KR20120012662A - Electric vehicle and method in an emergency - Google Patents

Electric vehicle and method in an emergency Download PDF

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Publication number
KR20120012662A
KR20120012662A KR1020100074756A KR20100074756A KR20120012662A KR 20120012662 A KR20120012662 A KR 20120012662A KR 1020100074756 A KR1020100074756 A KR 1020100074756A KR 20100074756 A KR20100074756 A KR 20100074756A KR 20120012662 A KR20120012662 A KR 20120012662A
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KR
South Korea
Prior art keywords
control unit
motor
sub
controller
vehicle
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KR1020100074756A
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Korean (ko)
Inventor
박성철
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(주)브이이엔에스
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Application filed by (주)브이이엔에스 filed Critical (주)브이이엔에스
Priority to KR1020100074756A priority Critical patent/KR20120012662A/en
Priority to PCT/KR2011/005036 priority patent/WO2012005552A2/en
Priority to CN201180043380.1A priority patent/CN103108770B/en
Priority to US13/809,145 priority patent/US8977416B2/en
Publication of KR20120012662A publication Critical patent/KR20120012662A/en

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    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • 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
    • 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
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • Y02T10/7005—

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to an electric vehicle and an emergency control method thereof, comprising a plurality of control units and monitoring each other among a plurality of control units, and when an abnormality occurs, the vehicle is continuously driven by emergency control through a control unit that operates normally, or is generated. By stopping the vehicle in accordance with the abnormal phenomenon, to ensure the stable driving of the vehicle and to prevent the accident that can be caused by the vehicle in advance to ensure the driver's safety.

Description

Electric vehicle and method in an emergency

The present invention relates to an electric vehicle and an emergency control method thereof, and more particularly to an electric vehicle and an emergency control method for emergency driving or stopping a vehicle by detecting an abnormality of a controller for controlling the overall operation of the vehicle.

Electric vehicles are being actively researched in that they are the most likely alternatives to solve future automobile pollution and energy problems.

Electric vehicles (EVs) are mainly vehicles powered by AC or DC motors using battery power, and are classified into battery-only electric vehicles and hybrid electric vehicles. Using a motor to drive and recharging when the power is exhausted, the hybrid electric vehicle can run the engine to generate electricity to charge the battery and drive the electric motor using this electricity to move the car.

In addition, hybrid electric vehicles can be classified into a series and a parallel method, in which the mechanical energy output from the engine is converted into electrical energy through a generator, and the electrical energy is supplied to a battery or a motor so that the vehicle is always driven by a motor. It is a concept of adding an engine and a generator to increase the mileage of an existing electric vehicle, and the parallel method allows the vehicle to be driven by battery power and uses two power sources to drive the vehicle only by the engine (gasoline or diesel). Depending on the driving conditions and the parallel method, the engine and the motor may drive the vehicle at the same time.

In addition, the motor / control technology has also been developed recently, a high power, small size and high efficiency system has been developed. As DC motor is converted into AC motor, the power and acceleration performance (acceleration performance, maximum speed) of the EV are greatly improved, reaching a level comparable to gasoline cars. As the motor rotates with high output, the motor becomes light and compact, and the payload and volume are greatly reduced.

Such an electric vehicle includes a central control unit for controlling its function, but when there is an error in the control unit itself or an error in communication with the control unit, the vehicle does not operate normally due to an error in the control unit.

Accordingly, when an abnormality occurs during driving, it is impossible to process an input signal, and thus, the driving of the vehicle becomes difficult, which may lead to an accident.

SUMMARY OF THE INVENTION An object of the present invention is to provide an electric vehicle and an emergency control method having a plurality of controllers for controlling a vehicle to determine whether an abnormality occurs through mutual monitoring to ensure emergency driving or to stop a vehicle to ensure stable driving. .

Electric vehicle according to the present invention for achieving the above object is a sensor unit for measuring the state of the vehicle; A motor control unit for controlling the motor to drive the vehicle; A power relay assembly (PRA) for supplying battery power to the motor control unit; A main controller for operating and controlling the vehicle in response to data input from the sensor unit and the interface unit; And a sub controller configured to monitor an operation state from the main controller and to emergency control a vehicle in place of the main controller when the main controller is abnormal, wherein the main controller and the sub controller are operated when the motor controller is abnormal. By controlling the power supply to the motor control unit is cut off from the battery to make an emergency stop.

In addition, the emergency control method of the electric vehicle according to the present invention comprises the steps of generating the control information for the vehicle control according to the data input from the at least one sensor and the main control unit and the sub-control unit, respectively; Determining whether the motor controller is abnormal by applying the control information generated by the main controller and the sub controller to the motor controller, respectively; And stopping the power supplied to the motor control unit through the PRA control when the motor control unit is abnormal.

The electric vehicle and its emergency control method according to the present invention are provided with a plurality of control units to monitor each other and compare the data generated even if all the control units are operating normally, so that the emergency operation or emergency stop of the vehicle By controlling it, it guarantees stable driving and prevents accidents that may occur beforehand.

1 is a view schematically showing the internal configuration of an electric vehicle according to an embodiment of the present invention.
2 is a diagram illustrating a control flow according to vehicle control and emergency driving through mutual monitoring in an electric vehicle according to the present invention.
3 is a flowchart referred to for describing a vehicle control method according to a control mismatch.
4 is a flowchart referred to for explaining the emergency control method in the event of an error according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

1 is a view schematically showing the internal configuration of an electric vehicle according to an embodiment of the present invention.

Referring to the drawings, the electric vehicle according to an embodiment of the present invention, the sensor unit 130, the interface unit 140, the motor control unit (MCU) 150, the power supply unit 160, the motor 170, the battery 180 ), pra 160, a main controller 110 for controlling the first half of the vehicle driving and operation, and a sub controller 120 for assisting the main controller 110.

The electric vehicle includes a battery 180 as described above, and operates using the power charged in the battery as an operating power source, and the battery 180 is provided with power from a predetermined charging station or vehicle charging facility or from outside at home. To charge.

The battery 180 is composed of a plurality of battery cells, and stores electrical energy of high voltage.

At this time, the electric vehicle controls the charging of the battery 180, determines the remaining capacity of the battery, the need for charging, and performs the management of supplying the charging current stored in the battery to each part of the electric vehicle (BMS (Battery management system) ( Not shown).

The BMS maintains an even voltage difference between cells in the battery when charging and using the battery, thereby extending the life of the battery by controlling the battery from overcharging or overdischarging.

The power relay assembly (PRA) 170 includes a plurality of relays for switching a high voltage, a sensor, and a high voltage operating power applied from the battery 180 to the motor control unit (MCU) 150. In this case, the PRA 160 may operate the relay according to the control command of the main controller 110, and in some cases, the relay may operate according to the control command of the sub-control unit 120.

The PRA 160 switches the plurality of relays provided in a predetermined order according to a control command of the main controller 110 or the sub-control unit 120 when the vehicle is started or when the vehicle is turned off. The high voltage operating power stored in the battery 180 is applied.

The PRA 160 may cut off the battery power supply to the motor control unit (MCU). Since the power supplied to the motor is cut off, the vehicle also stops as the motor stops.

The sensor unit 130 detects and inputs a signal generated during a vehicle driving or a predetermined operation, and inputs the signal to the main controller 110 and the sub controller 120.

The sensor unit 130 includes a plurality of sensors inside and outside the vehicle to input various sensing signals. At this time, the type of the sensor may also be different depending on the installed position. In particular, the sensor unit 130 applies a signal for an Excel or brake operation necessary for emergency control to the sub-control unit 120.

The interface unit 140 includes input means including a plurality of switches for inputting a predetermined signal by a driver's operation, and output means for outputting information during current state operation of the electric vehicle.

At this time, the output means includes a display unit for displaying information, a speaker for outputting music, sound effects and warning sounds, and various states. The input means includes a plurality of switches, buttons, etc. for operating a direction indicator light, tail lamp, head lamp, brush, etc. according to the driving of the vehicle.

In addition, the interface unit 140 includes operation means for driving such as a steering wheel, an accelerator, a brake. In particular, the output means outputs at least one of a warning sound, a warning light, and a warning message according to the main control unit 110 or the sub-control unit 120 or more so that the driver recognizes.

 The motor controller 150 generates a control signal for driving at least one motor 170 connected thereto, and generates and applies a predetermined signal for motor control. In this case, the motor controller 150 may control the driving of the motor 170 by controlling the inverter or the converter including an inverter (not shown) and a converter (not shown).

The motor controller 150 operates according to a control command applied from the main controller 110 or the sub controller 120 and controls the driving of the motor 170 using the power of the battery 180 supplied through the PRA 160. do.

The main controller 110 generates and applies a predetermined command to the motor controller 150 so as to perform a set operation corresponding to the input of the interface unit 140 and the sensor unit 130, and controls input / output of data. The operation status is displayed.

The sub controller 120 is connected to the main controller 110 and receives the input / output signal of the main controller 110 to monitor the main controller 110. At this time, the sub controller 120 determines whether the main controller 110 operates normally in response to the value of the input / output signal, the type of the signal, the time at which the signal is input / output, or the like.

The main controller 110 and the sub controller 120 calculate torque information to be applied to the motor controller 150 based on the signal input from the sensor unit 130, and transmit the mutually calculated data. Are respectively applied to the motor control unit 150.

The main controller 110 monitors each other by transmitting the result of the calculation based on the input data, and compares the received data with the self-calculated data to determine whether there is an abnormality.

The main controller 110 and the sub-controller 120 transmit data to each other at regular intervals. If the data is not received for a predetermined time or more, the main controller 110 and the sub-controller 120 may determine that there is an error. In addition, the main controller 110 and the sub controller 120 may determine that there is an error in the counter controller even when there is an error in the received data.

At this time, the main control unit 110 and the sub-control unit 120 determines whether or not the counterpart control unit has stopped operating or malfunctioning through mutual data exchange.

The main controller 110 determines that there is an error when the sub-control unit 120 does not operate, so that a warning about an abnormality of the sub-control unit 120 is output through the output means of the interface unit 140, and the vehicle is driven. Keep it.

In addition, the main controller 110 applies a signal to the motor controller 150 for the abnormality of the sub-control unit 120 so that the motor controller 150 ignores the signal of the sub-control unit 120 afterwards.

On the other hand, the sub-control unit 120 determines that there is an error when the main control unit 120 does not operate, and operates as a backup control unit instead of the main control unit 120. That is, the sub controller 120 controls the operation of the motor 170 and the electric vehicle using the input data.

The sub-control unit 120 performs emergency control immediately by using the pre-calculated torque information when the main controller 120 is abnormal. Accordingly, when an abnormality occurs in the main control unit 110 while driving, as the emergency control is performed in the sub-control unit 120, the vehicle can maintain the driving state without stopping.

The sub-control unit 120 limits the speed and controls the Excel or the brake in response to the state of the vehicle during emergency control and the value of the data input from the sensor unit 130. That is, the sub controller 120 processes the minimum operation such as driving of the vehicle.

When the emergency control is started, the sub-control unit 120 maintains the emergency operation of the vehicle through the emergency control until the start of the vehicle is turned off, and when starting after the off, the main controller 110 After determining whether it is normal, release or maintain emergency control.

The sub controller 120 outputs a warning about an abnormality of the main controller 120 through the output means of the interface unit 140 during the emergency control.

In addition, the sub controller 120 applies a signal to the motor controller 150 in response to the abnormality of the main controller 110 so that the motor controller 150 ignores the signal of the main controller 110 afterwards.

In addition, the main controller 110 and the sub-control unit 120 compares the torque information calculated with the data received from the counterpart control, respectively, if the difference between the calculated value is a predetermined value or more, the main controller 110 and the sub-control unit (120) Both sides determine that there is a problem with each other and applies the operation stop command to the motor control unit 150. At this time, the error within the predetermined range is determined to be normal.

At this time, the motor controller 150 receives torque information from both sides of the main controller 110 and the sub controller 120, and compares the received torque information to control the motor 170 based on the torque information of the main controller 110. do.

The motor controller 150 may control the motor when the torque information of the main controller 110 and the torque information of the sub controller 110 are different or when an operation stop command is applied from the main controller 110 or the sub controller 120. Stop and let the motor stop.

At this time, the motor controller 150 does not stop the motor immediately according to the operation stop command, but controls the motor so that the vehicle decelerates and stops gradually.

Meanwhile, the main controller 110 and the sub controller 120 monitor the operation state of the motor controller 150 based on the data received from the motor controller 150 to determine whether there is an abnormality.

If it is determined that the main controller 110 or the sub controller 120 has an abnormality in the motor controller 150, for example, a predetermined command is applied to the motor controller 150, but a response thereto is not received or an authorized command is received. When a different operation is performed, it is determined that the motor controller 150 malfunctions, and the motor controller 150 is stopped.

At this time, the main controller 110 or the sub-control unit 120 applies a cut-off (CUT-OFF) command to the PRA 160 when the motor controller 150 or more, the motor controller 150 through the switching of the PRA (160). The power of the battery lip 180 supplied to the) is cut off.

Accordingly, when the control of the motor controller 150 is impossible due to the abnormality of the motor controller 150, the motor controller 150 is stopped by shutting off the supply power.

2 is a diagram illustrating a control flow according to vehicle control and emergency driving through mutual monitoring in an electric vehicle according to the present invention.

As described above, the main control unit 110 and the sub-control unit 120 monitors the mutual operation state to determine whether the abnormality, the motor control unit 150 determines the state, to maintain the operation or to stop the operation.

As shown in FIG. 2, the main controller 110 performs functions for overall vehicle control, and the main controller 110 applies state information and driving information to the sub controller 120 (S210).

The sub controller 120 analyzes data applied from the main controller 110 to perform a diagnostic function on the main controller 110 and inputs the monitoring result to the main controller 110 (S220).

In addition, the sub-control unit 120 calculates torque information for controlling the motor according to the signal input from the sensor unit 130 and applies it to the main control unit 110.

Accordingly, the main control unit 110 and the sub-control unit 120 determine whether the state control unit is operating normally, the control unit operating when any one of the control unit does not operate, the motor control unit ( 150 to apply a signal thereto (S230, S250). In particular, when the main controller 110 does not operate, the sub controller 120 performs an emergency operation.

In addition, the main controller 110 and the sub-control unit 120 compare the calculated torque information, respectively, and determine whether the mutual control unit malfunctions. If the torque information is different, the main control unit 110 and the sub-control unit 120 stop the operation to the motor control unit 150. The command is applied (S230, S250).

When the operation stop command is input or the torque information received from the main controller 110 and the sub controller 120 is different, the motor controller 150 cannot determine whether the controller is in a normal state, so that the motor stops. To control.

On the other hand, the main control unit 110 and the sub-control unit 120 when the motor control unit 150 or more, and applies a cut-off control command to the PRA (160) (S240, S260), PRA (160) is the main control unit 110 or The power supplied to the motor controller 150 is cut off according to the control command of the sub controller 120 (S270).

That is, when any one of the main control unit 110 and the sub-control unit 120 is stopped, the control unit that normally operates among the main control unit 110 and the sub-control unit 120 performs the vehicle control, the main control unit 110 When the operation stops, the sub-control unit 120 emergencyly controls the vehicle, and when the sub-control unit 120 stops operation, the normal control of the main control unit 110 is maintained.

On the other hand, although both the main controller 110 and the sub-control unit 120 operate, the vehicle stops when the error is large in the operation value or when the motor controller has a problem.

3 is a flow chart referenced to explain the emergency control method for the motor controller error according to an embodiment of the present invention.

Referring to FIG. 3, while driving an electric vehicle (S310), the sensor unit 130 measures the state of the vehicle through a plurality of sensors provided therein and inputs the state to the main controller 110 and the sub-control unit 120 (S320). .

The main controller 110 displays the information on the input data through the output means of the interface unit 140 so that the driver can recognize the current driving state of the vehicle.

The main controller 110 and the sub controller 120 generate control information for controlling the vehicle based on the data input from the sensors (S330). For example, the main controller 110 and the sub controller 120 calculate torque information for controlling the motor.

The main controller 110 and the sub-controller 120 apply the generated control information to the motor controller 150, and also transmit to each other to perform mutual monitoring. The abnormality determination through mutual monitoring of the main controller 110 and the sub controller 120 is as described with reference to FIG. 2.

The main controller 110 and the sub controller 120 apply an operation stop command to the motor controller 150 when the mutually transmitted control information does not match. At this time, the main controller 110 and the sub-control unit 120 determines whether the motor controller 150 is abnormal according to the signal input from the motor controller 150 (S350).

The main control unit 110 and the sub-control unit 120 recognizes that the abnormal state in the motor control unit 150 as an uncontrollable state (S360).

The main control unit 110 and the sub-control unit 120 transmits a cut-off signal to the PRA 160, and correspondingly, the PRA 160 turns off the relay (S380).

As the relay of the PRA 160 is turned off, the power of the battery 180 supplied to the motor controller 150 is cut off (S390), and the vehicle stops as the motor controller 150 stops (S410).

Therefore, when the main control unit 110 and the sub-control unit 120 is in a state where it is impossible to control due to the abnormality of the motor control unit as described above, by stopping the power supplied to the motor control unit to emergency stop the vehicle to safely stop. This prevents accidents that can occur in an uncontrolled state.

4 is a flowchart referred to for explaining the emergency control method in the event of an error according to the present invention.

Referring to FIG. 4, while driving an electric vehicle (S450), as described above, the sensor unit 130 measures the state of the vehicle through a plurality of sensors provided to the main controller 110 and the sub-control unit 120. It is input (S460). The main controller 110 outputs the current driving state of the vehicle and controls the overall operation of the vehicle.

The main controller 110 and the sub-controller 120 generate control information for controlling the vehicle based on data input from the sensors, respectively, and apply the generated control information to the motor controller 150 so that the motor is controlled according to the control information. To be controlled.

In addition, the main controller 110 and the sub-control unit 120 transmits to each other to monitor each other, and compares the generated control information, respectively, and compares the data to determine whether the abnormality with respect to the other control unit.

In addition, the main controller 110 and the sub-control unit 120 apply the control information generated by the motor controller 150, respectively, and receives the control information from the main controller 110 and the sub-control unit 120, respectively.

At this time, the motor controller 150 determines that the control information is normally input from each of the main controller 110 and the sub controller 120 (S470), and when the control information is normally input, the main controller 110 and the sub controller ( 120 compares the control information input from.

The motor controller 150 determines that both the main controller 110 and the sub controller 120 operate normally when the control information input from the main controller 110 and the sub controller 120 coincide with each other. Normal driving (S490). In this case, when the comparison result of the control information error is within a predetermined value, it is determined to be identical.

Meanwhile, when the control information of the main controller 110 and the sub controller 120 do not match, the motor controller 150 determines that at least one of the main controller 110 and the sub controller 120 malfunctions. However, since it is impossible to determine whether any of the main controller 110 and the sub-control unit 120 has an error, the motor controller 150 recognizes that the control is in an uncontrollable state (S500).

The motor controller 150 causes the motor 170 that is being operated to stop according to the control information of the main controller 110 and the sub controller 120 (S510).

Accordingly, the vehicle stops (S520). At this time, the motor controller 150 does not stop the motor immediately, but stops the motor after controlling the battery vehicle to slowly decelerate and stop.

At this time, even when the main controller 110 and the sub-control unit 120 compares the control information through mutual data transmission and reception before the vehicle stops by the motor controller 150, if the control information is inconsistent, the main controller 110 and At least one of the sub controllers 120 applies an operation stop command to the motor controller 150.

When the operation stop command is input from any one of the main controller 110 and the sub controller 120, the motor controller 150 controls the motor as described above to allow the vehicle to stop gradually (S510 and S520).

Meanwhile, when control information applied from the main controller 110 and the sub controller 120 is not normally input to the motor controller 150, or when the main controller 110 and the sub controller 120 transmit and receive data to each other, When data is not transmitted from any one of the controllers, at least one of the main controller 110, the sub controller 120, and the motor controller 150 is determined to be abnormal.

When there is an error in the main controller 110 (S530), the motor controller 150 causes the motor control to be immediately performed by using the torque information previously calculated by the sub-control unit 120 (S580).

At this time, the sub-control unit 120 does not operate because there is an error in the main controller 110 when the control information is not received from the main controller 110 or when a signal for the main controller error is input from the motor controller 150. Judging by it.

The sub-control unit 120 generates control information including torque information according to the input signal, and applies the generated data to the motor control unit 150 to allow the motor to operate so that the vehicle can be emergency operated by emergency control. S590).

At this time, the emergency operation by the sub-control unit 120 is for acceleration and deceleration during vehicle driving, and when emergency control is started, the emergency control state is maintained until the vehicle stops.

On the other hand, if the main controller 110 is normal, but there is an error in the sub-control unit 120, the motor controller 150 controls the motor based on the control information of the main controller 110.

The main controller 110 maintains the existing operation state (S550), and outputs a warning about an abnormal occurrence of the sub-control unit 120 (S560).

The main controller 110 maintains normal driving (S570).

On the other hand, although the control information is not normally input to the motor controller 150, when the main controller 110 and the sub-control unit 120 operates normally, as shown in FIG. It may be determined that there is a malfunction or an error in the motor control unit.

Accordingly, the electric vehicle and the emergency control method according to the present invention periodically check the state of the plurality of control units, and the vehicle is emergency operated by the control unit that normally operates for any one abnormality.

In addition, the present invention can prepare for a safety accident by emergency operation or emergency stop according to the abnormal state.

While the above has been shown and described with respect to preferred embodiments of the present invention, the present invention is not limited to the specific embodiments described above, it is usually in the technical field to which the invention belongs without departing from the spirit of the invention claimed in the claims. Various modifications can be made by those skilled in the art, and these modifications should not be individually understood from the technical spirit or the prospect of the present invention.

110: main controller 120: sub controller
130: sensor unit 140: interface unit
150: motor control unit 160: PRA
170: motor 180: battery

Claims (11)

Sensor unit for measuring the state of the vehicle;
A motor control unit for controlling the motor to drive the vehicle;
A power relay assembly (PRA) for supplying battery power to the motor control unit;
A main controller for operating and controlling the vehicle in response to data input from the sensor unit and the interface unit; And
A sub-control unit for monitoring an operation state from the main control unit and emergency controlling a vehicle in place of the main control unit when the main control unit is abnormal;
The main control unit and the sub-control unit for controlling the PRA when the motor control unit abnormal operation to shut off the power applied to the motor control unit from the battery to make an emergency stop. The method of claim 1,
The PRA switches the relay provided in response to a cut-off signal input from the main control unit or the sub-control unit to cut off the power supplied to the motor control unit. The method of claim 1,
The main control unit and the sub-control unit respectively transmits and compares the generated control information, and if the control information is different, it is determined that it is out of control and applies an operation stop command to the motor control unit to make the vehicle emergency stop. car. The method of claim 3, wherein
And the motor controller stops the motor when the operation stop command is input from the main controller or the sub-control unit to emergencyly stop the vehicle. The method of claim 1,
And the motor controller determines that at least one of the main controller and the sub-control unit malfunctions when the control information input from the main controller and the sub-control unit is different, so that the motor is stopped. The method of claim 1,
When the control information is not input from any one of the main control unit and the sub-control unit, the motor control unit determines that the control unit does not operate, and inputs a signal for an abnormal operation to the control unit that operates normally. car. Generating control information for controlling the vehicle according to data input from at least one sensor by the main controller and the sub controller;
Determining whether the motor controller is abnormal by applying the control information generated by the main controller and the sub controller to the motor controller, respectively; And
And stopping the power supplied to the motor control unit through the PRA control when the motor control unit malfunctions. The method of claim 7, wherein
The relay included in the PRA is turned off in response to a cut-off signal input to the PRA from at least one of the main controller and the sub-control unit, and power supplied from the battery to the remote controller is cut off. Emergency control method for an electric vehicle, characterized in that the vehicle emergency stop. The method of claim 7, wherein
When the motor control unit is normal, the main control unit and the sub-control unit transmit mutual control information to compare the received control information with the generated control information, and if the control information is different, to apply an operation stop command to the motor control unit. Emergency control method of the electric vehicle further comprising a step. The method of claim 9,
And controlling the motor to decrease the speed of the vehicle in response to the operation stop command, and stopping the operation of the motor to emergency stop the vehicle. The method of claim 7, wherein
If the motor control unit is normal, the motor control unit compares the control information of the main control unit and the control information of the sub-control unit to determine whether the match, if the control information is different, the electric vehicle further comprising the control Emergency control method.
KR1020100074756A 2010-07-09 2010-08-02 Electric vehicle and method in an emergency KR20120012662A (en)

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KR1020100074756A KR20120012662A (en) 2010-08-02 2010-08-02 Electric vehicle and method in an emergency
PCT/KR2011/005036 WO2012005552A2 (en) 2010-07-09 2011-07-08 Electric vehicle and method for controlling emergency thereof
CN201180043380.1A CN103108770B (en) 2010-07-09 2011-07-08 Electronlmobil and emergency control method thereof
US13/809,145 US8977416B2 (en) 2010-07-09 2011-07-08 Electric vehicle and method for controlling emergency thereof

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KR101405196B1 (en) * 2012-12-18 2014-06-10 현대자동차 주식회사 Emergency control system for hybrid electric vehicle and method thereof
CN104903139A (en) * 2012-07-28 2015-09-09 大众汽车有限公司 Method for deactivating a high voltage system of a motor vehicle
US10266056B2 (en) 2015-12-10 2019-04-23 Lg Chem, Ltd. Battery access system and method
KR20200051807A (en) * 2017-10-06 2020-05-13 폭스바겐 악티엔 게젤샤프트 Automotive brake system and method for operating the brake system
WO2021221220A1 (en) * 2020-04-28 2021-11-04 에너테크인터내셔널 주식회사 Battery control apparatus and method therefor
RU2792313C1 (en) * 2020-04-28 2023-03-21 Энертек Интернэшнл, Инк. Battery control device and method

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104903139A (en) * 2012-07-28 2015-09-09 大众汽车有限公司 Method for deactivating a high voltage system of a motor vehicle
EP2879897B1 (en) * 2012-07-28 2020-08-19 Volkswagen Aktiengesellschaft Method for deactivating a high voltage system of a motor vehicle
KR101405196B1 (en) * 2012-12-18 2014-06-10 현대자동차 주식회사 Emergency control system for hybrid electric vehicle and method thereof
US10266056B2 (en) 2015-12-10 2019-04-23 Lg Chem, Ltd. Battery access system and method
KR20200051807A (en) * 2017-10-06 2020-05-13 폭스바겐 악티엔 게젤샤프트 Automotive brake system and method for operating the brake system
WO2021221220A1 (en) * 2020-04-28 2021-11-04 에너테크인터내셔널 주식회사 Battery control apparatus and method therefor
RU2792313C1 (en) * 2020-04-28 2023-03-21 Энертек Интернэшнл, Инк. Battery control device and method

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