KR101247282B1 - Apparatus for controlling serial type hybrid power device - Google Patents

Abstract

The present invention is a control device of a series hybrid power unit capable of stably driving a series hybrid power unit by maintaining a constant DC link voltage at an input of a motor driving unit by a super capacitor having excellent fast dynamic characteristics and instantaneous response characteristics. The purpose is to provide. The present invention includes a power supply for converting the driving force generated from the engine into electric power, generating a DC voltage of the first level to supply to the connection terminal; A charging unit connected to the connection terminal, charged by power supplied through the connection terminal, and supplying power through the connection terminal; A driving unit connected to the connection terminal to rotate the driving wheel by receiving power through the connection terminal; And a constant voltage holding unit connected to the connection terminal to maintain a constant voltage of the connection terminal.

Description

Apparatus for controlling serial type hybrid power device}

1 is a view schematically showing a series hybrid power unit according to the present invention.

2 is a view schematically showing a control device of the tandem hybrid power unit as a preferred embodiment according to the present invention.

FIG. 3 is a circuit diagram schematically showing a connection between respective components in the control device of the series hybrid power unit of FIG. 2.

4 is a block diagram schematically illustrating an engine controller in a control device of the series hybrid power unit of FIG. 2.

5 is a graph illustrating an example of a load and speed relationship for calculating a predicted speed command in advance in order to generate a speed predictor in the engine controller of FIG. 4.

FIG. 6 is an approximation graph of speed with respect to an output for calculating a predicted speed command in advance in order to generate a speed predictor in the engine controller of FIG. 4.

FIG. 7 is a block diagram schematically illustrating a constant voltage controller in the control device of the series hybrid power unit of FIG. 2.

FIG. 8 is a circuit diagram schematically illustrating a bidirectional converter connected to a DC bus and a super capacitor or a battery as a DC / DC converter in the control device of the series hybrid power unit of FIG. 2.

Description of the Related Art

100: control unit of the tandem hybrid power unit,

110: power supply unit, 120: charging unit,

130: driving unit, 140: constant voltage holding unit,

114: engine controller, 141: super capacitor,

143: constant voltage controller.

The present invention relates to a control device for a tandem hybrid power plant, and more particularly, to a control device for a tandem hybrid power plant in which a generator is driven by an engine to generate electric power and obtains power for driving a vehicle from a motor. It is about.

The hybrid power unit is a power unit in which a driving power is obtained from two or more powers, such as mechanical power by an engine and electric power of a motor.

Typically hybrid power units are in parallel and in series. The parallel hybrid power unit uses the mechanical power of the engine and transmission and the electric power of the motor as driving power of the vehicle at the same time. On the other hand, a series hybrid power unit generates electric power by driving a generator with an engine, and a driving power for driving a vehicle is a motor only.

Conventional civil hybrid vehicles are typically equipped with parallel hybrid power units with good efficiency characteristics. In the case of the parallel type, since the driving power for driving the vehicle is output from the engine and the motor, the parallel type power control deals only with the power input / output of a power supply such as a battery that enables the motor to be driven.

On the other hand, the tandem hybrid power unit is simple to control, and can store and supply a large amount of electric energy, so that stealth driving using battery power can be applied to military vehicles. In a tandem hybrid power unit, the engine output is the driving force for the generator, so the engine and generator can be seen as another power source.

That is, in the series hybrid power unit, power control becomes a control variable up to the output of the engine in addition to a power unit such as a battery. Thus, in series, new power control algorithms are needed.

In addition, engines and generators have strong nonlinearity and slow dynamics, unlike conventional direct current (DC) power supplies. Therefore, there is a problem that the control of the series hybrid power unit is difficult with the existing power converter.

In addition, since the instantaneous response characteristics of the engine and the generator are greatly reduced, it is difficult to maintain a constant DC link voltage that is constantly changed.

The present invention is to control the series hybrid power unit capable of stably driving the series hybrid power unit by maintaining a constant DC link voltage of the input terminal of the motor drive unit by a super capacitor having excellent fast dynamic characteristics and instantaneous response characteristics. It is an object to provide a device.

The present invention includes a power supply for converting the driving force generated from the engine into electric power, generating a DC voltage of the first level to supply to the connection terminal; A charging unit connected to the connection terminal, charged by power supplied through the connection terminal, and supplying power through the connection terminal; A driving unit connected to the connection terminal to rotate the driving wheel by receiving power through the connection terminal; And a constant voltage holding unit connected to the connection terminal to maintain a constant voltage of the connection terminal.

The power supply unit, a generator for converting the driving force generated in the engine into electric power, a rectifier for rectifying the AC voltage generated by the generator to generate a DC voltage of the first level, and the output of the engine according to the output command value It is preferable to include an engine controller for controlling.

The engine controller is a speed measuring device for extracting the speed information of the engine and the generator, a power controller for generating a speed command of the engine for producing a desired output according to the output command value of the engine, and a target speed command according to the engine speed command And a speed controller configured to receive speed information of the engine and the generator and generate a pulse signal for controlling the engine governor motor for controlling the output of the engine.

Preferably, the engine controller further comprises a speed estimator for generating a predicted speed reference calculated in advance from the engine speed relationship according to engine output.

Preferably, the target speed command is generated from the engine speed command generated by the power controller and the predicted speed command, and the predicted speed command is fed forward with a feed forward.

Preferably, the charging unit includes a battery that charges and supplies a power source having a voltage of a second level, and a first DC / DC converter that converts the DC voltage of the first level and the DC voltage of the second level. Do.

Preferably, the tandem hybrid power unit is driven by an engine drive mode driven by an engine and / or an electric drive mode driven by the battery.

Preferably, the drive unit includes a drive motor driven by an AC power source by rotating the drive wheels, and an inverter module for changing the DC power source of the connection terminal to an AC power source to drive the drive motor.

The constant voltage holding unit charges a second DC / DC converter for converting the voltage of the first level to the voltage of the third level or the voltage of the third level to the voltage of the first level, and the voltage of the third level. And a supercapacitor for discharging the charged voltage through the connection terminal, and a constant voltage controller for controlling the voltage of the connection terminal to be kept constant.

Preferably, the constant voltage controller controls the second DC / DC converter to receive a driving current and a voltage of the supercapacitor necessary to drive the driving unit, and to maintain a constant voltage of the connection terminal.

It is preferable that the driving current required to drive the driving unit and the voltage of the super capacitor are input by being fed forward.

The constant voltage holding unit may further include a dynamic brake for consuming surplus power generated by the resistance heat generated when the super capacitor is charged to a threshold, and the dynamic brake includes a resistance element connected in parallel with the super capacitor. It is preferable.

Preferably, the charging unit and the constant voltage maintaining unit include a bidirectional converter for converting a voltage of a first level into a voltage of a second level and a third level, respectively, and the bidirectional converter includes a three-phase inverter module.

According to the present invention, by maintaining a constant DC link voltage of the input terminal of the motor driving unit by the supercapacitor having excellent fast dynamic characteristics and instantaneous response characteristics, it is possible to stably drive the series hybrid power unit.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view schematically showing a series hybrid power unit according to the present invention.

Referring to the drawings, the tandem hybrid power unit 1 drives the generator 12 with the engine 11 to generate electric power, and the driving power for driving the vehicle, etc. uses only a motor. 11), a generator 12, a battery 14, an inverter 15, a super capacitor 16, and a drive motor 17 are provided.

The engine 11 generates a driving force, and the generator 12 converts the driving force generated in the engine 11 into electric power. In addition, the battery 14 stores the power generated by the engine 11 and the generator 12, and provides extra power when the engine 11 and the supercapacitor 16 fail to supply power drawn from the load. Supply.

The supercapacitor 16 mainly reinforces the performance of the capacitor, particularly the capacity of the capacitor, and is a component intended to be used for the purpose of a battery. The super capacitor 16 is used to collect power and release it as needed, and to operate the circuit stably. That is, it operates stably even if a long time passes in the environment which repeats charging / discharging.

In particular, the supercapacitor 16 is excellent in fast dynamic characteristics and instantaneous response characteristics. Therefore, the supercapacitor 16 stores the surplus power while supplying primarily when the engine 11 and the generator 12 cannot supply the required power from the load, and the voltage at the load stage regardless of the load situation. It keeps constant.

The drive motor 17 converts the drive wheel 19 into a suitable speed through the reducer 18 and drives it to rotate. An inverter motor may be used as the driving motor 17. In order to drive the inverter motor, DC power supplied through the generator 12, the battery 14, or the super capacitor 16 may be converted into AC power of a required frequency. An inverter 15 for converting may be provided. In this case, an intelligent power module (IPM) may be used as the inverter 15. The intelligent wave source module may include a plurality of Insulated Gate Bipolar Transistors (IGBTs) and a driving IC.

In the case of such a serial type, since the output of the engine 11 becomes the driving force for turning the generator 12, it can be another power supply device. Therefore, since the serial power control may be a control variable up to the output of the engine in addition to a power supply such as a battery, there is a need for a control device of the series hybrid power unit described below and a new power control algorithm therefor.

On the other hand, the power source engine 11 and the generator 12, unlike the conventional DC power source has a strong nonlinearity and a slow dynamic characteristics. Therefore, if the conventional power converter is used as it is, there is a limit in operating the power system of the series hybrid power unit. In addition, since the instantaneous response characteristics of the engine 11 and the generator 12 are greatly degraded, it is difficult to maintain a constant DC link voltage that changes momentarily. Therefore, in the present invention, the supercapacitor 16 has excellent fast dynamic characteristics and instantaneous response characteristics, and a control algorithm for connecting between the applied supercapacitor 16 and another power supply device is required.

2 is a view schematically showing a control device of the tandem hybrid power unit as a preferred embodiment according to the present invention. FIG. 3 is a circuit diagram schematically showing a connection between respective components in the control device of the series hybrid power unit of FIG. 2.

Referring to the drawings, the control device 100 of the series hybrid power unit of the present invention is for controlling the series hybrid power unit, the power supply unit 110; A charging unit 120; A driving unit 130; And a constant voltage holding unit 140. At this time, the power supply unit 110; A charging unit 120; A driving unit 130; And each of the constant voltage maintaining units 140 is connected to the DC bus through a connection terminal. Thus, the power supply 110; A charging unit 120; A driving unit 130; And one end of each of the constant voltage holding unit 140 is a voltage corresponding to the DC link voltage of the first level (V _dc ).

The power supply unit 110 converts the driving force generated from the engine 111 into electric power, generates a DC voltage of the first level V _dc , and supplies the generated DC voltage to the connection terminal. The charging unit 120 is connected to the connection terminal, is charged by the power supplied through the connection terminal, and supplies power through the connection terminal.

The driving unit 130 is connected to the connection terminal, and receives the power through the connection terminal to rotate the drive wheels. The constant voltage maintaining unit 140 is connected to the connection terminal to maintain a constant voltage of the connection terminal.

In the control device 100 of the series hybrid power unit of the present embodiment, the four driving motors 131 supply the power consumed in real time, and the engine 111 for charging and discharging as required by the supercapacitor 141. And instantaneously control the power of the super capacitor 141 as well as the power of the generator 112. In this case, the engine 111 and the generator 112 perform power control, and the supercapacitor 141 is controlled to maintain a constant DC link voltage of the DC bus at all times regardless of a load situation.

In addition, when the engine 111 and the super capacitor 141 fail to supply power drawn from the load, the battery 121 supplies extra power. In addition, the battery 121 becomes a main energy source when traveling without an engine in the electric vehicle mode.

The control algorithm in the control device 100 of the series hybrid power unit according to the present invention is, firstly, when the engine 111 and the generator 112 cannot supply as much power as a desired load, a supercapacitor which is an energy storage element. The energy stored in 141 or the battery 121 is properly supplied to the DC link stage. Second, when there is surplus power, the surplus power is stored and maintained in the form of a voltage source in the super capacitor 141 or the battery 121 which is an energy storage element from the DC link stage.

Thirdly, the super capacitor 141 controls the DC link terminal voltage to be kept constant at all times. In addition, it is possible to greatly improve the dynamic characteristics of the control by applying a feed forward control during engine control.

To this end, the power supply 110 includes a generator 112, a rectifier 113, and an engine controller 114.

The generator 112 converts the driving force generated by the engine 111 into electric power. The rectifier 113 rectifies the AC voltage generated by the generator 112 to generate a DC voltage of the first level V _dc . The engine controller 114 controls the output of the engine 111 according to the output command value.

The generator 112 converts the driving force generated by the engine 111 into electric power, and rotates the rotor of the generator 112 by the rotational force of the engine 111 to obtain AC power. The AC power is converted into DC power by the rectifier 113. An output terminal of the generator 112 is connected to an input terminal of the rectifier 113, and a DC link terminal of the DC bus corresponding to the connection terminal is connected to the output terminal. Connected.

At this time, the engine 111 turns the generator 112 at a maximum torque of 25.5KgM@2400rpm as a power supply source, and the generator can supply power up to 50KW. In addition, the rectifier 113 is preferably a three-phase diode rectifier as shown in FIG.

In addition, the DC link voltage V _dc of the vehicle may be controlled such that 320V is always maintained. To this end, when a change in the power demand difference between the power supplied from the engine 111 and the generator 112 and the motor load changes the DC link voltage V _dc , voltage control is performed by the super capacitor 141.

The charging unit 120 includes a battery 141 and a first DC / DC converter 122. The battery 141 charges and supplies a power source having a voltage of the second level V _B. The first DC / DC converter 122 mutually converts the DC voltage of the first level V _dc and the DC voltage of the second level V _B. The battery 141 supplies extra power when the power supply unit 110 and the constant voltage maintaining unit 140 cannot supply power required by the driver 130.

The charging unit 120 is charged by the power supplied from the power supply unit 110 and the constant voltage maintaining unit 140, and when the engine 111 and the super capacitor 141 do not supply power drawn from the load, the battery ( 121) supplies extra power. In addition, the battery 121 connects 12 12V lead (Pb) batteries in series for the stealth function by the silent and heatless vehicle, and does not operate the engine 111 and the generator 112 in the electric vehicle mode. Allow the vehicle to run.

The tandem hybrid power unit may be driven by an engine drive mode driven by the engine 111 and / or an electric drive mode driven by the battery 121.

The driver 130 rotates the driving wheel by receiving power from the power supply unit 110, the charging unit 120, and the constant voltage maintaining unit 140 through the DC bus. The driver 130 includes a drive motor 131 and an inverter module 132. The drive motor 131 is driven by AC power by rotating the drive wheels. The inverter module 132 drives the driving motor 131 by changing the DC power of the connection terminal to AC power.

In this case, an inverter motor may be used as the driving motor 17. In order to drive the inverter motor, DC power supplied from the generator 12, the battery 14, or the super capacitor 141 through the DC bus is required. An inverter module 132 may be provided to convert the frequency into AC power. In this case, an intelligent power module (IPM) may be used as the inverter module 132.

The intelligent wave source module may include a plurality of Insulated Gate Bipolar Transistors (IGBTs) and a driving IC. The IGBT is a switching element that generates AC power by switching DC power. The drive IC drives and controls the switching elements.

The constant voltage maintaining unit 140 maintains a constant DC link voltage, and includes a super capacitor C _SP , a second DC / DC converter 142, a constant voltage controller 143, and a dynamic brake R _DB . .

The super capacitor C _SP charges the voltage of the third level V _SP and emits the charged voltage through the connection terminal DC bus. The second DC / DC converter 142 converts the voltage of the first level V _dc to the voltage of the third level V _SP or the voltage of the third level V _SP to the voltage of the first level V _dc . Convert to

The constant voltage controller 143 controls to keep the voltage of the connection terminal (DC bus) constant. The dynamic brake R _DB consumes surplus power generated by the resistor heat when the super capacitor C _SP is charged to the threshold. In this case, the dynamic brake R _DB may be a resistor connected in parallel with the super capacitor C _SP .

4 is a block diagram schematically illustrating an engine controller in a control device of the series hybrid power unit of FIG. 2. 5 is a graph illustrating an example of a load and speed relationship for calculating a predicted speed command in advance in order to generate a speed predictor in the engine controller of FIG. 4. FIG. 6 is an approximation graph of speed with respect to an output for calculating a predicted speed command in advance in order to generate a speed predictor in the engine controller of FIG. 4.

Referring to the drawings, the power supply unit 110 includes a generator 112, a rectifier 113, and an engine controller 114. At this time, the engine controller 114 includes a speed meter 145, a power controller 146, a speed controller 147, and a speed predictor 148.

The speed meter 145 extracts speed information ω _eng of the engine 111 and the generator 112. The power controller 146 generates the engine speed command ω _eng "for producing a desired output according to the output command value P _eng 'of the engine 111.

The speed controller 147 receives the target speed command ω _eng 'according to the engine speed command ω _eng "and the speed information ω _eng of the engine 111 and the generator 112, and outputs the output of the engine 111. An engine governor generates a pulse signal S _P for controlling the motor, and the speed predictor 148 generates a predicted speed command ω _ff 'previously calculated from the engine speed relationship according to the engine output of FIGS. 5 and 6. Create

The speed meter 145 extracts the speed information ω _eng of the engine 111 and the generator 112 by measuring the line voltage two phases V _ab and V _{bc of the} generator 112. At this time, the speed measuring unit 145 converts the electric angle of the two-phase line voltage (V _ab , V _bc ) form into a mechanical angle by a phase locked loop (PLL), and through the PI controller, the engine 111 and the generator 112. Extract velocity information (ω _eng ).

A power controller 146, an engine 111, an output command value (P _eng ') feedback is for receiving the output (P _eng) is input (feedback), the speed command of the engine intended to the desired output by the PI control (ω in _eng ")

The speed controller 147 generates a pulse signal _SP for controlling the engine governor motor and inputs it to the engine governor motor. At this time, the engine governor motor controls a throttle valve for adjusting the fuel injection amount of the engine 111.

That is, the engine governor motor determines the fuel injection amount for adjusting the engine rotation speed according to the power control, and may be equipped with an AC servo motor to adjust the power supplied from the engine 111 and the generator 112. In this case, after the engine governor motor control pulse signal _SP is generated by the speed controller 147, the engine controller may be output to the engine governor motor using a digital output terminal.

The speed controller 147 receives the target speed command ω _eng 'and the speed information ω _eng of the engine 111 and the generator 112 to generate a pulse signal S _P for controlling the engine governor motor. command (ω _eng ") is the engine speed reference (ω _eng") and the predicted speed command (ω _ff the velocity estimator 148 generated by the power controller 146 'is generated from a).

That is, in the present embodiment, the target speed command ω _eng 'is generated by the sum of the engine speed command ω _eng ′ and the predicted speed command ω _ff ′ of the speed predictor 148. At this time, the predicted speed command ω _ff 'is pre-calculated and fed forward from the engine speed relationship according to the engine outputs of FIGS. 5 and 6 in the speed predictor 148 and input.

On the other hand, in order to generate the predicted speed command (ω _ff '), a table of the output according to the speed of the engine 111 and the generator 112 through the engine 111 and generator 112 tests in advance and the graph (and thus) ( 5) can be obtained. Based on this, as shown in FIG. 6, an approximate graph of the output according to the speed of the engine 111 and the generator 112 may be obtained.

At this time, the approximate graph of the output according to the speed of the engine 111 and the generator 112 can obtain an approximation equation such as [Equation 1] from the relationship of FIG. have. In this case, x corresponds to the load capacity KW, and y corresponds to the angular velocity (rad / sec) for the predicted speed command ω _ff '.

The predicted speed command ω _ff 'predicted by this approximation formula is input to feed forward, thereby improving dynamic characteristics of the engine 111 and the generator 112 having strong nonlinearity and slow dynamic characteristics.

FIG. 7 is a block diagram schematically illustrating a constant voltage controller in the control device of the series hybrid power unit of FIG. 2. FIG. 8 is a circuit diagram schematically illustrating a bidirectional converter connected to a DC bus and a super capacitor or a battery as a DC / DC converter in the control device of the series hybrid power unit of FIG. 2.

Referring to the drawings, the constant voltage maintaining unit 140 maintains a constant DC link voltage, and includes a super capacitor C _SP , a second DC / DC converter 142, a constant voltage controller 143, and a dynamic brake R. _DB ). The constant voltage controller 143 controls the DC link voltage V _dc to be kept constant at the command value V _dc ′ of the DC link voltage.

To this end, the constant voltage controller 143 receives a driving current (I _load ) and a voltage V _SP between both ends of the super capacitor (C _SP ) required to drive the driving motor 131, and the second DC / DC converter 142. ). At this time, the driving current I _load of the driving motor 131 and the voltage V _SP of both ends of the super capacitor 141 are fed forward and input.

Since the instantaneous response characteristics of the engine 111 and the generator 112 are greatly degraded, it is difficult to maintain a constant DC link voltage V _dc that varies momentarily. Therefore, the present invention controls the DC link voltage V _dc to be kept constant by the super capacitor C _SP having excellent fast dynamic characteristics and instantaneous response characteristics.

In this case, the driving current I _load of the driving motor 131 and the voltage V _SP of both ends of the super capacitor C _SP are fed forward to be input, thereby greatly improving the dynamic characteristics of the control. In particular, the power required by the four motors connected to the DC link stage is converted into a driving current (I _load ), and the forward compensation input is performed.

The constant voltage controller 143 is a voltage control system for controlling the DC link voltage V _dc by the super capacitor C _SP and is controlled by the PI controller.

Meanwhile, a current ripple may exist in the charge / discharge current I _SC of the super capacitor C _SP . At this time, the greater the current ripple, the more heat is generated through the equivalent internal resistance formed in the super capacitor (C _SP ).

In order to reduce such current ripple and heat, it is possible to use a bidirectional converter using a three-phase inverter module as shown in FIG. 8 and use an interleaving technique. At this time, in the interleaving technique, the voltages are synthesized by shifting the switching of each phase by 120 degrees by an inverter module of three phases.

That is, in the actual PWM waveform implemented by the interleaving technique, each switch is shifted by 120 degrees and sequentially turned ON (active low). In this case, looking at the total current in which the three-phase inductor current and the three-phase currents are combined, the current ripple is considerably reduced than in the case of the one phase. In addition, the heat generated by the equivalent internal resistance of the supercapacitor C _SP is significantly reduced.

Meanwhile, the super capacitor C _SP charges the voltage of the third level V _SP and emits the charged voltage through the connection terminal DC bus. The second DC / DC converter 142 converts the voltage of the first level V _dc into a voltage of the third level V _SP , or charges the voltage of the third level V _SP . discharge to the voltage of _dc ).

That is, the second DC / DC converter 142 converts the voltage of the first level V _dc into the voltage of the third level V _SP and the buck converter and the third level V _{SP to charge} . The boost converter which converts the voltage of the voltage into a voltage of the first level V _dc and discharges it is integrated.

This bidirectional converter used as the second DC / DC converter 142 may be equally applied to the first DC / DC converter 122 of FIGS. 2 and 3. That is, the battery C _B charges the voltage of the second level V _B and emits the charged voltage through the connection terminal DC bus.

The first DC / DC converter 122 converts the voltage of the first level V _dc into a voltage of the second level V _B , or charges the voltage of the second level V _B. discharge to the voltage of _dc ). That is, the first DC / DC converter 122 converts the voltage of the first level V _dc into the voltage of the second level V _B and the buck converter and the second level V _{B to charge} . The boost converter which converts the voltage of the voltage into a voltage of the first level V _dc and discharges it is integrated.

According to the control device of the series hybrid power unit according to the present invention, by maintaining a constant DC link voltage of the input terminal of the motor driving unit by a super capacitor having excellent fast dynamic characteristics and instantaneous response characteristics, This drive is possible.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be taken by way of limitation, You will understand. Accordingly, the true scope of protection of the present invention should be determined only by the appended claims.

Claims (22)

A power supply unit converting the driving force generated from the engine into electric power and generating a DC voltage of a first level and supplying the DC voltage to the connection terminal; A charging unit connected to the connection terminal, charged by power supplied through the connection terminal, and supplying power through the connection terminal; A driving unit connected to the connection terminal to rotate the driving wheel by receiving power through the connection terminal; And And a supercapacitor for emitting a charged voltage through the connection terminal, and based on a driving current required to drive the driving unit which is connected to the connection terminal and is fed forward and input, the voltage of the supercapacitor. And a constant voltage holding unit for maintaining a constant voltage at the connection terminal. The method of claim 1, The power supply unit, Generator for converting the driving force generated in the engine into electric power, A rectifier for rectifying the alternating voltage generated by the generator to generate a direct current voltage of the first level, and And an engine controller for controlling the output of the engine according to an output command value. 3. The method of claim 2, The engine controller, A speed meter for extracting speed information of the engine and the generator; A power controller for generating a speed command of the engine for producing a desired output according to the output command value of the engine, and And a speed controller configured to receive a target speed command according to the engine speed command and speed information of the engine and generator and generate a pulse signal for controlling an engine governor motor for controlling the output of the engine. . Claim 4 has been abandoned due to the setting registration fee. The method of claim 3, The speed measuring device is a control device of a series hybrid power unit for extracting the speed information of the engine and the generator by measuring the two-phase voltage between the generator. Claim 5 was abandoned upon payment of a set-up fee. The method of claim 3, And the engine governor motor controls a throttle valve for controlling the fuel injection amount of the engine. The method of claim 3, And a speed predictor, wherein the engine controller generates a predicted predicted speed command from the engine speed relationship according to engine output. The method of claim 6, And the target speed command is generated from an engine speed command generated by the power controller and the predicted speed command. Claim 8 was abandoned when the registration fee was paid. The method of claim 7, wherein And the predicted speed command is fed forward with a feed forward. delete The method of claim 1, The charging unit, A battery for charging and supplying a power source having a second level of voltage, and And a first DC / DC converter for converting the DC voltage of the first level and the DC voltage of the second level to each other. The method of claim 10, And the battery supplies extra power when the power supply unit and the constant voltage maintaining unit cannot supply the power required by the driving unit. delete The method of claim 1, The drive unit includes a drive motor driven by an AC power source by rotating the drive wheels, and an inverter module for changing the DC power source of the connection terminal to an AC power source to drive the drive motor. Control unit. delete 14. The method of claim 13, Inverter module, the control device of the series hybrid power unit including an IGBT (Insulated Gate Bipolar Transistor) which is a switching device for generating an AC power by switching the DC power, and a drive IC for driving and controlling the switching device . The method of claim 1, The constant voltage holding unit, A second DC / DC converter for converting the voltage of the first level to the voltage of the third level or the voltage of the third level to the voltage of the first level, A super capacitor which charges the voltage of the third level and emits the charged voltage through the connection terminal; A series hybrid including a constant voltage controller controlling the second DC / DC converter to maintain a constant voltage of the connection terminal based on the driving current input to the feed forward and the voltage of the super capacitor. Control of the power unit. delete delete delete 17. The method of claim 16, And the dynamic voltage brake further includes a dynamic brake that consumes surplus power as resistance heat generated when the supercapacitor is charged to a threshold. Claim 21 has been abandoned due to the setting registration fee. 21. The method of claim 20, And a resistance element in which the dynamic brake is connected in parallel with the super capacitor. The method of claim 1, The charging unit and the constant voltage maintaining unit includes a bidirectional converter for converting the voltage of the first level to the voltage of the second level and the third level, respectively, wherein the bidirectional converter includes a three-phase inverter module control Device.

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