WO2019088422A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

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Publication number
WO2019088422A1
WO2019088422A1 PCT/KR2018/009492 KR2018009492W WO2019088422A1 WO 2019088422 A1 WO2019088422 A1 WO 2019088422A1 KR 2018009492 W KR2018009492 W KR 2018009492W WO 2019088422 A1 WO2019088422 A1 WO 2019088422A1
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WO
WIPO (PCT)
Prior art keywords
signal
motor
unit
voltage
output
Prior art date
Application number
PCT/KR2018/009492
Other languages
English (en)
Korean (ko)
Inventor
임인석
김양학
노영우
Original Assignee
엘지이노텍 주식회사
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020180077783A external-priority patent/KR102539784B1/ko
Application filed by 엘지이노텍 주식회사 filed Critical 엘지이노텍 주식회사
Publication of WO2019088422A1 publication Critical patent/WO2019088422A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/34—Testing dynamo-electric machines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H9/00—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection
    • H02H9/04—Emergency protective circuit arrangements for limiting excess current or voltage without disconnection responsive to excess voltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • An embodiment of the present invention relates to a vehicle control apparatus.
  • the rotating shaft of the motor is connected to the actuator to transmit the driving force.
  • the motor and the actuator can be integrally manufactured according to the characteristics of the actuator.
  • the motor and the actuator may be implemented in the same housing, or the driving shaft of the actuator and the rotation shaft of the motor may be integrated by using a tube-shaped rotor.
  • a control unit for controlling the motor according to the state of the actuator may be provided.
  • the actuator is provided with an output of an input shaft sensor as an electric current state, and the state of the motor is determined based on the pulse width of the current signal.
  • the state of the motor is determined based on the pulse width of the current signal.
  • the motor is operated with the voltage supplied from the battery, and the brake operation of the motor can be performed.
  • the brake operation can be performed.
  • freewheeling occurs when the brake operation is not performed.
  • An object of the present invention is to provide a vehicle control apparatus capable of simultaneously detecting a frequency signal and a voltage level of a motor using a current signal of a motor.
  • the embodiment provides a vehicle control device for controlling a clutch actuator of a vehicle.
  • a vehicle control device for preventing freewheeling is provided.
  • a vehicle control apparatus that detects an abnormality of the output control element can be implemented.
  • the present invention also provides a vehicle control device that implements a temperature comparison safety mechanism using existing circuitry without adding a temperature sensor to meet safety objectives associated with temperature.
  • the present invention provides a vehicle control apparatus that can increase the fault diagnosis coverage by comparing the temperatures acquired through a plurality of channels, thereby lowering the failure rate of single point faults and potential faults within an assigned ASIL (Automotive Safety Integrity Level).
  • ASIL Automotive Safety Integrity Level
  • a motor control apparatus comprising: a current-voltage converter for converting a current signal input from a current sensor disposed in a motor into a voltage signal; A frequency signal converting unit including a comparator and converting the converted voltage signal into a frequency signal; A voltage divider for reducing the converted frequency signal; A first output unit for outputting the reduced frequency signal to the first port of the control unit, and a second output unit for outputting the converted voltage signal to the second port of the control unit.
  • the comparator may compare the converted voltage signal with a predetermined reference signal to output a high or low signal.
  • a filtering unit for filtering the noise of the converted voltage signal.
  • a protection unit disposed at an output terminal of the filtering unit and including a clamping element for protecting the circuit from a surge voltage.
  • a current-voltage converter for converting a current signal input from a current sensor disposed in the motor into a voltage signal;
  • a frequency signal converting unit including a comparator and converting the converted voltage signal into a frequency signal;
  • a voltage divider for reducing the converted frequency signal;
  • a first output unit for outputting the reduced frequency signal to the frequency port of the control unit, and a second output unit for outputting the converted voltage signal to the AD port of the control unit.
  • the control unit senses the number of revolutions of the motor using the frequency signal input to the frequency port and can sense the voltage level of the motor using the voltage signal input to the AD port.
  • the controller may detect whether the IPS sensor is disconnected using the voltage signal input to the AD port.
  • the comparator may compare the converted voltage signal with a predetermined reference signal to output a high or low signal.
  • the interface module may further include a filtering unit for filtering noise of the converted voltage signal.
  • the interface module may further include a filtering unit for filtering noise of the converted voltage signal.
  • a vehicle control apparatus includes: a motor switching unit including a plurality of switching elements respectively connected to a plurality of phases of a motor; A motor control unit for transmitting a motor control signal for controlling the plurality of switching elements to the motor switching unit; A control unit connected to the motor control unit via a plurality of lines; And a plurality of output control elements arranged on the plurality of lines, respectively, wherein the control unit controls the plurality of lines so that any one of the first pulse signal and the second pulse signal for determining the motor control signal is provided A signal generator for generating a signal; An adjusting unit for providing a floating signal to at least one of the plurality of lines to the signal generating unit and providing the same pulse signal to the remaining lines; A sensing unit sensing an output signal provided to the motor control unit through the plurality of lines; And a determination unit determining an abnormality of the output control element depending on whether the output signals of the plurality of lines are the same.
  • the first pulse signal is a low signal
  • the second pulse signal is a high signal
  • the output regulating element may be a pull-up element
  • the signal generator may provide the first pulse signal to the remaining lines, and the determination unit may determine that the output control elements disposed on the selected one line are defective if all of the output signals are identical.
  • the plurality of switching elements including a first switching element for providing a first voltage level to the motor; And a second switching element for providing a second voltage level to the motor.
  • the output control element may be disposed in any one of a power supply line connected to the first switching element and a power supply line connected to the second switching element.
  • the first voltage level may be higher than the second voltage level.
  • the first switching element may be connected to each phase of the motor, and the second switching element may be connected to each phase of the motor.
  • a vehicle includes a battery; A vehicle control device that receives power from the battery; And a motor provided with an output from the vehicle control device, wherein the vehicle control device includes: a motor switching part including a plurality of switching elements respectively connected to a plurality of phases of the motor; A motor control unit for transmitting a motor control signal for controlling the plurality of switching elements to the motor switching unit; A control unit connected to the motor control unit via a plurality of lines; And a plurality of output control elements arranged on the plurality of lines, respectively, wherein the control unit controls the plurality of lines so that any one of the first pulse signal and the second pulse signal for determining the motor control signal is provided A signal generator for generating a signal; An adjusting unit for providing a floating signal to at least one of the plurality of lines to the signal generating unit and providing the same pulse signal to the remaining lines; A sensing unit sensing an output signal provided to the motor control unit through the plurality of lines; And a determination unit determining an abnormality of the output control element depending on whether
  • a vehicle control apparatus includes a temperature sensor for measuring a temperature of a motor and outputting a first temperature value, a controller 224 for receiving the first temperature value, 1 voltage, and the controller calculates a second temperature value based on the first voltage, and when the difference between the first temperature value and the second temperature value is equal to or more than the third temperature value, It is judged that the temperature sensor is defective.
  • the control unit may stop the motor when the first temperature value exceeds a predetermined threshold temperature.
  • the controller may stop the motor if the second temperature value exceeds a predetermined threshold temperature.
  • the voltage regulating unit may be an LDO (Low Drop Out Regulator).
  • the controller may calculate the second temperature value through the following equation (1).
  • VdropA is the decompression value at the A temperature
  • VdropB is the decompression value at the B temperature
  • Td2 is the second temperature value
  • Value TjA is the A temperature value
  • TjB is the B temperature value.
  • the LDO may be disposed in addition to a power management integrated circuit (PMIC).
  • PMIC power management integrated circuit
  • the LDO may be placed in a power management integrated circuit (PMIC).
  • PMIC power management integrated circuit
  • the voltage adjustment unit includes a voltage distribution circuit that distributes the voltage output from the power management integrated circuit, and a voltage distribution resistor and a thermistor may be disposed in the voltage distribution circuit.
  • the controller may determine that the temperature sensor is defective if the difference between the first temperature value and the second temperature value measured by the thermistor is greater than or equal to a third temperature value.
  • the thermistor may be an NTC thermistor.
  • the vehicle control apparatus can detect the rotational speed and the rotational direction of the motor using the current signal sensed by the IPS, and can detect whether the IPS is disconnected.
  • a temperature comparison safety mechanism can be implemented using existing circuitry without adding a temperature sensor to meet the temperature-related safety objectives.
  • FIG. 1 is a conceptual diagram showing a vehicle control device, a battery, and a motor according to an embodiment
  • FIG. 2 is a conceptual diagram of a vehicle control apparatus according to an embodiment
  • FIG. 3 is a block diagram of the configuration of the interface module according to the embodiment.
  • FIG. 6 is a graph of a simulation result of an interface module according to an embodiment of the present invention.
  • FIG. 7 is a block diagram of a control unit according to an embodiment
  • FIG. 11 is a view for explaining control of a vehicle control apparatus according to another embodiment
  • FIG. 13 is a flowchart for explaining a control method of a vehicle control apparatus according to yet another embodiment
  • FIG. 14 is a block diagram schematically showing a connection relationship of configurations for temperature comparison in a vehicle control apparatus according to an embodiment of the present invention
  • FIG. 15 is a graph showing a correlation between a temperature change and a voltage drop change in an LDO of a vehicle control apparatus according to an embodiment of the present invention
  • 16 is a block diagram schematically showing a connection relationship of configurations for temperature comparison in a vehicle control apparatus according to another embodiment of the present invention.
  • 17 is a flowchart sequentially showing a vehicle control method using the vehicle control apparatus according to an embodiment of the present invention.
  • the terms including ordinal, such as second, first, etc. may be used to describe various elements, but the elements are not limited to these terms. The terms are used only for the purpose of distinguishing one component from another.
  • the second component may be referred to as a first component, and similarly, the first component may also be referred to as a second component.
  • / or < / RTI &gt includes any combination of a plurality of related listed items or any of a plurality of related listed items.
  • the clutch actuator according to the embodiment of the present invention may include a motor (corresponding to 10 in Fig. 1), a cover, a piston, and a lead screw. (Other components are not shown)
  • the screw can rotate.
  • the piston can move linearly.
  • An accommodating space for the fluid can be disposed inside the cover, and the piston can be placed in the accommodating space.
  • the clutch actuator may be mounted and driven in the vehicle, and is not limited to this type, but may be applied to various driving devices requiring driving force.
  • the motor may include a housing, a vehicle control device, a stator assembly, a rotor, a rotating shaft, and an external sensor connection.
  • the housing may have a cylindrical shape and may include a space in which a stator assembly, a rotor, and the like may be mounted.
  • the housing can be fastened to the cover.
  • a metal material which can withstand high temperatures can be selected because of its nature to be mounted on a vehicle.
  • a part of the housing, that is, the front side of the housing to which the actuator is connected may be made of aluminum.
  • the entire housing may be made of aluminum.
  • An actuator is coupled to the front side of the housing, and a vehicle control device of the clutch actuator can be coupled to the rear side of the housing.
  • a mounting slot into which the external sensor connection portion is detachably inserted may be disposed on the rear side of the housing.
  • a center hole is formed in the center of the housing to define a space through which the rotary shaft is connected, and a mounting slot may be formed below the center hole.
  • the vehicle control apparatus controls the driving of the motor based on the state of the actuator received from the external sensor connection unit and the external driving signal.
  • the vehicle control device of such a clutch actuator may be disposed on the rear side of the housing and may be formed integrally with the housing by being formed of a rear cover of the housing.
  • a magnet and a current sensor may be coupled to one side of the motor.
  • FIG. 1 is a conceptual diagram showing a vehicle control device, a battery, and a motor according to an embodiment.
  • a vehicle control apparatus 200 may be disposed between a battery 90 and a motor 10.
  • the vehicle control apparatus 200 can receive power from the battery 90.
  • the vehicle control device 200 and the battery 90 may be electrically connected through a plurality of lines.
  • the battery 90 may be disposed outside the clutch actuator in the vehicle, but is not limited thereto.
  • the battery 90 and the vehicle control device 200 may be electrically connected through an external sensor connection portion.
  • a first power supply line L1, a second power supply line L2 and a third power supply line L3 may be disposed between the vehicle control device 200 and the battery 90. [ However, the present invention is not limited to these numbers.
  • the first power supply line L1, the second power supply line L2, and the third power supply line L3 refer to electrical lines.
  • the first power supply line L1 can supply the power supplied from the battery 90 to the vehicle control device 200.
  • a fuse switch S1 may be disposed on the first power supply line L1.
  • the fuse switch S1 may be disposed between the battery 90 and the interface 210.
  • the first power supply line L1 may supply a voltage of 12 V provided from the battery 90 to the vehicle control device 200.
  • the first power supply line L1 may be KL30.
  • the first power supply line L1 may be connected to the vehicle control unit 200 through the interface unit 210 and the charging unit 230.
  • the first power supply line L1 may be a constant power supply line that always supplies power to the vehicle control device 200.
  • the battery 90 supplies power to the vehicle control device 200 through the first power supply line L1 and the vehicle control device 200 boosts or depressurizes the supplied power supply, (Hereinafter referred to as " motor control section ").
  • the second power supply line L2 may be branched at the first node N1 of the first power supply line L1 and disposed between the vehicle control device 200 and the first power supply line L1.
  • a key switch unit (not shown) may be disposed on the second power supply line L2.
  • the key switch unit (not shown) may be ignited by starting. For example, when the driver of the vehicle turns on the starter, the key switch unit (not shown) in the battery 90 can flow current.
  • the key switch unit (not shown) can generate a high current and a high voltage by the primary and secondary coils, and the high voltage generated thereby can ignite the mixer (not shown).
  • the second power supply line L2 may be KL15.
  • the second power supply line L2 may provide the voltage of the battery 90 supplied through the first node N1 to the vehicle control device 200.
  • the second power supply line L2 may supply power supplied from the battery to the vehicle control device 200 in accordance with the operation of the key switch unit (not shown).
  • the third power supply line L3 can perform grounding.
  • the third power supply line L3 may be electrically connected to the first power supply line L1 and the second power supply line L2 and serve as a ground.
  • the third power supply line L3 may be KL31.
  • a plurality of power supply lines may be disposed between the battery 90 and the vehicle control device 200.
  • the plurality of power supply lines L1, L2 and L3 may electrically connect the battery 90 and the vehicle controller 200 through a plurality of ports of the interface unit 210.
  • FIG. 2 is a conceptual diagram of a vehicle control apparatus according to an embodiment.
  • the vehicle control apparatus 200 can receive power from the battery through the first power supply line L1 and the second power supply line L2.
  • the vehicle control apparatus 200 may include an interface section 210, a vehicle control apparatus 200, a first power supply line L1, a second power supply line L2 and a third power supply line L3 have.
  • the interface unit 210 includes a first power supply line L1, a second power supply line L2 and a third power supply line L3, which are disposed between the battery and the vehicle control device 200, Can be connected.
  • a reverse protection (PT) and a charging and discharging unit 230 may be disposed between the vehicle control device 200 and the interface unit in the first power supply line L1.
  • the reverse polarity protection unit PT may be connected to the first power supply line L1.
  • the reverse polarity protection portion PT may perform disconnection to protect the circuit when the polarity of the voltage supplied to the vehicle control device 200 is different from the predetermined polarity. For example, a positive voltage should be provided to the vehicle control device 200 through the first power supply line L1, but if a negative voltage is provided, a disconnection may be performed to protect the vehicle control module 220.
  • the charging unit 230 may include a charging device.
  • the charging device may include, but is not limited to, a capacitor.
  • the charging unit 230 can charge the voltage supplied from the battery. It can also be used with other devices to act as a filter.
  • One end of the charging part 230 may be connected to the battery, and the other end may be connected to the vehicle control device 200.
  • the other end of the charging unit 230 may be connected to a power supply unit (PMIC).
  • PMIC power supply unit
  • a key switch unit (not shown) may be disposed in the second power supply line L2 as described above.
  • the vehicle control apparatus 200 includes a vehicle control module 220 and specifically includes a power supply unit PMIC, a first sensing unit 221, a second sensing unit 222, a motor control unit 223, (224).
  • the vehicle control apparatus 200 may include an internal sensor 225, an external sensor interface unit 226, a communication unit 227, a motor switching unit 228, and an interface module 229.
  • the power supply unit (PMIC) can control the power supply to the main elements in the vehicle control device 200.
  • the power supply unit (PMIC) may supply power supplied from the battery to each device in the vehicle control device 200.
  • the first sensing unit 221 may be disposed in the vehicle control device 200.
  • the first sensing unit 221 may be disposed in the power supply unit (PMIC), but is not limited thereto.
  • the first sensing unit 221 may sense a first voltage that is a voltage at a rear end of the charging unit 230 on the first power supply line L1.
  • the first sensing unit 221 may include various voltage measuring devices.
  • the first sensing unit 221 may sense the first voltage a plurality of times at the rear end of the charging unit 230 on the first power supply line L1 of the charging unit 230.
  • the first sensing unit 221 may set a plurality of nodes on the first power supply line L1 and measure a voltage for each node. With this configuration, the first voltage measured at a plurality of nodes can be compared with the second voltage, so that the vehicle control apparatus 200 according to the embodiment can improve the stability.
  • the second sensing unit 222 may be disposed in the vehicle control device 200 in the same manner as the first sensing unit 221.
  • the second sensing unit 222 may be disposed in the power supply unit (PMIC), but is not limited thereto.
  • the second sensing unit 222 may sense a second voltage, which is a voltage at a rear end of the key switch unit (not shown), on the second power supply line L2.
  • the second sensing unit 222 may include various voltage measuring devices.
  • the power supply PMIC includes a plurality of LDOs (Low Dropout Regulators) 231 and 232, and controls the voltage to be distributed to each circuit component.
  • LDOs Low Dropout Regulators
  • the motor control unit 223 may be disposed in the vehicle control device 200.
  • the motor control unit 223 may be electrically connected to the first power supply line L1.
  • the motor control unit 223 can receive power from the battery.
  • the motor control unit 223 can transmit a motor control signal for controlling the three phases (U, V, W) of the motor to the motor switching unit 228.
  • the motor switching unit 228 can switch a plurality of switches disposed therein according to the received motor control signal.
  • the motor can be driven by a desired output.
  • the control unit 224 may be disposed in the vehicle control device 200. [ The control unit 224 can receive power from the power supply unit (PMIC). The power supply unit PMIC boosts or depressurizes the battery voltage provided from the first power supply line L1 so as to control the internal sensor 225 or the external sensor interface 226, the communication unit 227, the control unit 224 to the motor control unit 223.
  • PMIC power supply unit
  • the control unit 224 may receive the first voltage and the second voltage from the first sensing unit 221 and the second sensing unit 222. If the difference between the first voltage and the second voltage is greater than a predetermined value, the controller 224 may transmit a signal to the motor controller 224 to stop the operation of the motor.
  • the control unit 224 does not transmit a control signal for stopping the operation of the motor to the motor control unit 223 even if the voltage difference between the first voltage and the second voltage is greater than a predetermined value . If the second voltage is 0V, the control unit 224 can determine that the user of the vehicle has turned off the power. Accordingly, the control unit 224 can determine the disconnection of the fuse switch (not shown) only when the vehicle is switched on. With such a configuration, when the ignition is turned on, the vehicle control apparatus 200 according to the embodiment can detect the disconnection of the fuse switch and block the freewheeling of the motor.
  • the control unit 224 analyzes the state of the motor and the clutch using the data received from the interface module 229, the external sensor interface unit 226 and the communication unit 227, Can be output.
  • the internal sensor 225 may include a temperature sensor 201, a pressure sensor, a multi-turn sensor, and a single-trun sensor.
  • the internal sensor 225 is not limited thereto and may include various sensors.
  • the internal sensor 225 can receive power from a power supply (PMIC).
  • PMIC power supply
  • the temperature sensor 201 can sense the temperature of the vehicle control device, and the pressure sensor can sense the pressure of the vehicle control device.
  • the multi-turn sensor may transmit a signal to the control unit 224 to sense the number of revolutions of the motor. With this configuration, the controller 224 can sense the position of the actuator described above.
  • the external sensor interface unit 226 may be connected to an external sensor.
  • the external sensor interface unit 226 can receive power from the power supply unit (PMIC).
  • the external sensor interface unit 226 may provide the supplied power to the external sensor.
  • the external sensor interface unit 226 is electrically connected to the external sensor through the interface unit 210 and can supply power to the external sensor.
  • the external sensor interface unit 226 may be connected to a gear sensor, a pressure sensor, a speed sensor, and the like to receive various sensing signals.
  • the communication unit 227 is connected to the ABS system in the vehicle to perform data communication.
  • the communication unit 227 may be electrically connected to the control unit 224.
  • the communication unit 227 can transmit the control signal received from the outside to the control unit 224.
  • the communication unit 227 may be connected to the outside through the interface unit 210.
  • the communication unit 227 may include a receiver and a transmitter for can communication so that can communication can be performed.
  • the motor switching unit 228 receives the control signal from the motor control unit 223 and can provide a desired three-phase output to the motor.
  • the motor switching unit 228 may include a plurality of switching elements.
  • the motor switching unit 228 may include six field effect transistors (FETs), but is not limited thereto.
  • FETs field effect transistors
  • the motor switching unit 228 controls on / off of a plurality of switching elements according to a control signal to provide various three-phase (U, V, W) outputs, and the motor can be driven according to the provided output.
  • the interface module 229 may output the frequency signal and the voltage signal to the control unit 224 using the current signal received from the current sensor.
  • the interface module 229 can output the frequency signal and the voltage signal to the control unit 224 using the current signal received from the current sensor.
  • FIG. 3 is a configuration block diagram of an interface module according to an embodiment
  • FIG. 4 is a circuit configuration diagram of an interface module according to an embodiment.
  • the interface module 229 includes a current-voltage conversion unit 229a, a filtering unit 229b, a protection unit 229c, a frequency signal conversion unit 229d, A voltage divider 229e, a first output unit 229f, and a second output unit 229g.
  • the current-voltage conversion unit 229a can convert the current signal input from the current sensor disposed in the motor into a voltage signal.
  • the current sensor placed in the motor means the input shaft sensor, and it can output PWM (Pulse Width Modulation) signal modulating the magnet signal as the constant current sensor.
  • the current-voltage conversion unit 229a may include a resistance element, and may convert a current signal input through a voltage signal applied across the resistance element into a voltage signal.
  • the filtering unit 229b can filter the noise of the converted voltage signal.
  • the filtering unit 229b is disposed at the output terminal of the current-voltage conversion unit 229a and may be formed of, for example, an RC circuit composed of a resistance element and a capacitor element.
  • the protection portion 229c is disposed at the output terminal of the filtering portion 229b and may include a clamping element for protecting the circuit from the surge voltage.
  • the protection unit 229c may include, for example, two diodes connected in series, and a capacitor having one end connected to the anode terminal of the diode and the other end connected to the ground.
  • the protective portion 229c can protect the circuit by limiting the magnitude of the voltage to the magnitude of the voltage set by the device when a voltage higher than a certain level is applied.
  • the frequency signal converting unit 229d includes a comparator, and can convert the converted voltage signal into a frequency signal.
  • the comparator of the frequency signal converter 229d may compare the converted voltage signal with a predetermined reference signal to output a high or low signal.
  • the inverted input terminal of the comparator receives the converted voltage signal, and the inverted input terminal receives the reference signal.
  • the reference signal can be determined by the maximum and minimum values of the converted voltage signal. For example, when the maximum value is 3.080V and the minimum value is 1.540V, the reference signal may be 2.14V.
  • the frequency signal converter 229d outputs a signal of 5V when the magnitude of the converted voltage signal is greater than or equal to the reference signal and outputs a signal of 0V when the magnitude of the converted voltage signal is smaller than the reference signal have.
  • the voltage divider 229e can downconvert the converted frequency signal.
  • the voltage distribution section 229e may be constituted by a voltage distribution circuit including a plurality of resistance elements.
  • the voltage divider 229e can perform the function of decreasing the magnitude of the frequency signal output from the frequency signal converter 229d in accordance with the frequency port standard of the controller 224. [
  • the voltage divider 229e can downsize the signal so that the maximum magnitude of the frequency signal output from the frequency signal distributor 224 is 3.3 V or less.
  • the first output unit 229f may output the reduced frequency signal to the first port of the control unit 224.
  • the first port may be, for example, a frequency port of the control unit 224.
  • the second output unit 229g may output the converted voltage signal to the second port of the control unit 224.
  • the second port may be, for example, an analog to digital (AD) port of the control unit.
  • AD analog to digital
  • the control unit 224 senses the number of revolutions of the motor using the frequency signal input to the first port and can sense the voltage level of the motor using the voltage signal input to the second port.
  • the controller 224 may determine that the motor has rotated one time when the count value reaches 100 times.
  • controller 224 can detect whether the current sensor is disconnected by using the voltage signal input to the second port.
  • 5 is a graph for explaining the operation of the control unit according to the embodiment of the present invention.
  • 6 is a graph of a simulation result of an interface module according to an embodiment of the present invention.
  • FIG. 5 (a) and 6 are frequency signals output from the first output section of the interface module
  • FIG. 5 (b) is a voltage signal output from the second output section of the interface module.
  • the maximum voltage of the frequency signal is limited to 3.3 V according to the specification of the first port of the control unit.
  • the control unit can detect the number of revolutions of the motor by using the duty ratio of the input frequency signal.
  • controller 224 can determine the high or low state of the motor current signal according to the magnitude of the voltage signal input to the second port, and can determine that the current sensor is disconnected when the magnitude of the voltage signal is 0V have.
  • FIG. 7 is a block diagram of a control unit according to the embodiment
  • FIGS. 8 to 10 are diagrams for explaining control of the vehicle control device according to the embodiment.
  • the vehicle control apparatus may include a control unit 224, a motor control unit 223, a motor switching unit 228, and an output control device.
  • the control unit 224 may include a signal generating unit 1100, an adjusting unit 1200, a sensing unit 1300, and a determining unit 1400 according to an embodiment of the present invention.
  • control unit 224 the control unit 224, the motor control unit 223, and the motor switching unit 228 may be similarly applied.
  • the control unit 224 may be electrically connected to the motor control unit 223 through a plurality of lines C1 to C6.
  • the motor 10 may be electrically connected to the six switching elements FE1 to FE6 of the motor switching unit 228 as described above.
  • GHB, GHC, GLA, GLB, and GLC of the motor control unit 223 are controlled by a signal for controlling ON / OFF of the six switching elements FE1 to FE6. / RTI >
  • the six terminals may include the first terminal GHA to the sixth terminal GLC.
  • the first terminal GHA is connected to the first switching element FE1
  • the second terminal GHB is connected to the second switching element FE2
  • the third terminal GHC is connected to the third switching element FE3
  • the fourth terminal GLA is connected to the fourth switching element FE4 and the fifth terminal GLB is connected to the fifth switching element FE5 and the sixth terminal GLC is connected to the sixth switching element FE5, And can be connected to the switching element FE6.
  • the first terminal GHA to the sixth terminal GLC can be turned on / off according to a signal transmitted to each switching element.
  • the first switching element FE1 may have one end connected to the battery B + voltage and the other end connected to the U phase of the motor 10.
  • the second switching element FE2 may be connected at one end to the battery B + and at the other end to the V phase of the motor 10.
  • the third switching element FE3 may be connected to the battery (B +) voltage once and the other end to the W phase of the motor 10.
  • the fourth switching element FE4 may have one end connected to the ground and the other end connected to the U phase of the motor 10.
  • the fifth switching element FE5 may have one end connected to the ground and the other end connected to the V phase of the motor 10.
  • the sixth switching element FE6 may have one end connected to the ground and the other end connected to the W phase of the motor 10.
  • the first to sixth switching elements FE1 to FE6 can be on / off-controlled, and on / off control of the first to sixth switching elements FE1 to FE6 can be performed
  • the motor 10 can be provided with a different voltage on each phase.
  • the motor control unit 223 can provide the motor control unit 228 with a control signal of the motor 10 for controlling the plurality of switching elements FE1 to FE6 as described above.
  • the motor control unit 223 can determine the control signal of the motor 10 according to the output signal provided from the control unit 224.
  • the control unit 224 may provide the PWM signal to the motor control unit 223.
  • the PWM signal may be transmitted through a plurality of lines (C1 to C6).
  • the motor control unit 223 can receive the six output signals HA to LC corresponding to the six switching elements FE1 to FE6 of the motor switching unit 228.
  • the six output signals HA to LC may be transmitted from the control unit 224 to the motor control unit 223 through six lines (C1 to C6).
  • the control unit 224 may transmit a low signal to the motor control unit 223 through the first line C1.
  • the first output signal HA becomes a low signal, and the first switching element FE1 can be turned off.
  • the motor control unit 223 is connected to the gate electrode of the first switching device FE1 through the first terminal GHA, so that the appropriate voltage level signal is applied to the first switching device FE1 so that the first switching device FE1 is turned off. (FE1).
  • This control method is equally applied to the second to sixth lines (C2) to (C6), and the second to sixth switching elements FE2 to FE6 operate in the same manner.
  • the motor switching unit 228 switches on / off the plurality of switching elements FE1 to FE6 by the control signals of the plurality of motors 10 transmitted from the first terminal GHA to the sixth terminal GLC, Can be performed.
  • the plurality of output control elements may be disposed on a plurality of lines.
  • the plurality of output control elements PU1 to PU3 may be arranged in a line connected to a plurality of switching elements whose ends are connected to the same voltage.
  • the plurality of output control elements PU1 to PU3 may be arranged in the fourth to sixth lines C4 to C6, respectively.
  • the fourth to sixth lines C4 to C6 are connected to the fourth to sixth switching elements FE4 to FE6, and the fourth to sixth switching elements FE4 to FE6, FE6) may be grounded at one end.
  • a plurality of output control elements PU4 to PU6 may be disposed on the first to third lines C1 to C3.
  • the first to third lines C1 to C3 are connected to the first to third switching elements FE1 to FE3, and the first to third switching elements FE1 to FE3, (FE3) can be connected to the battery voltage at one end.
  • the battery voltage is supplied from the battery to one end of the battery as described above
  • the first output control element PU1 may be a floating signal other than the low signal or the high signal.
  • the fourth output signal LA through the sixth output signal LC provided through the third output control element PU3 may be a high signal.
  • the output adjusting element may be a pull-up element, but the output signal may be a low signal when the output adjusting element is a pull-down element.
  • the output adjusting element according to the embodiment can provide a clear signal by removing the noise component from the signal which is not a low or high signal.
  • the output control elements PU1 to PU3 are abnormal, the output signal to the floating signal may be a low signal.
  • the control unit 224 can sense an abnormality of the output control element. This will be described in detail below.
  • the signal generator 1100 of the control unit 224 generates a floating signal to the fourth line C4 of the fourth to sixth lines C4 to C6 and the remaining fifth line C5 ) And the sixth line (C6).
  • the first pulse signal may be a low signal and the second pulse signal may be a high signal.
  • the first pulse signal may be a high signal and the second pulse signal may be a low signal.
  • a low pulse signal It is also possible to generate a low signal which is the same pulse signal in the first line (C1) to the third line (C3).
  • the control unit 1200 may be disposed in the control unit 224 and may provide a signal generated by the signal generation unit 1100 to a plurality of lines C1 to C6.
  • the floating signal is supplied to the fourth line C4 and the same pulse signal is applied to the remaining first line C1 to third line C3, fifth line C5 and sixth line C6, For example, a low signal can be provided.
  • the sensing unit 1300 may sense the first to sixth output signals HA to LC applied to the motor control unit 223 through the first to sixth lines C1 to C6.
  • the sensing unit 1300 may sense the first output signal HA as a low signal.
  • the sensing unit 1300 may sense the second output signal HB as a low signal and the sensing unit 1300 may sense the third output signal HC as a low signal.
  • the fourth output control element according to the embodiment is abnormal, the fourth output signal LA may be a high signal.
  • the determination unit 1400 can determine an abnormality of the output sensing device according to whether the plurality of output signals sensed by the sensing unit 1300 are all the same. For example, if the first to sixth output signals HA to LC detected by the sensing unit 1300 are not all the same, the determination unit 1400 determines whether the output control unit It can be determined that an abnormality occurs in the regulating element PU1.
  • the motor 10 can stop.
  • the same motor 10 control signal is applied to the first to third switching elements FE1 to FE3 or the fourth to eighth switching elements FE4 to FE6, The ground or the battery voltage is applied equally, so that the motor 10 can be brought into the brake state.
  • the motor 10 is switched to the brake state by applying the battery voltage B + .
  • the fourth switching device FE4 to the sixth switching device FE6 are turned on by the same motor 10 control signal, the motor 10 can be grounded and brought into a breaking state.
  • the vehicle control apparatus can easily detect the abnormality of the output control element and the motor 10 can be controlled in the brake state by the control.
  • the vehicle control apparatus according to the embodiment can prevent the motor 10 from being freewheeling when the motor 10 can not be brought into the brake state due to the abnormality of the output control element.
  • an abnormality of the second output control element PU2 on the fifth line C5 can be detected.
  • the signal generator 1100 generates a floating signal to the fifth line C5 of the fourth to sixth lines C4 to C6, and the remaining fourth lines C4 and C5, It is possible to generate the same pulse signal, e.g., a low signal, in the sixth line C6. It is also possible to generate a low signal which is the same pulse signal in the first line (C1) to the third line (C3).
  • the adjustment unit 1200 may provide a signal generated by the signal generation unit 1100 to the plurality of lines C1 to C6.
  • the floating signal is provided to the fifth line C5 and the same pulse signal such as a low signal is supplied to the remaining first to fourth lines C4 to C4 and sixth line C6 .
  • the sensing unit 1300 may sense the first to sixth output signals HA to LC applied to the motor control unit 223 through the first to sixth lines C1 to C6.
  • the sensing unit 1300 may sense the first output signal HA as a low signal.
  • the sensing unit 1300 may sense the second output signal HB as a low signal and the sensing unit 1300 may sense the third output signal HC as a low signal.
  • the fifth output control element according to the embodiment is abnormal, the fifth output signal LB may be a high signal.
  • the determination unit 1400 can determine an abnormality of the output sensing device according to whether the plurality of output signals sensed by the sensing unit 1300 are all the same. For example, when the first to sixth output signals HA to LC detected by the sensing unit 1300 are not all the same, the determination unit 1400 determines whether or not the output control element applied with the floating signal, It can be determined that an abnormality occurs in the regulating element PU2.
  • the signal generator 1100 generates a floating signal to the sixth line C6 of the fourth to sixth lines C4 to C6 and the remaining fourth line C4, and the sixth line C6, for example, a low signal. It is also possible to generate a low signal which is the same pulse signal in the first line (C1) to the third line (C3).
  • the adjustment unit 1200 may provide a signal generated by the signal generation unit 1100 to the plurality of lines C1 to C6. It is possible to provide the floating signal to the sixth line C6 and to provide the same pulse signal, for example, a low signal, to the remaining first line C1 to the fifth line C5, as described above.
  • the sensing unit 1300 may sense the first to sixth output signals HA to LC applied to the motor control unit 223 through the first to sixth lines C1 to C6.
  • the sensing unit 1300 may sense the first output signal HA as a low signal.
  • the sensing unit 1300 may sense the second output signal HB as a low signal and the sensing unit 1300 may sense the third output signal HC as a low signal.
  • the sixth output signal LC may be a high signal.
  • the determination unit 1400 can determine an abnormality of the output sensing device according to whether the plurality of output signals sensed by the sensing unit 1300 are all the same. For example, if the first to sixth output signals HA to LC detected by the sensing unit 1300 are not all the same, the determination unit 1400 may determine that the output control unit applies the floating signal, It can be determined that an abnormality has occurred in the adjusting element PU3. With such a configuration, the vehicle control apparatus according to the embodiment can easily detect an abnormality of a plurality of output control elements arranged on a plurality of lines. Such anomaly detection may be performed whenever power is supplied to the control unit 224. [ Thus, the control unit 224 and the motor control unit 223 can sense the free-wheeling of the motor 10 by sensing the abnormality of the output control element before the motor 10 performs the rotation.
  • FIG. 11 is a view for explaining control of a vehicle control apparatus according to another embodiment.
  • the fourth to sixth output control elements PU4 to PU6 may be disposed on the first to third lines C1 to C3.
  • the signal generator 1100 generates a floating signal on any one of the first to third lines C1 to C3, and the adjusting unit 1200 can provide a floating signal to the corresponding line have. And may provide the same signal (e.g., a low signal) to the remaining lines.
  • the sensing unit 1300 senses an output signal as described above, and the determining unit 1400 determines whether or not any one of the output adjusting elements PU4 to PU6, Can be judged.
  • the vehicle control apparatus can prevent the free wheeling state and detect an abnormality of the output control element.
  • FIG. 12 is a flowchart for explaining a control method of the vehicle control device according to the embodiment.
  • a method of controlling a vehicle control apparatus includes generating a signal, applying a floating signal to a selected line and applying the same signal to the remaining lines, sensing an output signal, .
  • the signal generator in the step S1001 of generating a signal in the control method of the vehicle control apparatus according to the embodiment, the signal generator generates a floating signal on one of the plurality of lines, And generate a low signal (or a high signal) on the remaining lines.
  • a floating signal is applied to the selected line and the same signal is applied to the remaining lines.
  • the sensing unit may sense output signals of a plurality of lines applied to the motor control unit.
  • the determination unit may compare whether the output signals are the same or not.
  • the determination unit determines that there is an abnormality in the output control elements (S1005). If the output signals are the same, And a low signal (or a high signal) may be generated in the remaining line (S1006). For example, as shown in FIG. 7, the determination unit can determine that there is no abnormality in the first output control element. As described above, the step of determining the abnormality of the output control element by sensing the output signal after applying the signal to each line may be repeatedly performed.
  • the sensing unit may sense the output signal (S1007). If the output signals are not identical to each other, the determination unit may determine that the output control signal is abnormal (S1008). For example, as shown in FIG. 8, the determination unit may determine that the second output control element is abnormal. If the output signals are the same, it can be judged that there is an abnormality in the output control element arranged in another selected line. (S1009)
  • the determination unit may determine that the output control element is abnormal, generate a floating signal on the other of the plurality of lines, and generate a low signal (or a high signal) on the remaining lines (S1010).
  • the sensing unit may sense the output signal (S1011). If the output signals are not identical, the determination unit may determine that the output control signals are abnormal (S1013). Further, when the output signals are the same, the judging section can judge, for example, that there is no abnormality in the third output regulating element. With this method, it is possible to easily detect the abnormality of the plurality of output control elements.
  • the first to third output control elements are respectively arranged in the fourth to sixth lines as shown in FIG.
  • FIG. 13 is a flowchart for explaining a control method of a vehicle control device according to yet another embodiment.
  • a method of controlling a vehicle control device includes the steps of providing all floating signals on a line where output control elements are disposed, detecting an output signal, comparing output signals . ≪ / RTI >
  • the signal generator and the control unit generate the floating signal on the line where the output control element is disposed, and provide the floating signal to the motor control unit through the plurality of lines.
  • the determination unit determines whether the output signals are identical to each other (S2003). If the output signals are the same, the output control unit may detect that there is no abnormality (S2005) . Alternatively, when the output signals are not the same, the determination unit may detect that an abnormality occurs in any one of the output control elements (S2004). In this case, it is possible to detect the output control element in which the abnormality occurs through the method described with reference to FIG.
  • FIG. 14 is a block diagram schematically showing a connection relationship of configurations for temperature comparison in a vehicle control apparatus according to an embodiment of the present invention.
  • the vehicle control apparatus 200 may include a temperature sensor 201, a low dropout regulator (LDO) 202, and the like.
  • LDO low dropout regulator
  • the temperature sensor 201 measures the temperature in the vehicle, preferably in the motor, and transmits the measured first temperature value to the control unit 224.
  • the controller 224 compares the first temperature value received through the temperature sensor 201 with a predetermined threshold temperature, and when the first temperature value exceeds the threshold temperature, the clutch actuator becomes a safe state Enter the Brake mode until
  • the critical temperature may be set in the range of 100 ° C to 150 ° C in consideration of the heat resistance of each circuit component and the efficiency depending on the temperature, and may be set in various ranges depending on the surrounding conditions and environment. However, for convenience of explanation, it is assumed that the critical temperature is 125 deg.
  • the LDOs 202 and the LDOs 231 and 232 regulate a voltage at an input terminal and output a voltage that is a predetermined level lower than the reference voltage.
  • Vdrop voltage drop of each LDO 202, 231, and 232 changes according to a temperature change at the same current condition according to a linear first-order equation.
  • the voltage drop value tends to increase, so that the output voltage gradually decreases.
  • the LDO 202 may apply a voltage to the control unit 224 and the control unit 224 may read the output voltage value applied through the LDO 202 and may control the LDO 202 (Hereinafter, referred to as a first voltage V-1).
  • the LDO 202 exhibits a linear first-order tendency in which the voltage drop value increases as the ambient temperature value increases.
  • the controller 224 can calculate the second temperature Tj2 as shown in the following equation (1).
  • Tj2 is the second temperature value
  • Vref is the LDO reference voltage value
  • V1 is the first voltage value
  • VdropA is the reduced voltage value at the A temperature
  • TjA is the A temperature value.
  • VdropB represents the decompression value at the B temperature
  • TjB represents the B temperature value
  • the control unit 224 calculates that the second temperature value Tj2 is 100 ° C .
  • the control unit 224 compares the second temperature value Tj2 calculated through the output voltage V1 of the LDO 202 with the first temperature value received from the temperature sensor 201, When the difference of the second temperature value Tj2 exceeds the preset third temperature, it can be determined that the communication line to which the temperature sensor f or the temperature sensor 201 and the control unit 224 are connected is defective.
  • the third temperature may be set at 3 ⁇ to 10 ⁇ , preferably at 5 ⁇ .
  • the control unit 224 controls the driving and stopping of the motor based on the first temperature value of the temperature sensor 201.
  • the control unit 224 controls the output voltage V1 of the LDO 202, The driving and stopping of the motor can be controlled based on the second temperature value Tj2 calculated through the first temperature value Tj2.
  • the LDO reference voltage value Vref is 5 V
  • the detected first voltage value V1 is 4.55 V
  • control unit 224 can implement the temperature comparison safety mechanism using existing circuits without adding a temperature sensor to satisfy a temperature-related safety target.
  • 16 is a block diagram schematically illustrating a connection relationship of configurations for temperature comparison in a vehicle control apparatus according to another embodiment of the present invention.
  • a voltage distribution circuit 235 for distributing the voltage output from the power supply PMIC is connected, and the first voltage distributed from the voltage distribution circuit 235 is connected to the control unit 224.
  • a voltage distribution resistor 235a and a thermistor 235b are disposed in the voltage divider circuit 235 and the resistance value information of the voltage distribution resistor 235a which is a fixed resistor and the thermistor 235b which is a variable resistor depending on the temperature,
  • the second temperature T2 can be calculated through the first voltage V1.
  • the thermistor 235b is an NTC thermistor whose resistance value decreases with an increase in temperature.
  • the control unit 224 compares the second temperature value calculated through the output voltage V1 of the voltage distribution circuit 235 with the first temperature value received from the temperature sensor 201, 2 temperature difference exceeds a preset third temperature, it can be determined that the communication line to which the temperature sensor 201 or the temperature sensor 201 and the control unit 224 are connected is defective.
  • the third temperature may be set at 3 ⁇ to 10 ⁇ , preferably at 5 ⁇ .
  • the controller 224 determines that the motor is driven and stopped based on the first temperature value of the temperature sensor 201 but determines that the temperature sensor 201 is defective, the controller 224 controls the output voltage of the voltage divider circuit 235 The driving and stopping of the motor can be supervised on the basis of the second temperature value calculated through V1.
  • control unit 224 can implement the temperature comparison safety mechanism using existing circuits without adding a temperature sensor to satisfy a safety target related to temperature.
  • 17 is a flowchart sequentially showing a vehicle control method using the vehicle control apparatus according to an embodiment of the present invention.
  • a method of controlling a vehicle using a vehicle control device includes steps of measuring a first temperature (S10), computing a second temperature (S20) (S30) comparing the first temperature to the second temperature, comparing the first temperature to the threshold temperature (S40), and stopping the motor (S50).
  • the controller 224 receives the first temperature value detected through the temperature sensor 201 and converts it into data.
  • the control unit 224 calculates the second temperature via the first voltage V1 output from the LDO 202 or the voltage distribution circuit 235. [
  • the process of calculating the second temperature by the control unit 224 is as described above, and a detailed description thereof will be omitted.
  • step S30 of comparing the first temperature and the second temperature the control unit 224 calculates the difference between the first temperature value and the second temperature value.
  • the first temperature value detected through the temperature sensor 201 is abnormal and accordingly the temperature sensor 201 or the temperature sensor 201 and the control unit 224 are defective (S31).
  • step S40 of comparing the first temperature with the threshold temperature if the difference between the first temperature value and the second temperature value compared in the step S30 of comparing the first temperature and the second temperature is equal to or less than a predetermined third temperature , And compares the first temperature value with a predetermined threshold temperature value.
  • the critical temperature may be set in the range of 100 ° C to 150 ° C in consideration of the heat resistance of each circuit component and the efficiency depending on the temperature, and may be set in various ranges depending on the surrounding conditions and environment. However, for convenience of explanation, it is assumed that the critical temperature is 125 deg.
  • step S50 of stopping the motor when the first temperature value exceeds the threshold temperature value in the step S40 of comparing the first temperature with the threshold temperature, until the clutch actuator reaches the safe state, Enter the mode (Brake mode) and stop the motor.
  • the motor when it is determined that the temperature sensor 201 is defective, the motor can be stopped by entering the brake mode, and the second temperature calculated through the first voltage (V1) If the temperature value is exceeded, the motor can be stopped.
  • " portion &quot refers to a hardware component such as software or an FPGA (field-programmable gate array) or ASIC, and 'part' performs certain roles.
  • 'part' is not meant to be limited to software or hardware.
  • &Quot; to &quot may be configured to reside on an addressable storage medium and may be configured to play one or more processors.
  • 'parts' may refer to components such as software components, object-oriented software components, class components and task components, and processes, functions, , Subroutines, segments of program code, drivers, firmware, microcode, circuitry, data, databases, data structures, tables, arrays, and variables.
  • the functions provided in the components and components may be further combined with a smaller number of components and components or further components and components.
  • the components and components may be implemented to play back one or more CPUs in a device or a secure multimedia card.

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Abstract

L'invention concerne un dispositif de commande de véhicule comprenant : une unité de commutation de moteur comportant une pluralité d'éléments de commutation respectivement connectés à une pluralité de phases d'un moteur ; une unité de commande de moteur permettant de transmettre, à l'unité de commutation de moteur, un signal de commande de moteur permettant de commander la pluralité d'éléments de commutation ; une unité de commande connectée par une pluralité de lignes à l'unité de commande de moteur ; et une pluralité d'éléments de réglage de sortie respectivement agencés sur la pluralité de lignes, l'unité de commande comprenant : une unité de génération de signal permettant de fournir, à la pluralité de lignes, soit un premier signal d'impulsion, soit un second signal d'impulsion permettant de déterminer le signal de commande de moteur ; une unité de réglage permettant de fournir, par l'unité de génération de signal, un signal flottant à au moins l'une des lignes de la pluralité de lignes et de fournir le même signal d'impulsion aux autres lignes ; une unité de détection permettant de détecter des signaux de sortie fournis à l'unité de commande de moteur par l'intermédiaire de la pluralité de lignes ; et une unité de détermination permettant de déterminer, selon que les signaux de sortie de la pluralité de lignes sont les mêmes, si les éléments de réglage de sortie sont anormaux.
PCT/KR2018/009492 2017-10-30 2018-08-20 Dispositif de commande de véhicule WO2019088422A1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
KR20170142527 2017-10-30
KR10-2017-0142527 2017-10-30
KR10-2017-0144489 2017-11-01
KR20170144489 2017-11-01
KR20170163238 2017-11-30
KR10-2017-0163238 2017-11-30
KR10-2018-0077783 2018-07-04
KR1020180077783A KR102539784B1 (ko) 2017-10-30 2018-07-04 차량 제어 장치

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WO2019088422A1 true WO2019088422A1 (fr) 2019-05-09

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Citations (5)

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Publication number Priority date Publication date Assignee Title
KR20150057633A (ko) * 2013-11-20 2015-05-28 현대모비스 주식회사 차량용 모터 구동 회로
JP2015177741A (ja) * 2014-03-17 2015-10-05 エルエス産電株式会社Lsis Co., Ltd. 電気自動車のモータ制御装置及び駆動モータの過熱防止方法
JP2016046944A (ja) * 2014-08-25 2016-04-04 トヨタ自動車株式会社 電動車両
KR20160123674A (ko) * 2015-04-16 2016-10-26 현대자동차주식회사 친환경 차량의 구동모터 속도 리플 저감 시스템 및 그 방법
JP2016213941A (ja) * 2015-05-01 2016-12-15 株式会社東芝 車両用制御装置及び方法

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20150057633A (ko) * 2013-11-20 2015-05-28 현대모비스 주식회사 차량용 모터 구동 회로
JP2015177741A (ja) * 2014-03-17 2015-10-05 エルエス産電株式会社Lsis Co., Ltd. 電気自動車のモータ制御装置及び駆動モータの過熱防止方法
JP2016046944A (ja) * 2014-08-25 2016-04-04 トヨタ自動車株式会社 電動車両
KR20160123674A (ko) * 2015-04-16 2016-10-26 현대자동차주식회사 친환경 차량의 구동모터 속도 리플 저감 시스템 및 그 방법
JP2016213941A (ja) * 2015-05-01 2016-12-15 株式会社東芝 車両用制御装置及び方法

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