and classification code of the part authorized by the failure detection module 310 with the risk level for each part indexed from the database, and the identification ID of the part according to the matched risk level. Change the priority in which , and classification codes are displayed.

For example, if the risk level is classified as ‘serious’, ‘warning’, ‘inspection’ or ‘normal’ and the corresponding classification code is ‘1’, ‘2’, ‘3’ or ‘4’, Parts with a risk level of 'serious' have a classification code set to '1', parts with a 'warning' level have a classification code set to '2', and parts with an 'inspection' level have a classification code set to '3'. , ‘Normal’ parts can have their classification code set to ‘4’.

In this way, the priority classification module 320 sorts the identification IDs and classification codes of parts that exceed the set standard value in ascending order so that the identification IDs and classification codes of high-risk parts are exposed at the top.

In this way, the priority classification module 320 sorts the identification IDs and classification codes of parts that exceed the set standard value in ascending order so that the identification IDs and classification codes of high-risk parts are exposed at the top.

In addition, the display module 330 outputs failure details including values outside the standard value, identification ID of the part, and classification code for each priority on the screen, and displays the energy flow included in the vehicle driving state and the drivable distance on the screen. and may be configured to output additional vehicle information or multimedia information on the screen.

In addition, when the failure detection module 310 receives the vehicle driving state value in real time and compares each vehicle driving state value with a set reference value, it can classify and process the vehicle driving state value according to the degree of increase.

For example, if the degree of increase in the vehicle driving state value over time is large (if the increase rate is large), the risk may be greater than that of the vehicle driving state value without considering the increase rate. In the present invention, by reflecting this point, the failure detection module 310 receives the vehicle driving state value in real time, and when comparing the set reference value and the vehicle driving state value, if the degree of increase in the vehicle driving state value is greater than the predetermined standard value. You can match by raising the risk level.

For a specific example, when the vehicle driving state value is '50' and the risk level for a certain part is 'normal' when the degree of increase in the vehicle driving state value over time is not reflected, the vehicle driving state value is 'normal'. If the degree of increase in the vehicle driving condition value is greater than a predetermined standard value by reflecting the degree of increase over time, the risk level is raised, and the risk level for certain parts is changed from 'normal' to 'warning', 'inspection' or 'serious'. It can be changed to match.

As such, according to an embodiment of the present invention as described above, costs are reduced by configuring a software/hardware platform configuration that can expand the VCU, MCU integrated controller, and autonomous driving platform with the VCU alone, and regenerative braking during braking and coasting. This has the effect of increasing the energy recovery rate and improving the energy efficiency of the vehicle.

Although embodiments according to the present invention have been described above, they are merely illustrative, and those skilled in the art will understand that various modifications and equivalent scope of embodiments are possible therefrom. Therefore, the true technical protection scope of the present invention should be determined by the following claims.

10: Vehicle control unit 11: First communication port
12: Second communication port 20: Other module part
21: Lighting module 22: Window module
23: Brake module 30: Electric vehicle control unit
31: Battery management unit 32: Charge/discharge control unit
33: Cooling unit 34: Motor control unit
100: Driving control unit 110: Driving information detection module
120: Total braking torque determination module 130: Step force control module
200: Regenerative braking control unit 210: Regenerative braking interlocking module
220: Regenerative braking control module 230: Driver operation module
300: Failure diagnosis unit 310: Failure detection module
320: Priority classification module 330: Display module

Claims (5)

a vehicle control unit including first and second communication ports that are physically divided from each other, and receiving status information and transmitting control information through a first communication line and a second communication line;
Other module units that provide status information to the vehicle control unit through the first communication line and have a plurality of MCUs that perform control according to the control information, and control modules other than the electric vehicle platform; and
An integrated control system for an electric vehicle, characterized in that it consists of an electric vehicle control unit including a plurality of MCUs that provide status information to the vehicle control unit through the second communication line and control the electric vehicle platform according to the control information. According to paragraph 1,
The electric vehicle control unit,
a battery management unit that detects the state of the battery;
A charge/discharge control unit that controls charging or discharging of the battery;
Cooling unit to prevent overheating of the battery; and
An integrated control system for electric vehicles that includes a motor control unit that controls the driving of the motor. According to paragraph 1,
The other module part,
A lighting module that detects and controls status information of headlamps and fog lamps;
A window module that controls the windows of the vehicle; and
An integrated control system for electric vehicles that includes a brake module that detects and controls the parking brake status. According to paragraph 3,
The vehicle control unit is,
a driving control unit that detects the state of the brake module; and
An integrated control system for an electric vehicle including a regenerative braking control unit that obtains the pedal effort for each regenerative limit torque through the detection result of the driving control unit and adjusts the pedal pedal effort through CAN communication with the MCU of the brake module. According to paragraph 4,
The vehicle control unit is,
An integrated control system for an electric vehicle further comprising a fault diagnosis unit that detects a failure by comparing the information detected by the driving control unit with a reference value.