Integration control system of vehicle

Abstract

The present invention comprises a power management unit that receives power from a vehicle and supplies power to a first sensor, a second sensor, and a third sensor, respectively, which are connected to an accelerator pedal, a brake pedal, and a transmission unit; a sensor signal receiving unit that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission unit output signal from the first sensor, the second sensor, and the third sensor; a main control unit connected to the power management unit that monitors power supply information supplied to the first sensor, the second sensor, and the third sensor, and integrally controls the acceleration, braking, and shifting of the vehicle according to the accelerator pedal output signal, the brake pedal output, and the transmission unit output signal transmitted from the sensor signal receiving unit; and a communication unit that transmits the accelerator output signal, the brake pedal output signal, and the transmission unit output signal to a plurality of associated controllers.

Description

Technology Field

[0001] The present invention relates to an integrated control system for a vehicle, and more specifically, to an integrated control system for a vehicle that enables integrated control of acceleration, braking, and transmission signals of a vehicle. Background Technology

[0002] Generally, the powertrain independently controls the engine and transmission based on the driver's accelerator pedal input.

[0003] However, as engine technology advances and transmissions become more multi-stage, the complexity of powertrain control increases, making it difficult to optimize the performance of the entire vehicle rather than the performance of individual parts.

[0004] In particular, in the case of conventional transmissions, since gear shifting is performed based on a shift pattern map determined by the accelerator pedal and vehicle speed, multiple maps must be created and gear shifting performed according to various driving conditions, such as flat roads, uphill roads, and downhill roads, in order to ensure smooth driving.

[0005] Furthermore, in order to improve fuel efficiency, it is necessary to shift to a higher gear even at low vehicle speeds to suppress engine rotational speed; however, this method makes it impossible to respond to surrounding conditions, such as changes in road slope or the driver's accelerator input, and shifting directly to a lower gear results in frequent gear changes, thereby reducing drivability.

[0006] In addition, conventional control devices such as accelerator, brake, and clutch pedals perform the function of inputs that transmit the driver's intent as a signal so that the powertrain and the brake system (ESC) can operate normally. However, conventionally, the control devices and associated controllers are connected individually via hardwires, resulting in a large amount of unnecessary wiring connections, which inevitably leads to disadvantages in terms of cost and weight.

[0007] In addition, although the control unit is a safety and security component closely related to customer safety, such as the engine, braking, and transmission, claims such as warning lights illuminating with unclear causes are occurring, raising the need for quality improvement. The problem to be solved

[0008] The objective of the present invention is to provide an integrated control system for a vehicle that enables stable vehicle operation and prevents accidents caused by sensor malfunctions by determining the consistency of output signals, by receiving output signals from an accelerator pedal sensor, an output signal from a brake pedal sensor, and an output signal from a transmission device sensor through a sensor signal receiving unit, while determining whether the output signals input from each sensor are consistent and whether they are malfunctioning, and transmitting the corresponding output signals to a plurality of associated controllers. means of solving the problem

[0009] The integrated control system of a vehicle according to the present invention is characterized by comprising: a power management unit that receives power from the vehicle and supplies power to a first sensor, a second sensor, and a third sensor, respectively, which are connected to an accelerator pedal, a brake pedal, and a transmission unit; a sensor signal receiving unit that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission unit output signal from the first sensor, the second sensor, and the third sensor; a main control unit connected to the power management unit that monitors power supply information supplied to the first sensor, the second sensor, and the third sensor, and integrately controls the acceleration, braking, and transmission of the vehicle according to the accelerator pedal output signal, the brake pedal output signal, and the transmission unit output signal transmitted from the sensor signal receiving unit; and a communication unit that transmits the accelerator output signal, the brake pedal output signal, and the transmission unit output signal to a plurality of associated controllers.

[0010] Here, the main control unit comprises an accelerator control unit that determines consistency by comparing the output values ​​of the accelerator pedal output signal under the same power supply conditions for the first channel and the second channel of the first sensor, a brake control unit that determines consistency by comparing the output values ​​of the brake pedal output signal under the same power supply conditions for the first channel and the second channel of the second sensor, and a transmission transmission / reception control unit that receives a gear selection signal included in the transmission unit output signal from the third sensor and transmits it to the communication unit, thereby controlling the LED lighting of the corresponding indicator and monitoring whether the LED lighting is operating normally.

[0011] The above-mentioned accelerator control unit is configured to transmit the output value of the accelerator pedal output signal through the second channel at 50% of the first channel, and as the output value of the accelerator pedal output signal is input from the first sensor, it compares the output values ​​of the first channel and the second channel and determines the consistency.

[0012] And, the accelerator control unit controls the output value of the accelerator pedal output signal output from the first sensor to be converted and transmitted to the communication unit as the output value of the accelerator pedal output signal output from the second channel is maintained at 50% of the output value output from the first channel.

[0013] In addition, the accelerator control unit controls the generation of a fault code for the first sensor selectively when the output value of the accelerator pedal output signal output from the second channel deviates from a predetermined error range of 50% of the output value output from the first channel.

[0014] Here, the communication unit transmits the output value of the accelerator pedal output signal to the controller corresponding to at least one of the VCU (Vehicle Control Unit) and CLU (Cluster).

[0015] In addition, the communication unit transmits the fault code to the controller corresponding to at least one of the VCU (Vehicle Control Unit) and CLU (Cluster).

[0016] Meanwhile, the brake control unit sets the output value of the brake pedal output signal to be transmitted through the second channel at 50% of the first channel, and as the output value of the brake pedal output signal is input from the second sensor, compares the output values ​​of the first channel and the second channel to determine the consistency.

[0017] The above brake control unit controls the output value of the brake pedal output signal output from the second channel to be converted and transmitted to the communication unit as the output value of the brake pedal output signal output from the second sensor is maintained at 50% of the output value output from the first channel.

[0018] And, the brake control unit controls the generation of a fault code for the second sensor and transmission to the communication unit when the output value of the brake pedal output signal output from the second channel deviates from a predetermined error range of 50% of the output value output from the first channel.

[0019] In addition, the communication unit transmits the output value of the brake pedal output signal to at least one of the following controllers: VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster).

[0020] In addition, the communication unit transmits the fault code to at least one of the following controllers: VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster).

[0021] Meanwhile, the above-mentioned transmission / reception control unit is connected to a transmission stage lighting control unit that performs LED lighting control, and controls the LED lighting to be performed according to the current transmission stage signal input from the controller, and if abnormal operation occurs as a result of monitoring the LED lighting through the transmission stage lighting control unit, it selectively controls the generation of a fault code for the third sensor and transmits it to the communication unit. Effects of the invention

[0022] The present invention has the effect of supplying robust power to the sensors through power stabilization by supplying power to each sensor after stabilizing the power of the vehicle for the first sensor unit that transmits the output signal of the accelerator pedal, the second sensor unit that transmits the output signal of the brake pedal, and the third sensor unit that transmits the output signal of the electronic transmission device.

[0023] In addition, the present invention determines whether the output signal input from each sensor is consistent or malfunctioning through an integrated control system, and transmits the corresponding signal to a plurality of associated controllers, thereby enabling stable vehicle operation and having the effect of preventing accidents caused by the inconsistency or malfunction of the output signal.

[0024] In addition, the present invention deviates from the conventional structure in which acceleration signals are connected to the ECU (Engine Control Unit), braking signals are connected to the ECU and IEB (Integrated Electric Booster), and shift signals are individually connected to the SCU (Shift Control Unit). By transmitting signals for acceleration, braking, and shifting functions to multiple associated controllers through an integrated control system, it enables cost reduction by reducing unnecessary vehicle wiring and has the effect of enabling efficient communication with multiple associated controllers. Brief explanation of the drawing

[0026] FIG. 1 is a drawing for showing an integrated control system of a vehicle according to an embodiment of the present invention. FIG. 2 is a drawing for showing an accelerator control unit for an integrated control system of a vehicle according to an embodiment of the present invention. FIG. 3 is a drawing for sequentially showing the operation of an accelerator control unit for an integrated control system of a vehicle according to an embodiment of the present invention. FIG. 4 is a diagram showing the determination of the consistency of output values ​​during the operation of an accelerator control unit for an integrated control system of a vehicle according to an embodiment of the present invention. FIG. 5 is a drawing for showing a brake control unit for an integrated control system of a vehicle according to an embodiment of the present invention. FIG. 6 is a drawing for sequentially showing the operation of a brake control unit for an integrated control system of a vehicle according to an embodiment of the present invention. Specific details for implementing the invention

[0027] Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the attached drawings.

[0028] The advantages and features of the present invention and the method for achieving them will become clear by referring to the embodiments described in detail below together with the accompanying drawings.

[0029] However, the present invention is not limited by the embodiments disclosed below but may be implemented in various different forms, and these embodiments are provided merely to make the disclosure of the present invention complete and to fully inform those skilled in the art of the scope of the invention, and the present invention is defined only by the scope of the claims.

[0030] In addition, in describing the present invention, if it is determined that related known technologies, etc., may obscure the essence of the present invention, a detailed explanation thereof will be omitted.

[0031] FIG. 1 is a drawing for showing an integrated control system of a vehicle according to an embodiment of the present invention, FIG. 2 is a drawing for showing an accelerator control unit of an integrated control system of a vehicle according to an embodiment of the present invention, and FIG. 3 is a drawing for showing the operation of an accelerator control unit of an integrated control system of a vehicle according to an embodiment of the present invention in sequence.

[0032] In addition, FIG. 4 is a drawing for showing the determination of the consistency of the output value during the operation of the accelerator control unit of the vehicle integrated control system according to an embodiment of the present invention, FIG. 5 is a drawing for showing the brake control unit of the vehicle integrated control system according to an embodiment of the present invention, and FIG. 6 is a drawing for sequentially showing the operation of the brake control unit of the vehicle integrated control system according to an embodiment of the present invention.

[0033] As illustrated in FIG. 1, the integrated control system of a vehicle according to the present embodiment includes a power management unit (100), a sensor signal receiving unit (200), a main control unit (300), and a communication unit (400).

[0034] First, the power management unit (100) is connected to the power supply unit of a vehicle, specifically an electric vehicle, and accordingly receives power from the vehicle and supplies power to the first sensor (10), the second sensor (20), and the third sensor (30), each of which are respectively connected to the transmission device, which is configured with an accelerator pedal (1), a brake pedal (2), and a button, lever, dial, column type, etc.

[0035] More preferably, the first sensor (10) may be an Accel Position Sensor (APS), and the second sensor (20) may be a Brake Position Sensor (BPS).

[0036] In addition, the third sensor (30) is for transmitting the driver's intention to shift gears and can be used as any one of various types.

[0037] For example, the button type may be configured with buttons for each gear position (P / R / N / D) and each button may have a contact, so that when a desired gear is selected, an electrical signal is generated through the corresponding contact, and the lever / dial / column type may be configured such that when rotating to change gears, the gear and the magnet coupled to the gear rotate, and a Hall sensor is located at the bottom of the gear to measure the change in the magnetic field due to the rotation of the magnet and generate an electrical signal from the rotational movement.

[0038] The power management unit (100) is connected to supply power to the first sensor (10), the second sensor (20), and the third sensor (30) in an integrated manner.

[0039] In addition, the power management unit (100) can monitor the power supply information supplied to the first sensor (10), the second sensor (20), and the third sensor (30) using the power control unit (310) provided in the main control unit (300).

[0040] Conventionally, power management units (100) for supplying power to the first sensor (10), the second sensor (20), and the third sensor (30) are each individually connected, and as such connections not only make the wiring complex, but also make it impossible to monitor whether power is being properly supplied to the first sensor (10), the second sensor (20), and the third sensor (30), problems may arise regarding stable power supply.

[0041] To this end, the power management unit (100) according to the present embodiment is connected together so that power can be supplied integrally to the first sensor (10), the second sensor (20), and the third sensor (30), and power supply information can be monitored through the power control unit (310), so that conventional problems such as unstable power supply can be effectively solved, and robust power can be supplied to the first sensor (10), the second sensor (20), and the third sensor (30) through such power stabilization.

[0042] The sensor signal receiving unit (200) receives an accelerator pedal output signal, a brake pedal output signal, and a transmission device output signal from the first sensor (10), the second sensor (20), and the third sensor (30), respectively.

[0043] The sensor signal receiving unit (200) receives output values ​​corresponding to the Pulse Width Modulation (PWM) duty transmitted as two values ​​through the first channel and the second channel, respectively, from the first sensor (10) and the second sensor (20), and transmits them to the main control unit (300) to be described later so that a consistency determination is made.

[0044] Additionally, the sensor signal receiving unit (200) is configured to receive an electrical signal corresponding to the driver's shifting intention from the third sensor (30), as described above, for a type corresponding to a button type or a lever / dial / column type.

[0045] The main control unit (300) is connected to the power management unit (100) through the power control unit (310) and monitors power supply information supplied to the first sensor (10), the second sensor (20), and the third sensor (30).

[0046] And, the main control unit (300) is configured to integrally control the acceleration, braking, and shifting of the vehicle according to the accelerator pedal output signal, brake pedal output signal, and transmission device output signal transmitted from the sensor signal receiving unit (200).

[0047] To this end, the main control unit (300) is equipped with an accelerator control unit (320), a brake control unit (330), and a transmission transmission / reception control unit (340).

[0048] The accelerator control unit (320) receives an output value from the first sensor (10), more specifically, the stroke sensor of the accelerator pedal as shown in FIG. 2, and transmits it to a related controller, such as a VCU (Vehicle Control Unit), so that the operation of the accelerator pedal (1) is performed to correspond to the output value.

[0049] When transmitting output values ​​as described above, the accelerator control unit (320) first determines the consistency by comparing the output values ​​of the accelerator pedal output signals under the same power supply conditions for the first channel and the second channel of the first sensor (10), and once the consistency determination is complete, converts the corresponding output value and transmits it to the communication unit (400).

[0050] To this end, the accelerator control unit (320) receives output values ​​corresponding to PWM DUTY, which are each transmitted as two values ​​from the first channel and the second channel of the first sensor (10) through the sensor signal receiving unit (200), and can make a determination of consistency regarding the output values ​​by comparing the output values.

[0051] Referring to FIG. 3, the operation of the accelerator control unit (320), including such a matching determination process, is described sequentially as follows.

[0052] First, the power management unit (100) supplies, for example, 5V power to the first sensor (10) (S100).

[0053] If, as a result of monitoring the power management unit (100) through the power control unit (310), it is determined that 5 V power supply is not being provided, the main control unit (300) stores the corresponding fault condition, generates a DTC (Diagnostic Trouble Code) (S150), and controls the system to enter a fault mode (S160).

[0054] As described above, when power is supplied (S100), the accelerator pedal (1) is operated, and an output value is output from the APS (Accel Position Sensor), i.e., the first sensor (10) (S110).

[0055] At this time, a consistency judgment is made for the output value (S120).

[0056] In other words, as illustrated in FIG. 4, power is supplied to the first channel and the second channel of the first sensor (10), and the power management unit (100) is monitored through the power control unit (310) to determine whether normal power supply is being provided to the first channel and the second channel (S122).

[0057] Here, assuming the same power supply conditions for the first channel and the second channel, the second channel is set to a preset level compared to the first channel, specifically, the PWM DUTY value of the second channel is set to 50% of the PWM DUTY value of the first channel, so the output value relative to the stroke of the accelerator pedal (1) is transmitted. Therefore, the accelerator control unit (320) compares the output values ​​relative to the stroke of the accelerator pedal (1) coming from the first channel and the second channel under the same power supply conditions, that is, compares the PWM DUTY value output from the second channel with the PWM DUTY value of the first channel, and determines the consistency of the output value coming from the first sensor (10) (S124).

[0058] If the PWM DUTY value output from the second channel maintains 50% of the PWM DUTY value output from the first channel, the output value output from the first sensor (10) is determined to be normal (S126), in other words, the consistency determination is determined to be complete, and the output value of the analog signal is converted into the output value of the digital signal (S130).

[0059] As described above, the output value converted into a digital signal is transmitted to the communication unit (400) using a CAN communication method, etc. (S140), and the communication unit (400) transmits the output value to a controller associated with the output value (S170).

[0060] Preferably, the communication unit (400) transmits the output value of the accelerator pedal output signal, for which the compatibility determination has been completed, to a controller corresponding to at least one of the VCU (Vehicle Control Unit) and CLU (Cluster).

[0061] Here, regarding the type of controller, it is limited to at least one of the VCU (Vehicle Control Unit) and CLU (Cluster), but transmission to other controllers capable of different control depending on the output value of the accelerator pedal output signal is also possible.

[0062] Additionally, the accelerator control unit (320) receives the output value relative to the stroke of the accelerator pedal (1) of each of the first channel and the second channel through the sensor signal receiving unit (200) and compares it. In other words, as a result of the consistency judgment, if the output value output from the second channel deviates from 50% of the output value output from the first channel by a predetermined error range, specifically, if the PWM DUTY value output from the second channel deviates from 50% of the PWM DUTY value of the first channel by a predetermined error range, for example, 2% of the PWM DUTY value of the first channel, it stores the corresponding fault condition and simultaneously generates a DTC (Diagnostic Trouble Code) (S150) and controls the system to enter a fault mode (S160).

[0063] Accordingly, the accelerator control unit (320) stores fault conditions in the main control unit (300), and when entering a fault mode, the fault conditions and DTC stored in the main control unit (300) are transmitted together to the driver using the communication unit (400) and the backup communication unit (410), thereby preventing accidents caused by the failure of the accelerator pedal (1).

[0064] Here, the backup communication unit (410) performs the same role as the communication unit (400) and can be provided to take over the role of the communication unit (400) in the event of a failure of the communication unit (400) due to a disconnection or the like.

[0065] In addition, the communication unit (400) also transmits information (including generated DTC) regarding entry into the above-mentioned fault mode to at least one of the VCU (Vehicle Control Unit) and CLU (Cluster) controllers.

[0066] Meanwhile, the brake control unit (330) receives an output value from the second sensor (10), more specifically, the stroke sensor of the brake pedal (2) equipped in the electric vehicle as shown in FIG. 5, and transmits it to a related controller, such as an IEB (Integrated Electric Booster), so that the operation of the brake pedal (2) is performed to correspond to the output value.

[0067] The brake control unit (330) receives output values, i.e., PWM DUTY values, which are each transmitted as two values ​​from the first channel and the second channel of the second sensor (20) through the sensor signal receiving unit (200), and can make a determination of consistency for the output values ​​through comparison of each PWM DUTY value.

[0068] As illustrated in FIG. 5, the operation of the brake control unit (330), including such a matching determination process, is described sequentially as follows.

[0069] First, the power management unit (100) supplies, for example, 5V power to the second sensor (20) (S200).

[0070] If, as a result of monitoring the power management unit (100) through the power control unit (310), it is determined that 5 V power supply is not being provided, the main control unit (300) stores the corresponding fault condition, generates a DTC (Diagnostic Trouble Code) (S250), and controls the system to enter a fault mode (S260).

[0071] As described above, when power is supplied (S100), the brake pedal (2) is operated, and the output value of the sensor is output from the BPS (Brake Position Sensor), i.e., the second sensor (20) (S210).

[0072] At this time, a consistency judgment is made for the output value (S220).

[0073] Since the process of determining the consistency of the output value from the second sensor (20) is the same as the process of determining the consistency of the output value from the first sensor (10) described above (see FIG. 4), a detailed explanation of the relevant content will be omitted in this embodiment.

[0074] Meanwhile, when the matching determination for the output value output from the second sensor (20) is completed, the output value of the analog signal is converted into the output value of the digital signal (S230).

[0075] As described above, the output value converted into a digital signal is transmitted to a communication unit (400) using a CAN communication method, etc. (S240), and the communication unit (400) transmits the output value to a plurality of controllers associated with the output value (S270).

[0076] Preferably, the communication unit (400) transmits the output value of the brake pedal output signal, for which the compatibility determination has been completed, to a controller corresponding to at least one of the VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster).

[0077] Here, regarding the type of controller, it is limited to at least one of VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster), but transmission to other controllers capable of different control depending on the output value of the brake pedal output signal may also be possible.

[0078] Additionally, the brake control unit (330) receives and compares the output values ​​relative to the stroke of the brake pedal (1) of each of the first channel and the second channel through the sensor signal receiving unit (200), that is, as a result of a consistency judgment, if the PWM DUTY value output from the second channel deviates from 50% of the PWM DUTY value output from the first channel by a predetermined error range (if the PWM DUTY value of the second channel deviates from 50% of the PWM DUTY value of the first channel by an error range corresponding to 2% of the PWM DUTY value of the first channel, for example, when the PWM DUTY value output from the first channel is 90%, the PWM DUTY value output from the second channel exceeds 46.8% or is less than 43.2%), it stores the corresponding fault condition, generates a DTC (Diagnostic Trouble Code) (S250), and controls the system to enter a fault mode (S260).

[0079] Accordingly, the brake control unit (330) stores fault conditions in the main control unit (300), and when entering a fault mode, the fault conditions and DTC stored in the main control unit (300) are transmitted together to the driver using the communication unit (400) and the backup communication unit (410), thereby preventing accidents caused by the failure of the brake pedal (2).

[0080] Here, the backup communication unit (410) performs the same role as the communication unit (400) and can be provided to take over the role of the communication unit (400) in the event of a failure of the communication unit (400) due to a disconnection or the like.

[0081] In addition, the communication unit (400) also transmits information (including generated DTC) regarding entry into the above-mentioned fault mode to at least one of the following controllers: VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster).

[0082] Meanwhile, the transmission transmission / reception control unit (340) receives a transmission stage selection signal included in the transmission device output signal from the third sensor (30) and transmits it to the communication unit (400), thereby controlling the LED lighting of the corresponding indicator and monitoring whether the LED lighting is operating normally.

[0083] That is, the gear shift transmission / reception control unit (340) receives a gear shift selection signal according to the driver's intention to shift from the sensor signal receiving unit (200) as an electrical signal, converts this electrical signal into a digital signal, and transmits it through the communication unit (400) to the corresponding controller, more specifically, the SCU (Shift Control Unit) so that gear shift control is performed.

[0084] Here, the shift transmission / reception control unit (340) is connected to the shift stage lighting control unit (350) that performs LED lighting control, and receives a current shift stage signal from a controller such as an SCU (Shift Control Unit) to enable LED lighting control of an indicator for displaying the current shift stage.

[0085] At this time, if, as a result of monitoring the LED lighting through the gear stage lighting control unit (350), abnormal operation occurs—for example, if the LED is not lit, or if the LED of another gear stage indicator that does not match the current gear stage is lit—the gear transmission / reception control unit (340) controls the generation of a fault code for the third sensor (30) and transmits it to the communication unit (400).

[0086] Accordingly, by generating a fault code as described above and transmitting the corresponding signal through the communication unit (400), the driver can intuitively monitor whether the LED is operating normally based on the lighting.

[0087] The present invention has the effect of supplying robust power to the sensors through power stabilization by supplying power to each sensor after stabilizing the power of the vehicle for the first sensor unit that transmits the output signal of the accelerator pedal, the second sensor unit that transmits the output signal of the brake pedal, and the third sensor unit that transmits the output signal of the electronic transmission device.

[0088] In addition, the present invention determines whether the output signal input from each sensor is consistent or malfunctioning through an integrated control system, and transmits the corresponding signal to a plurality of associated controllers, thereby enabling stable vehicle operation and having the effect of preventing accidents caused by the inconsistency or malfunction of the output signal.

[0089] In addition, the present invention deviates from the conventional structure in which acceleration signals are connected to the ECU (Engine Control Unit), braking signals are connected to the ECU and IEB (Integrated Electric Booster), and shift signals are individually connected to the SCU (Shift Control Unit). By transmitting signals for acceleration, braking, and shifting functions to multiple associated controllers through an integrated control system, it enables cost reduction by reducing unnecessary vehicle wiring and has the effect of enabling efficient communication with multiple associated controllers.

[0090] Although the present invention has been described above with reference to the embodiment(s) illustrated in the drawings, this is merely illustrative, and those skilled in the art will understand that various modifications may be made therefrom, and that all or part of the described embodiment(s) may be optionally combined. Accordingly, the true technical scope of protection of the present invention should be determined by the technical spirit of the appended claims. Explanation of the symbols

[0091] 1 : Accelerator pedal 2 : Brake pedal 10 : 1st sensor 20 : 2nd sensor 30 : Third sensor 100 : Power management unit 200: Sensor signal receiver 300: Main control unit 310: Power control unit 320: Accelerator control unit 330: Brake control unit 340: Gear shift transmission / reception control unit 350: Gear shift indicator control unit 400: Communication unit

Claims

Claim 1 A power management unit that receives power from the vehicle and supplies power to a first sensor, a second sensor, and a third sensor, respectively, which are connected to an accelerator pedal, a brake pedal, and a transmission unit; a sensor signal receiving unit that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission unit output signal from the first sensor, the second sensor, and the third sensor; and a main control unit connected to the power management unit, which monitors power supply information supplied to the first sensor, the second sensor, and the third sensor, and integrally controls the acceleration, braking, and transmission of the vehicle according to the accelerator pedal output signal, the brake pedal output, and the transmission unit output signal transmitted from the sensor signal receiving unit. A vehicle integrated control system comprising: a communication unit that transmits the accelerator pedal output signal, the brake pedal output signal, and the transmission unit output signal to a plurality of associated controllers; wherein the main control unit comprises an accelerator control unit that determines consistency by comparing the output value of the accelerator pedal output signal under the same power supply conditions for the first channel and the second channel of the first sensor; and wherein the accelerator control unit sets the output value of the accelerator pedal output signal to be transmitted as 50% of the first channel through the second channel, and, upon inputting the output value of the accelerator pedal output signal from the first sensor, compares the output values ​​of the first channel and the second channel to determine consistency. Claim 2 An integrated control system for a vehicle according to claim 1, wherein the main control unit comprises: a brake control unit that determines consistency by comparing the output value of the brake pedal output signal under the same power supply conditions for the first channel and the second channel of the second sensor; and a transmission transmission / reception control unit that receives a gear selection signal included in the transmission device output signal from the third sensor and transmits it to the communication unit, thereby controlling the LED lighting of the corresponding indicator and monitoring whether the LED lighting is operating normally. Claim 3 delete Claim 4 An integrated control system for a vehicle according to claim 1, wherein the accelerator control unit controls the output value of the accelerator pedal output signal output from the first sensor to be converted and transmitted to the communication unit as the output value of the accelerator pedal output signal output from the second channel is maintained at 50% of the output value output from the first channel. Claim 5 An integrated control system for a vehicle according to claim 1, wherein the accelerator control unit controls the generation of a fault code for the first sensor selectively when the output value of the accelerator pedal output signal output from the second channel deviates from a predetermined error range of 50% of the output value output from the first channel. Claim 6 An integrated control system for a vehicle according to claim 4, wherein the communication unit transmits the output value of the accelerator pedal output signal to a controller corresponding to at least one of a VCU (Vehicle Control Unit) and a CLU (Cluster). Claim 7 An integrated control system for a vehicle according to claim 5, wherein the communication unit transmits the fault code to a controller corresponding to at least one of a VCU (Vehicle Control Unit) and a CLU (Cluster). Claim 8 An integrated control system for a vehicle according to claim 2, wherein the brake control unit is configured to transmit the output value of the brake pedal output signal through the second channel at 50% of the first channel, and, upon receiving the output value of the brake pedal output signal from the second sensor, compares the output values ​​of the first channel and the second channel and determines the consistency. Claim 9 An integrated control system for a vehicle according to claim 8, wherein the brake control unit controls the output value of the brake pedal output signal output from the second sensor to be converted and transmitted to the communication unit as the output value of the brake pedal output signal output from the second channel is maintained at 50% of the output value output from the first channel. Claim 10 An integrated control system for a vehicle according to claim 8, wherein the brake control unit controls the generation of a fault code for the second sensor and transmission to the communication unit when the output value of the brake pedal output signal output from the second channel deviates from a predetermined error range of 50% of the output value output from the first channel. Claim 11 An integrated control system for a vehicle according to claim 9, wherein the communication unit transmits the output value of the brake pedal output signal to a controller corresponding to at least one of a VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster). Claim 12 An integrated control system for a vehicle according to claim 10, wherein the communication unit transmits the fault code to a controller corresponding to at least one of a VCU (Vehicle Control Unit), IEB (Integrated Electric Booster), ESC (Electronic Stability Control), and CLU (Cluster). Claim 13 An integrated control system for a vehicle according to claim 2, wherein the transmission transmission / reception control unit is connected to a transmission stage lighting control unit that performs LED lighting control, and controls LED lighting control according to a current transmission stage signal input from the controller, and wherein, when abnormal operation occurs as a result of monitoring the LED lighting through the transmission stage lighting control unit, selectively generates a fault code for the third sensor and transmits it to the communication unit. Claim 14 A power management unit that receives power from the vehicle and supplies power to a first sensor, a second sensor, and a third sensor, respectively, which are connected to an accelerator pedal, a brake pedal, and a transmission unit; a sensor signal receiving unit that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission unit output signal from the first sensor, the second sensor, and the third sensor; and a main control unit connected to the power management unit, which monitors power supply information supplied to the first sensor, the second sensor, and the third sensor, and integrally controls the acceleration, braking, and transmission of the vehicle according to the accelerator pedal output signal, the brake pedal output, and the transmission unit output signal transmitted from the sensor signal receiving unit. A communication unit that transmits the accelerator pedal output signal, the brake pedal output signal, and the transmission unit output signal to a plurality of associated controllers; wherein the main control unit comprises a brake control unit that determines consistency by comparing the output value of the brake pedal output signal under the same power supply conditions for the first channel and the second channel of the second sensor, and wherein the brake control unit sets the output value of the brake pedal output signal to be transmitted as 50% of the first channel through the second channel, and, upon inputting the output value of the brake pedal output signal from the second sensor, compares the output values ​​of the first channel and the second channel to determine consistency. Claim 15 A power management unit that receives power from the vehicle and supplies power to a first sensor, a second sensor, and a third sensor, respectively, which are connected to an accelerator pedal, a brake pedal, and a transmission unit; a sensor signal receiving unit that receives an accelerator pedal output signal, a brake pedal output signal, and a transmission unit output signal from the first sensor, the second sensor, and the third sensor; and a main control unit connected to the power management unit, which monitors power supply information supplied to the first sensor, the second sensor, and the third sensor, and integrally controls the acceleration, braking, and transmission of the vehicle according to the accelerator pedal output signal, the brake pedal output, and the transmission unit output signal transmitted from the sensor signal receiving unit. The integrated control system of a vehicle comprises: a communication unit that transmits the accelerator pedal output signal, the brake pedal output signal, and the transmission unit output signal to a plurality of associated controllers; wherein the main control unit receives a gear stage selection signal included in the transmission unit output signal from the third sensor and transmits it to the communication unit, thereby enabling LED lighting control of the corresponding indicator, and includes a transmission transmission / reception control unit that monitors whether the LED lighting is operating normally; wherein the transmission transmission / reception control unit is connected to a transmission stage lighting control unit that performs LED lighting control, and enables LED lighting control according to the current transmission stage signal input from the controller, and wherein, if abnormal operation occurs as a result of monitoring the LED lighting through the transmission stage lighting control unit, the system selectively generates a fault code for the third sensor and transmits it to the communication unit.

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