KR101578025B1 - Hybrid power apparatus - Google Patents

Abstract

The present invention relates to a motor vehicle having at least one inverter for supplying electric power to at least one vehicle drive motor, wherein a DC-link capacitor is connected between a generator and a battery rotating with an axis of the engine, A hybrid power plant in which DC-link power is supplied to an inverter, comprising a bi-directional AC-DC converter, a bi-directional DC-DC converter and an integrated controller. The bidirectional AC-DC converter is connected between the generator and the DC-link capacitor. A bidirectional dc-dc converter is connected between the battery and the dc-link capacitor. The integrated controller controls operations of the inverter, the bidirectional AC-DC converter and the bidirectional DC-DC converter, and controls the bidirectional DC-DC converter to operate when the load power Pload of the inverter is greater than the output power Pgen of the generator .

Hybrid power unit, controller

Description

[0001] Hybrid power apparatus [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hybrid power unit, and more particularly, to a hybrid power unit used in a wheeled vehicle, a tracked vehicle, a ship, and a construction machine.

Generally, the hybrid power unit has at least one inverter that supplies power to at least one vehicle drive motor.

For example, if four in-wheel motors are used, four inverters are needed. In addition, one inverter is required when one traction motor is used.

In such a hybrid power unit, a DC-link capacitor is connected between the generator and the battery rotating with the axis of the engine, and the DC-link power charged to the DC-link capacitor is supplied to the inverter.

Bidirectional ac-to-dc converters are connected between the generator and the dc-link capacitors. A bi-directional DC-DC converter is connected between the battery and the DC-link capacitor.

Conventionally, in the hybrid power plant as described above, control units are separately provided in each of an inverter, a bidirectional AC-DC converter, and a bidirectional DC-DC converter.

Therefore, in the hybrid power device having the control structure as described above, when the voltage of the DC-link capacitor is lowered below the reference voltage, the bidirectional DC-DC converter operates and power is supplied from the battery to the DC-link capacitor.

However, the voltage of the DC-link capacitor also varies depending on the load power of the inverter, the output power of the generator, and the output power of the battery.

Therefore, according to the hybrid power device having the above-described control structure, the bidirectional DC-DC converter is controlled according to the voltage of the DC-link capacitor, so that the voltage of the DC-link capacitor can not be quickly stabilized.

Thus, an inverter, a bidirectional ac-dc converter, and a bidirectional dc-to-dc converter, respectively, required an initial charging circuit of large-capacity electrolytic capacitors and electrolytic capacitors.

It is an object of the present invention to provide a hybrid power plant with a control structure capable of quickly stabilizing the voltage of a DC-link capacitor.

The present invention relates to an electric power steering system comprising at least one inverter for supplying electric power to at least one vehicle drive motor, a DC-link capacitor is connected between a generator and a battery rotating with an axis of the engine, To-DC converter, a bidirectional DC-DC converter, and an integrated controller, wherein the DC-link power is supplied to the inverter.

The bidirectional AC-DC converter is connected between the generator and the DC-link capacitor.

The bidirectional DC-DC converter is connected between the battery and the DC-link capacitor.

The integrated controller controls operations of the inverter, the bidirectional AC-DC converter, and the bidirectional DC-DC converter, and controls the bidirectional DC-DC converter to operate when the load power of the inverter is greater than the output power of the generator .

According to the hybrid power plant of the present invention, when the load power (Pload) of the inverter is larger than the output power (Pgen) of the generator by the integrated controller, the bidirectional DC-DC converter operates.

Therefore, when the supply power of the DC-link capacitor is insufficient, the charging power of the battery can be quickly supplied to the DC-link capacitor, so that the voltage of the DC-link capacitor can be quickly stabilized.

In addition, this can eliminate the initial charge circuit of large electrolytic capacitors and electrolytic capacitors.

1 shows a hybrid power unit according to an embodiment of the present invention.

Referring to FIG. 1, a hybrid power unit according to an embodiment of the present invention includes four inverters for supplying three-phase AC power to four in-wheel motors 121 to 124 for driving the vehicle, (117 to 120).

The braking resistor section 116 operates such that the voltage Vdc of the DC-link capacitor 109 does not exceed the upper limit voltage.

The three-phase generator 107 rotates with the axis of the engine 105 through the crankshaft 106. A DC-link capacitor 109 is connected between the generator 107 and the battery 111. The DC-link power charged in the DC-link capacitor 109 is supplied to the four inverters 117 to 120.

The bidirectional AC-DC converter 108 is connected between the generator 107 and the DC-link capacitor 109. The bidirectional DC-DC converter 110 is connected between the battery 111 and the DC-link capacitor 110.

For reference, the bidirectional AC-DC converter 108 converts the DC power charged in the DC link capacitor 109 into three-phase alternating-current power and applies it to the three-phase generator 107 during the engine startup time, Phase alternating-current power from the three-phase generator 107 is converted into direct-current power and is applied to the direct-current link capacitor 109. [

More specifically, since the three-phase AC power source is not generated from the three-phase generator 107 at the engine startup time, the DC power source charged in the DC link capacitor 109 is converted into the three-phase AC power, 107, respectively. As a result, the three-phase generator 107 acts as a starting motor, so that the engine 105 can start.

Conversely, since the three-phase alternating-current power source is generated from the three-phase generator 107 at the time after the engine is started, the three-phase alternating-current power source can be converted into the direct-current power source and charged in the dc link capacitor 109.

In summary, the components of the separate starting system can be eliminated since the power generation system can additionally perform the starting function.

The integrated control unit 112 communicates with the user control unit 113, the engine control unit 114 and the battery operation unit 115 via a CAN (Controller Area Network) to perform a user command, DC converter 108 and the bidirectional DC-to-DC converter 111. The operation of the battery 120 is controlled by the operation of the battery 115, the inverters 117 to 120, the bidirectional AC-DC converter 108 and the bidirectional DC-

That is, the voltage / current signal Scvi from the DC-link capacitor 109, the rotor position signal Srl from the resolver in the three-phase generator 107, the application system, for example, Current signal Sgvi from the generator 107 and the voltage / current signal Sbvi from the battery 111, the control section 114 of the engine, the inverters 117 to 120, Controls the operation of bidirectional AC-DC converter 108 and bi-directional DC-DC converter 110.

Here, the integrated control unit 112 outputs the gate drive signals Sagd, Sdgd, and Spwm for the pulse width modulation control to the bidirectional AC-DC converter 108, the bidirectional DC-DC converter 110, and the inverters 117 - 120).

In particular, the integrated controller 112 controls the operation of the inverters 117-120, the bidirectional AC-DC converter 108 and the bidirectional DC-DC converter 110, while the load power of the inverters 117-120 DC converter 108 is operated (will be described with reference to FIG. 6) if the output power Pload of the generator 107 is greater than the output power of the generator 107.

That is, if the load power of the inverters 117 to 120 is larger than the output power (Pgen) of the generator by the integrated controller 112, the bidirectional DC-DC converter 110 operates.

Therefore, when the supply power of the DC-link capacitor 109 is insufficient, the charging power of the battery 111 can be quickly supplied to the DC-link capacitor 109, so that the voltage Vdc of the DC- ) Can be quickly stabilized.

This also eliminates the initial charge circuit of large electrolytic capacitors and electrolytic capacitors.

For reference, when a vehicle driving motor, for example, one traction motor or four in-wheel motors 121 to 124 is driven by a hybrid power unit, , An engine-exclusive mode, and a hybrid mode. In the silent operation mode, the vehicle driving motor is driven only by the electric power of the battery 111 as the engine 105 stops. In the engine stand-alone mode, the vehicle driving motor is driven only by the output power of the generator 107 due to the engine operation while the power of the battery 111 is shut off. In the hybrid mode, the output power of the generator 107 due to the engine operation is used as main power, and the battery 111 supports the instantaneous-variable load power.

Therefore, according to the hybrid power unit of FIG. 1, precise control and driving can be performed in the hybrid mode.

Here, the load power (Pload) of the inverters 117 to 120 refers to the load power of the dc-link capacitor 109 as well as the load power of the inverters 117 to 120, It means that the power consumption of the mounted equipment (not shown) is further included.

Furthermore, the integrated controller 112 controls the bidirectional DC-DC converter 110 to operate when the voltage Vdc of the DC-link capacitor is lower than the reference voltage Vdc ^* (refer to FIG. 6 Lt; / RTI >

As the bidirectional DC-DC converter 110 operates in this way, the battery current Ibat from the battery rises through the bidirectional DC-DC converter 110, and the up current from the bidirectional DC-DC converter 110 Ibatdc flows into the load, for example, the inverters 117 to 120 (hereinafter, inverters are used in the term collectively referred to as load).

More specifically, the integrated controller 112 controls the bidirectional DC-DC converter 110 so that the value of the battery current Ibat flowing from the battery 111 to the bidirectional DC-DC converter 110 becomes the target current value Ibat ^* 110 (which will be described with reference to FIG. 6). That is, the duty ratio by switching is controlled.

Here, the target current value (Ibat ^*) is an inverter (117 and 120) of and proportional to the difference between the power of the load electric power (Pload) and output power (Pgen) in the generator 107, a reference voltage (Vdc ^*) and Is proportional to the difference voltage of the voltage Vdc of the DC-link capacitor (will be described with reference to FIG. 6).

FIG. 2 shows an internal configuration of the integrated control unit 112 of FIG. In Fig. 2, reference A denotes an address bus, D denotes a data bus, A & D denotes an address and data bus, and CB denotes a control bus. The internal configuration and operation of the integrated controller 112 will be described with reference to FIGS. 1 and 2. FIG.

The integrated control unit 112 operates in accordance with a user command from the user control unit 113 while communicating with the user control unit 113. [ In addition, the integrated controller 112 communicates with the control unit 114 of the engine and the operation unit 115 of the battery by a CAN (Controller Area Network) to perform a user command.

The integrated control unit 112 includes a communication control unit 21, a main control unit 22, a nonvolatile random access memory (NVRAM) 23, and a dual-port RAM (DPRAM) Port Random Access Memory, 24).

The communication control unit 21 communicates with the user control unit 113, the control unit 114 of the engine, and the operation unit 115 of the battery by a CAN (Controller Area Network).

The main control unit 22 is connected to the control unit 114 of the engine, the operating unit 115 of the battery, the inverters 117 to 120, the bi-directional AC DC converter 108 and the bi-directional DC-DC converter 110. The bi-

In the nonvolatile RAM (NVRAM) 23, reference data for operation of the communication control unit 21 and the main control unit 22 is stored.

The data D from the communication control unit 21 and the data D from the main control unit 22 are temporarily stored in the dual-port RAM (DPRAM) 24. Although not shown in the figure, the dual-port RAM (DPRAM) 24 may be coupled to an external host controller.

Current signal Scvi from the dc-link capacitor 109, the rotor position signal Srl from the generator 107, the state signals Ssi of the application system, the voltage / current from the generator 107 The signal Sgvi and the voltage / current signal Sbvi from the battery 111 are supplied to the protection section 29, the analog-to-digital converter (ADC) 28 and the second buffer 26 And is input to the main control unit 22 through the bus.

Here, when an abnormal signal is inputted to the protection unit 29, the protection unit 29 inputs the protection signal Spr to the main control unit 22, and the main control unit 22 performs a protection operation .

The gate driving signals Sagd, Sdgd and Spwm from the main control unit 22 are supplied to the bidirectional AC-DC converter 108, the bidirectional DC-DC converter 110, and the like via the first buffer 25 and the bus connection unit 27, And inverters 117 to 120, respectively.

3 shows the internal circuitry of bidirectional AC-DC converter 108 and bidirectional DC-DC converter 110 of the hybrid power plant of FIG. In Fig. 3, the same reference numerals as those in Fig. 1 denote objects having the same function.

Referring to FIG. 3, the bi-directional DC-DC converter 110 includes first to sixth Insulated Gate Bipolar Transistors (IGBTs) S1 to S6 and first to third inductors L1 to L3. Further, the bidirectional AC-DC converter 108 includes the seventh to twelfth IGBTs S7 to S12. The integrated controller 112 generates the gate driving signals Sagd and Sdgd of the first to twelfth IGBTs S1 to S12.

In the bidirectional DC-DC converter 110, the emitter of the first IGBT S1 is connected to the collector of the fourth IGBT S4. The emitter of the second IGBT (S2) is connected to the collector of the fifth IGBT (S5). The emitter of the third IGBT (S3) is connected to the collector of the sixth IGBT (S6).

In the bidirectional AC-DC converter 108, the emitter of the seventh IGBT S7 is connected to the collector of the tenth IGBT S10. The emitter of the eighth IGBT S8 is connected to the collector of the eleventh IGBT S11. The emitter of the ninth IGBT S9 is connected to the collector of the twelfth IGBT S12.

The collectors of the first to third IGBTs S1 to S3 of the bidirectional DC-DC converter 110 and the seventh to ninth IGBTs S7 to S9 of the bidirectional AC-DC converter 108 are connected to a DC link capacitor 109).

The emitters of the fourth to sixth IGBTs S4 to S6 of the bidirectional DC-DC converter 110 and the tenth to twelfth IGBTs S10 to S12 of the bidirectional AC-DC converter 108 are connected to the DC link capacitor (109) and negative terminals of the battery (111).

In the bidirectional DC-DC converter 110, a first inductor L 1 is connected between the emitter of the third IGBT S 3 and the positive terminal of the battery 111. A second inductor (L2) is connected between the emitter of the second IGBT (S2) and the positive terminal of the battery (111). A third inductor L3 is connected between the emitter of the first IGBT S1 and the positive terminal of the battery 111. [

The internal operation of the bidirectional AC-DC converter 108 and the bi-directional DC-DC converter 110 will be described in detail with reference to FIGS.

FIG. 4 shows the flow of currents at the time when the in-wheel motors WM1 to WM4 for driving the vehicle of FIG. 1 are driven.

1 and 4, the battery current Ibat from the battery 111 at the time when the in-wheel motors WM1 to WM4 for driving the vehicle are driven is controlled by the bidirectional DC- And the amplified battery current Ibatdc from the bidirectional DC-DC converter 110 flows to the DC-link capacitor 109. The DC-

Further, the generator output current Igendc from the bidirectional AC-DC converter 108 flows to the DC-link capacitor 109. [

The load current Iload from the DC-link capacitor 109 flows through the inverters 117 to 120 to the in-wheel motors WM1 to WM4.

2) in the integrated control unit 112 determines whether or not the value of the battery current Ibat flowing from the battery 111 to the bidirectional DC-DC converter 110 reaches the target current value Ibat ^* And generates the switching control signal Sdgd so as to control the internal switching operation of the bidirectional DC-DC converter 110 (will be described with reference to FIG. 6). That is, the duty ratio by switching is controlled. Accordingly, the voltage Vdc of the DC-link capacitor 109 can be made constant.

For reference, the duty ratio control as described above is performed with reference to a look-up table set in advance.

5 shows the relationship between the currents of FIG. 4 and the voltage (Vdc) of the DC-link capacitor 109. FIG. 5, s denotes the Laplace operator, and C denotes the capacitance of the DC-link capacitor 109, respectively.

1, 4 and 5, the margin current Idc of the DC-link capacitor 109 is obtained by subtracting the load current Iload from the sum of the generator output current Igendc and the amplified battery current Ibatdc Results.

The voltage Vdc of the DC-link capacitor 109 can be obtained as the redundant current Idc thus determined is integrated in inverse proportion to the capacitance.

2) in the integrated controller 112 so that the value of the battery current Ibat flowing from the battery 111 to the bidirectional DC-DC converter 110 becomes the target current value Ibat ^* Adjusts the value of the amplified battery current Ibatdc from the bi-directional DC-DC converter 110 by controlling the bi-directional DC-DC converter 110. [

FIG. 6 shows a process of obtaining the target current value Ibat ^* of the battery current Ibat of FIG. 4 by the main control unit 22 of FIG.

6, the battery current control unit in the main control unit 22 includes a subtractor 61, a proportional-integral controller 62, an adder 63, a power / current converter 64, 65).

The subtractor 61 subtracts the current DC-link voltage value Vdc from the target DC-link voltage value Vdc ^* from the user and obtains the resultant difference voltage Vdi.

The proportional-integral control unit 62 performs proportional-integral control on the difference voltage Vdi from the subtraction unit 61 to obtain the differential power Pdi.

The adder 63 adds the forward power compensation value Pbat_ff to the difference power Pdi of the proportional-integral controller 62 to obtain the current control power Pbat.

The power / current conversion unit 64 divides the current control power Pbat from the adder 63 by the current battery voltage Vbat and obtains the resulting primary target current value Ibatpr.

The current value restricting section 65 adjusts the primary target current value Ibatpr from the power / current converting section 64 so as not to exceed the maximum value Ibat_max to obtain the target current value of the final battery current Ibat Ibat ^* ).

FIG. 7 shows a process of obtaining the battery power value Pbat_ff for feedforward compensation of FIG. 6 by the main control unit 22 of FIG.

6, the battery power value Pbat_ff for feedforward compensation is calculated based on the load power Pload of the inverters 117 to 120 and the output power Pgen of the generator 107 ).

1, 6 and 7, the target current value Ibat ^* of the battery current Ibat is set to a difference voltage (Vdc ^* ) between the reference voltage Vdc ^* and the voltage Vdc of the DC-link capacitor 109 Vdi of the inverter 107 and is also proportional to the difference power Pbat_ff between the load power Pload of the inverters 117 to 120 and the output power Pgen of the generator 107.

Thus, when the supply power of the DC-link capacitor 109 is insufficient, the charging power of the battery 111 can be supplied to the DC-link capacitor 109 quickly, so that the voltage of the DC-link capacitor 109 Vdc) can be quickly stabilized.

This also eliminates the initial charge circuit of large electrolytic capacitors and electrolytic capacitors.

On the other hand, the output power value Pgen of the generator 107 of FIG. 7 is obtained by the following equation (1).

In the above equation (1), Vdse ^* represents the D-axis command voltage value of the generator 107, Vqse ^* represents the Q-axis command voltage value of the generator 107, Idse represents the D- And Iqse denotes the Q-axis current value of the generator 107, respectively.

8 shows a process of adjusting the Q-axis target current value Iqse ^* of the generator 107 to obtain the output power value Pgen of the generator 107 of FIG. 7 in the main control unit 22 of FIG. 2 .

2, the main control unit 22 of FIG. 2 includes a power / current conversion unit 81 and a current limiter 81 for adjusting the Q-axis target current value Iqse ^* (82).

The power / current conversion section 81 provided with a look-up table compares the speed of the engine 105 and the load power Pload of the inverters 117 to 120 with the engine 105, Axis target current value Iqsepr in accordance with the overall efficiency map map of the generator 103 and the generator 107. [

Next, the current limiting section 82 adjusts the primary Q-axis target current value Iqsepr from the power / current conversion section 81 so as not to exceed the maximum value Igen_max, The value (Iqse ^* ) is obtained.

9 shows that the three-phase power source is applied to the bidirectional AC-DC converter 108 of Fig. 3 at the time after engine startup. 10 is a waveform diagram for explaining that the three-phase potentials in Fig. 9 are sequentially applied to the dc-link capacitor (109 in Fig. 4) at the time after the engine is started. 11 is a waveform diagram of a DC potential applied to the positive terminal of the DC-link capacitor 109 by the operation of the bidirectional AC-DC converter 108 of FIG. 4 at a time after the engine is started. In Figs. 9 and 10, the same reference numerals as those in Figs. 1 and 3 denote objects having the same function.

The operation of the bidirectional AC-DC converter 108 at the time after engine starting will be described with reference to Figs. 9 to 11 as follows.

The a-phase potential E _as of the rotor of the three-phase generator 107 is applied to the emitter of the seventh IGBT S7 and the collector of the tenth IGBT S10. The b-phase potential E _bs of the rotor of the three-phase generator 107 is applied to the emitter of the eighth IGBT S8 and the collector of the eleventh IGBT S11. The c-phase electric potential E _cs of the rotor of the three-phase generator 107 is applied to the emitter of the ninth IGBT S9 and the collector of the twelfth IGBT S12.

a phase potential (E _as) to the positive electrode adult time for example, t ₀ during the time from to t ₅ of claim 7 IGBT (S7) is turned on (turn on) and the turn-off of claim 10 IGBT (S10) (turn off )do. As a result, a positive waveform of the potential of the phase a (Eas) is applied to the positive terminal of the DC link capacitor 109.

During the time when the a phase potential Eas is negative, for example, during the period from t5 to t9, the tenth IGBT S10 is turned on and the seventh IGBT S7 is turned off. As a result, negative polarity of the potential of the phase a (Eas) is applied to the negative terminal of the DC link capacitor 109.

the eighth IGBT S8 is turned on and the eleventh IGBT S11 is turned off for a time period during which the b-phase potential Ebs is positive, for example, from t3 to t8. The positive polarity waveform of the b-phase electric potential Ebs is applied to the positive polarity terminal of the DC link capacitor 109.

During the time when the b-phase potential Ebs is negative, the eleventh IGBT S11 is turned on and the eighth IGBT S8 is turned off. As a result, negative polarity of the b-phase electric potential Ebs is applied to the negative polarity terminal of the DC link capacitor 109.

During the time when the c-phase potential Ecs is positive, the ninth IGBT S9 is turned on and the twelfth IGBT S12 is turned off. Thus, the positive polarity waveform of the c-phase electric potential Ecs is applied to the positive polarity terminal of the DC link capacitor 109.

During the time when the c-phase potential Ecs is negative, for example, during the period from t2 to t6, the twelfth IGBT S12 is turned on and the ninth IGBT S9 is turned off. As a result, negative polarity of the c-phase electric potential Ecs is applied to the negative polarity terminal of the DC link capacitor 109.

Therefore, positive polarity waveforms having a phase difference of 2? / 3 are synthesized at the positive terminal of the DC link capacitor 109 and converted to a positive DC potential Vdc as shown in FIG. Of course, negative waveforms having a phase difference of 2? / 3 are also synthesized in the negative polarity terminal of the DC link capacitor 109 and converted to a negative DC potential.

For reference, DC power is supplied to the DC link capacitor 109 due to the operation of the bi-directional DC-DC converter 110 without generating three-phase AC power from the three-phase generator 107 at the engine startup time.

4, the bidirectional AC-DC converter 108 operates to convert the DC power charged in the DC link capacitor 109 into a three-phase AC power source to be supplied to the three-phase generator 107 ). ≪ / RTI > Thus, the three-phase generator 107 acts as a starter motor (103 in Fig. 1), so that the engine 105 can start.

12 shows the direction of the current flowing from the battery of FIG. 3 to the bidirectional DC-DC converter 110 at the time when the in-wheel motors WM1 to WM4 for driving the vehicle of FIG. 1 are driven. 13 is a waveform diagram for explaining the sequential flow of the currents I1, I2 and I3 in the form of three phases in Fig. FIG. 14 shows the path of the first phase current flowing through the first inductor L1 of FIG. In Figs. 12 to 14, the same reference numerals as those in Figs. 1 and 3 denote objects having the same function.

The operation of the bidirectional DC-DC converter 110 at the time when the in-wheel motors WM1 to WM4 for driving the vehicle of FIG. 1 are driven will be described with reference to FIGS. 3 and 12 to 14, Respectively.

For example, during the time from t0 to t3, the first IGBT S1 is turned on and the fourth IGBT S4 is turned off. Accordingly, the first phase current I1 flows from the positive terminal of the battery 111 through the first inductor L1, the first IGBT S1, the positive terminal of the DC link capacitor 109, the DC link capacitor 109 And the negative terminal of the battery 111 (see Fig. 14).

During the period from t3 to t6, the fourth IGBT S4 is turned on and the first IGBT S1 is turned off. Thus, the first phase current I1 flows from the positive terminal of the battery 111 through the first inductor L1 and the fourth IGBT S4 to the negative terminal of the DC link capacitor 109, (Refer to Fig. 14).

During the period from t2 to t5, the second IGBT S2 is turned on and the fifth IGBT S5 is turned off. Thus, the second phase current I2 is supplied from the positive terminal of the battery 111 to the first inductor L1, the second IGBT S2, the positive terminal of the DC link capacitor 109, the DC link capacitor 109 To the negative terminal of the battery 111 and to the negative terminal of the battery 111. [

During the period from t5 to t8, the fifth IGBT S5 is turned on and the second IGBT S2 is turned off. Accordingly, the second phase current I2 flows from the positive terminal of the battery 111 through the first inductor L1 and the fifth IGBT S5 to the negative terminal of the DC link capacitor 109 and the battery 111 ) Of the negative polarity terminal.

The above-described control operation is also applied to the third phase current I3.

Accordingly, the waveform of the output current Ibatdc of the bidirectional DC-DC converter 110 is obtained by combining the waveforms of the first phase current I1, the second phase current I2, and the third phase current I3 .

For reference, when the battery 111 is charged, the switching order is the same, but the direction of the current is opposite.

The inductors L1 to L3 store energy when the battery 111 is charged and deliver energy when the battery 111 is operated as shown in Figs.

As described above, according to the hybrid power plant of the present invention, the bidirectional DC-DC converter operates when the load power (Pload) of the inverter is larger than the output power (Pgen) of the generator by the integrated controller.

Therefore, when the supply power of the DC-link capacitor is insufficient, the charge power of the battery can be supplied to the DC-link capacitor quickly, so that the voltage of the DC-link capacitor can be quickly stabilized.

In addition, this can eliminate the initial charge circuit of large electrolytic capacitors and electrolytic capacitors.

Wheel vehicles, track vehicles, ships and construction machines, and the like.

1 is a view showing a hybrid power unit according to an embodiment of the present invention.

2 is a block diagram showing the internal configuration of the integrated control unit of FIG.

3 is a diagram showing the internal circuitry of the bidirectional AC-DC converter and the bidirectional DC-DC converter of the hybrid power unit of FIG. 1;

4 is a block diagram showing the flow of electric currents at the time when the in-wheel motors for driving the vehicle of FIG. 1 are driven.

5 is a block diagram showing the relationship between the currents of FIG. 4 and the voltage (Vdc) of the DC-link capacitor.

FIG. 6 is a block diagram showing a process of obtaining a target current value Ibat ^* of the battery current Ibat of FIG. 4 in the main control unit of FIG.

FIG. 7 is a block diagram illustrating a process of obtaining the battery power value Pbat_ff for feedforward compensation of FIG. 6 in the main control unit of FIG.

8 is a block diagram showing a process of adjusting the Q-axis target current value Iqse ^* of the generator to obtain the output power value Pgen of the generator of FIG. 7 in the main control unit of FIG.

Fig. 9 is a circuit diagram showing that three-phase power is applied to the bidirectional ac-dc converter of Fig. 3 at a time after engine startup. Fig.

Fig. 10 is a waveform diagram for explaining that the three-phase potentials of Fig. 9 are sequentially applied to the dc-link capacitors at the time after the engine is started.

11 is a waveform diagram of a DC potential applied to the positive terminal of the DC-link capacitor by the operation of the bidirectional AC-DC converter of FIG. 3 at a time after the engine is started.

12 is a circuit diagram showing a direction of a current flowing from the battery of FIG. 3 to the bidirectional DC-DC converter at the time when the in-wheel motors for driving the vehicle of FIG. 1 are driven.

FIG. 13 is a waveform diagram for explaining the sequential flow of the currents of FIG. 12 in the form of a three-phase.

FIG. 14 is a circuit diagram showing a path of the first phase current flowing through the first inductor of FIG. 12; FIG.

Description of the Related Art

105 ... engine, 106 ... crankshaft,

107 ... generator, 108 ... bidirectional ac-to-dc converter,

109 ... DC-link capacitor, 110 ... bidirectional DC-DC converter,

111 ... battery, 112 ... integrated control unit,

113 ... user control section, 114 ... engine control section,

115 ... battery operating section, 21 ... communication control section,

22 ... main control.

Claims (10)

delete delete delete delete A DC-link capacitor is connected between a generator and a battery rotating with an axis of the engine, at least one inverter for supplying electric power to at least one vehicle drive motor, and a DC-link capacitor A hybrid power plant in which power is supplied to the inverter, A bi-directional AC-DC converter connected between the generator and the DC-link capacitor; A bi-directional DC-DC converter connected between the battery and the DC-link capacitor; And And an integrated controller for controlling operations of the inverter, the bidirectional AC-DC converter, and the bidirectional DC-DC converter so that the bidirectional DC-DC converter is operated when the load power of the inverter is greater than the output power of the generator , The integrated controller controls the bidirectional DC-DC converter to operate when the voltage (Vdc) of the DC-link capacitor is lower than the reference voltage (Vdc ^* ), The operation of the bidirectional DC-DC converter causes the battery current Ibat from the battery to rise through the bidirectional DC-DC converter, the rising current Ibatdc from the bidirectional DC-DC converter flows into the inverter , The integrated control unit, Controls the internal switching operation of the bidirectional DC-DC converter so that a value of the battery current (Ibat) flowing from the battery to the bidirectional DC-DC converter becomes a target current value (Ibat ^* ), If the target current value Ibat ^* Is proportional to the difference between the load power (Pload) of the inverter and the output power (Pgen) of the generator, Is proportional to the difference voltage between the reference voltage (Vdc ^* ) and the voltage (Vdc) of the DC-link capacitor. delete delete delete delete delete

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