KR102274675B1 - Integrated control apparatus for vehicle and method thereof - Google Patents

Abstract

The present invention relates to an integrated control device and method for a vehicle, wherein an AC voltage from a system is converted into a first DC voltage and supplied to DC-Link, or a first DC voltage from DC-Link is converted into an AC voltage to provide a system Including a rectifier supplied to the rectifier, and a first three-phase inverter that receives a second DC voltage from the battery to drive a three-phase driving motor for vehicle driving, and a one-phase switch connected between the DC-Link and the reference node. , a converter unit for converting power between the first and second DC voltages, wherein the rectifier unit and the one-phase switch unit receive a second DC voltage from the battery and drive a three-phase starter motor for starting the vehicle. It is characterized in that it further comprises a control switch unit including one or more control switches for controlling the charging and discharging of the battery and the driving of the three-phase driving motor and the three-phase starting motor constituting the phase inverter.

Description

INTEGRATED CONTROL APPARATUS FOR VEHICLE AND METHOD THEREOF

The present invention relates to an apparatus and method for integrated control of a vehicle, and more particularly, to an apparatus and method for integrated control of a vehicle for integrally controlling driving and starting of a vehicle and charging and discharging of a battery mounted in the vehicle.

Eco-friendly vehicles such as plug-in hybrid vehicles (PHEVs) or electric vehicles (EVs) receive alternating current (AC) power from an external commercial power system and use the on-board charger (OBC) installed inside the vehicle to drive electric energy required. is charged to the battery, and the vehicle operates to drive through a driving motor driven based on power supplied from the battery. An OBC mounted inside a vehicle is typically composed of a high voltage switch, an inductor, a capacitor, an insulated transformer, a relay, a control board, and a cooling system, and separate packaging is required to configure it. As described above, each of the parts constituting the OBC is a high-priced and heavy-weight part, which causes an increase in the overall cost of an eco-friendly vehicle and adversely affects vehicle fuel efficiency due to an increase in vehicle weight. In particular, the price of OBC is based on output As a result, it is similar to the price of a drive inverter with approximately 10 times the capacity, which excessively increases the material cost for the production of eco-friendly vehicles, resulting in a problem that greatly deteriorates price competitiveness.

In order to solve the above problems, development of a battery charging system using a motor and an inverter is being made, mainly an H-bridge AC-DC converter, which is a PFC (Power Factor Correction) system for grid power conversion, and the converted DC A buck converter that steps down the voltage is employed. On the other hand, a system applied to environmentally friendly vehicles (HEV, PHEV, EV, etc.) that is being recently developed increases the capacity of the motor, which is an electric power source, to improve vehicle fuel efficiency. High-voltage batteries are expected as energy sources for next-generation eco-friendly vehicles for high-efficiency driving of the system.

In order to charge a high-voltage battery, a mechanism for step-up and step-down of the grid voltage rectified through the PFC is required according to the charging required voltage of the high-voltage battery. Due to the absence of a possible circuit topology, there is a limit in which charging optimization taking into account the specifications of the battery cannot be achieved.

In addition, in the conventional OBC system, due to the absence of a system configuration that can implement V2G (Vehicle to Grid), when the battery mounted on the vehicle is fully charged, the power charged in the battery is transferred to the commercial power system to discharge the battery. There are problems that cannot be done. Furthermore, since the starter generator (HSG) system and the vehicle-mounted charging (OBC) system are separately provided in the vehicle, there is a problem in that the manufacturing cost of the vehicle is increased and the fuel efficiency is lowered by increasing the weight of the vehicle.

Background art of the present invention is disclosed in Korean Patent Publication No. 10-2018-0127600 (published on November 29, 2018).

The present invention has been devised to solve the above problems, and an object according to one aspect of the present invention is a driving motor system for driving a conventional vehicle, a starter generator system for starting a vehicle, and an OBC for charging the battery. By presenting a circuit topology that implements V2G (Vehicle to Grid) that can perform each function in an integrated manner and transfer the charging power to the commercial power system when the battery is fully charged, driving and starting the vehicle, charging the vehicle battery and An object of the present invention is to provide an integrated control apparatus and method for a vehicle capable of integrally controlling discharge.

The integrated control device for a vehicle according to an aspect of the present invention converts an AC voltage from a system into a first DC voltage and supplies it to DC-Link, or converts the first DC voltage from the DC-Link into an AC voltage to A rectifier for supplying the system, a first three-phase inverter for driving a three-phase driving motor for driving a vehicle by receiving a second DC voltage from a battery, and a one-phase switch connected between the DC-Link and a reference node and a converter unit for converting power between the first and second DC voltages, wherein the rectifier unit and the one-phase switch unit receive the second DC voltage from the battery and start a three-phase starter for starting the vehicle A second three-phase inverter for driving the motor, and further comprising a control switch unit including one or more control switches for controlling charging and discharging of the battery and driving of the three-phase traveling motor and the three-phase starting motor characterized in that

In the present invention, by controlling the operations of the rectifying unit, the converter unit, and the control switch unit, a charging mode in which the battery is charged based on the first DC voltage from the DC-Link, a discharging mode in which the battery is discharged, the battery Further comprising a control unit selectively performing a driving mode in which the three-phase driving motor is driven based on a second DC voltage from the battery and a starting mode in which the 3-phase starting motor is driven based on a second DC voltage from the battery characterized in that

In the present invention, the rectifying unit includes a first upper switch and a first lower switch connected in series at a first node, and a second upper switch and a second lower switch connected in series at a second node, the one-phase switch The unit includes a third upper switch and a third lower switch connected in series at a third node, wherein the first three-phase inverter includes a fourth upper switch and a fourth lower switch connected in series at a fourth node, a fifth node It is characterized in that it comprises a fifth upper switch and a fifth lower switch connected in series, and a sixth upper switch and a sixth lower switch connected in series at the sixth node.

In the present invention, the control switch unit includes a first control switch that regulates the connection between the positive terminals of the system and the three-phase starting motor, a second control switch that regulates the connection between the negative terminal of the system and the first node, A third control switch that regulates the connection between the three-phase starting motor and the third node, a fourth control switch that regulates the connection between the three-phase starting motor and the first node, the first control switch and the three-phase start A node to which a motor is connected, and a fifth control switch for controlling a connection between the fourth control switch and a node to which the three-phase starting motor is connected, a sixth control switch for controlling a connection between the DC-Link and the converter unit; and a seventh control switch controlling the connection between the third node and the three-phase driving motor.

In the present invention, the control unit turns on the first, second, fifth, and seventh control switches and turns off the third, fourth, and sixth control switches in the charging mode and the discharging mode. , the system, the three-phase starting motor, the rectifier, the converter, the three-phase driving motor and characterized in that to form a power charge/discharge line leading to the battery.

In the present invention, the control unit, when the system positive (positive) condition in the charging mode and the discharging mode, turns off the first and second upper switches and turns on the first and second lower switches A first operation mode and a second operation mode in which the second upper switch and the first lower switch are turned on and the first upper switch and the second lower switch are turned off are repeatedly performed.

In the present invention, the control unit, when the system negative condition in the charging mode and the discharging mode, turns on the first and second upper switches and turns off the first and second lower switches The third operation mode and the fourth operation mode in which the first upper switch and the second lower switch are turned on and the second upper switch and the first lower switch are turned off are repeatedly performed.

In the present invention, the control unit controls the converter unit based on a comparison result between the first and second DC voltages in the charging mode to increase or decrease the first DC voltage to charge the battery, and to charge the battery in the discharging mode. Based on a comparison result between the first and second DC voltages, the battery is discharged by controlling the converter unit to step-up or step-down the second DC voltage.

In the present invention, when the first DC voltage is boosted in the charging mode and the second DC voltage is stepped down in the discharging mode, the control unit, in a state in which the third upper switch is turned on, A fifth operation mode in which the fourth to sixth upper switches are turned off and the fourth to sixth lower switches are turned on, and the fourth to sixth upper switches are turned on and the fourth to sixth lower switches are turned on It is characterized in that the sixth operation mode of turning off is repeatedly performed.

In the present invention, the control unit, when stepping down the first DC voltage in the charging mode and boosting the second DC voltage in the discharging mode, in a state in which the fourth to sixth upper switches are turned on , a seventh operation mode in which the third upper switch is turned on and the third lower switch is turned off, and an eighth operation mode in which the third upper switch is turned off and the third lower switch is turned on repeatedly characterized by performing.

In the present invention, the control unit turns off the sixth and seventh control switches in the driving mode so that the first three-phase inverter and the three-phase driving motor are electrically separated from the one-phase switch unit, so that the battery , to form a driving line leading to the first three-phase inverter and the three-phase driving motor.

In the present invention, the control unit, the battery, the second three-phase inverter and the battery by turning on the third, fourth, and sixth control switches and turning off the fifth and seventh control switches in the starting mode Characterized in forming a starting line leading to a three-phase starting motor.

The present invention further includes a capacitor connected between the three-phase starter motor and a reference node to configure an LCL filter together with the three-phase starter motor in the charging mode, wherein the control switch unit comprises: the three-phase starter motor and the capacitor Further comprising an eighth control switch for intermittent connection between the control unit, the control unit to turn on the eighth control switch in the charging mode and the discharging mode, the eighth control switch in the driving mode and the starting mode It is characterized by turning off.

The integrated control method of a vehicle according to an aspect of the present invention converts an AC voltage from a system into a first DC voltage and supplies it to DC-Link, or converts the first DC voltage from the DC-Link into an AC voltage to a rectifier supplying the system; and a first three-phase inverter for driving a three-phase driving motor for driving a vehicle by receiving a second DC voltage from a battery, and a one-phase switch unit connected between the DC-Link and a reference node, wherein the first and a converter unit that converts power between the second DC voltages, wherein the rectifier and the one-phase switch unit receive the second DC voltage from the battery to drive a three-phase starter motor for starting the vehicle A vehicle further comprising a; a control switch unit constituting a second three-phase inverter and comprising one or more control switches for controlling charging and discharging of the battery and driving of the three-phase driving motor and the three-phase starting motor An integrated control method of a vehicle for controlling a device of a vehicle, the control unit starting on the vehicle through a starting mode in which the three-phase starting motor is driven based on a second DC voltage from the battery; After that, the control unit drives the vehicle through a driving mode in which the three-phase driving motor is driven based on the second DC voltage from the battery, and the control unit determines whether the vehicle is started after the driving mode is completed. determining whether the vehicle is started, when it is determined that the vehicle is turned off, detecting, by the controller, a stage of charge (SOC) of the battery, and, by the controller, according to the detected SOC of the battery, the Controlling the operations of the rectifying unit, the converter unit, and the control switch unit, and selectively performing a charging mode in which the battery is charged and a discharging mode in which the battery is discharged based on the first DC voltage from the DC-Link. characterized in that

In the starting-on step of the present invention, the control unit turns on the third, fourth, and sixth control switches and turns off the fifth and seventh control switches to turn off the battery, the second three-phase inverter and after forming a starting line leading to the three-phase starter motor, controlling the second three-phase inverter to drive the three-phase starter motor.

In the driving step of the present invention, the control unit turns off the sixth and seventh control switches so that the first three-phase inverter and the three-phase driving motor are electrically separated from the one-phase switch unit, so that the After forming a battery, a driving line leading to the first three-phase inverter, and the three-phase driving motor, the first three-phase inverter is controlled to drive the three-phase driving motor.

In the performing step of the present invention, the controller performs the charging mode when the SOC of the battery is less than or equal to a preset first reference value, and performs the discharging mode when the SOC of the battery is greater than or equal to a preset second reference value. , the second reference value is set to a value greater than the first reference value.

In the performing step of the present invention, in the charging mode and the discharging mode, the control unit turns on the first, second, fifth, and seventh control switches and controls the third, fourth, and sixth By turning off the switch, it is characterized in that the power charging/discharging line connected to the system, the three-phase starting motor, the rectifier, the converter, the three-phase driving motor, and the battery is formed.

According to one aspect of the present invention, the present invention provides a circuit configuration that integrally performs each function of a driving motor system for driving a conventional vehicle, a starter generator system for starting a vehicle, and OBC for battery charging. The size, weight and cost of the system can be reduced, and the converter for power conversion between the battery voltage and DC-Link voltage is configured in parallel to minimize the ripple of the current supplied to the battery, thereby extending the battery life and generating heat. It is possible to solve the problem, and by implementing a bidirectional power flow line based on an integrated circuit consisting of a rectifier, a control switch, and a converter, it is possible to control the charging and discharging of the battery in an integrated way.

1 is a block diagram illustrating an apparatus for controlling an integrated vehicle according to an embodiment of the present invention.
2 is a circuit diagram illustrating a circuit configuration of an integrated control device for a vehicle according to an embodiment of the present invention.
3 is a circuit diagram illustrating a method of configuring an LCL filter in the integrated control device for a vehicle according to an embodiment of the present invention.
4 and 5 are circuit diagrams illustrating an operation of a rectifier under a system positive condition in an apparatus for controlling a vehicle according to an embodiment of the present invention.
6 and 7 are circuit diagrams illustrating an operation of a rectifier under a system negative condition in an apparatus for controlling a vehicle according to an embodiment of the present invention.
8 and 9 are circuit diagrams illustrating the operation of the converter unit when the first DC voltage is boosted and the second DC voltage is decreased in the integrated control device for a vehicle according to an embodiment of the present invention.
10 and 11 are circuit diagrams illustrating the operation of the converter unit when the first DC voltage is step-down and the second DC voltage is boosted in the integrated control device for a vehicle according to an embodiment of the present invention.
12 is a circuit diagram illustrating an operation in a driving mode in the integrated control apparatus for a vehicle according to an embodiment of the present invention.
13 is a circuit diagram illustrating an operation in a starting mode in the integrated control apparatus for a vehicle according to an embodiment of the present invention.
14 is a flowchart illustrating an integrated control method of a vehicle according to an embodiment of the present invention.

Hereinafter, embodiments of an apparatus and method for integrated control of a vehicle according to the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms to be described later are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

1 is a block diagram illustrating an integrated control apparatus for a vehicle according to an embodiment of the present invention, and FIG. 2 is a circuit diagram illustrating a circuit configuration of an integrated control apparatus for a vehicle according to an embodiment of the present invention. , FIG. 3 is a circuit diagram illustrating a method in which an LCL filter is configured in an integrated control device for a vehicle according to an embodiment of the present invention, and FIGS. 4 and 5 are systems in an integrated control device for a vehicle according to an embodiment of the present invention. It is a circuit diagram showing the operation of the rectifier under a positive condition, and FIGS. 6 and 7 are circuit diagrams showing the operation of the rectifier under a system negative condition in the integrated control device for a vehicle according to an embodiment of the present invention, FIG. 8 and 9 are circuit diagrams illustrating the operation of the converter unit when the first DC voltage is boosted and the second DC voltage is stepped down in the integrated control device for a vehicle according to an embodiment of the present invention, and FIGS. 10 and 11 are the present invention is a circuit diagram illustrating the operation of the converter unit when the first DC voltage is stepped down and the second DC voltage is boosted in the integrated control device for a vehicle according to an embodiment of the present invention, and FIG. 12 is a vehicle integrated control according to an embodiment of the present invention. It is a circuit diagram showing the operation in the driving mode in the device, and FIG. 13 is a circuit diagram showing the operation in the starting mode in the integrated control device for a vehicle according to an embodiment of the present invention.

1 and 2 , the integrated control apparatus for a vehicle according to an embodiment of the present invention may include a rectifying unit 100 , a converter unit 200 , a control switch unit 300 , and a control unit 400 . .

The rectifier 100 converts the AC voltage from the grid (GRID, commercial power system) into a first DC voltage and supplies it to the DC-Link, or converts the first DC voltage from the DC-Link into an AC voltage to convert the first DC voltage to the grid (GRID) ) can be supplied. On the path where the AC voltage is supplied from the grid (GRID) to the rectifier 100, a starting motor (ie, a hybrid starter and generator (HSG)), a capacitor (C), and a control switch unit to be described later The first to fifth control switches (SW1-SW5) and the eighth control switch (SW8) included in 300 may be connected, and the three-phase starting motor (HSG) and the capacitor (C) are the grid (GRID) Construct an LCL filter that performs harmonic filtering of AC power from

As shown in FIG. 2 , the rectifying unit 100 includes a first upper switch SH1 and a first lower switch SL1 connected in series at a first node N1 , and a second node connected in series at the second node N2 . It can be implemented as a two-phase H-Bridge AC-DC converter for Power Factor Correction (PFC) including two upper switches (SH2) and a second lower switch (SL2), and the first upper switch (SH1) is a DC-Link and a first node (N1), a first lower switch (SL1) is connected between the first node (N1) and a reference node, and a second upper switch (SH2) is a DC-Link and a second node ( N2), and the second lower switch SL2 may be connected between the second node N2 and the reference node. Each switch (SH1, SH2, SL1, SL2) included in the rectifier 100 is turned on and turned off by the control unit 400 to be described later is controlled to the DC-Link DC voltage (ie, the first DC voltage) and power conversion between the AC voltage of the grid GRID.

The converter unit 200 may include a first three-phase inverter 210 , a one-phase switch unit 220 , and a three-phase traveling motor (MOT). The first three-phase inverter 210 may receive a second DC voltage from the battery BT to drive a three-phase driving motor (MOT) for driving the vehicle, and the one-phase switch unit 220 may be DC-Link and a reference node.

Specifically, as shown in FIG. 2 , the 1-phase switch unit 220 may include a third upper switch SH3 and a third lower switch SL3 connected in series at the third node N3 . The third upper switch SH3 may be connected between the DC-Link and the third node N3 , and the third lower switch SL3 may be connected between the third node N3 and the reference node.

The first three-phase inverter 210 includes a fourth upper switch SH4 and a fourth lower switch SL4 connected in series at the fourth node N4, and a fifth upper switch connected in series at the fifth node N5 ( SH5 ) and a fifth lower switch SL5 , and a sixth upper switch SH6 and a sixth lower switch SL6 connected in series at the sixth node N6 . Each of the fourth to sixth upper switches SH4 to SH6 has one terminal connected to the (+) terminal of the battery BT and each other terminal is connected to the fourth to sixth nodes N4 to N6, respectively. can Each of the fourth to sixth lower switches SL4 - SL6 has one terminal connected to the fourth to sixth nodes N4 to N6, respectively, and each other terminal is connected to the negative (-) terminal of the battery BT. can The first to third phase inductors (not shown) of the three-phase traveling motor MOT may be respectively connected to fourth to sixth nodes N4 to N6, and the neutral line is a seventh control switch SW7 to be described later. ) may be connected to the above-described third node N3.

Through the connection between the 1-phase switch unit 220, the 3-phase inverter 210, and the 3-phase traveling motor (MOT) shown in FIG. 2 , the converter unit 200 provides a first DC voltage of DC-Link and a battery (BT). It can operate as a buck-boost converter that performs power conversion of step-up and step-down in both directions between the second DC voltage of BT) to configure the second three-phase inverter INV2 for driving the three-phase starting motor HSG for starting the vehicle by receiving the second DC voltage.

The control switch unit 300 may include first to eighth control switches SW1 - SW8. The first control switch SW1 may control the connection between both terminals ((+) terminal) of the grid GRID and the three-phase starting motor HSG (the first phase inductor of). The second control switch SW2 may control the connection between the negative terminal ((-) terminal) of the grid GRID and the first node N1 . The third control switch SW3 may control the connection between the three-phase starting motor HSG (the first phase inductor of) and the third node N3 . The fourth control switch SW4 may control the connection between the three-phase starting motor HSG (the third-phase inductor of) and the first node N1 . The fifth control switch SW5 may intercept the connection between the node A (NA) and the node B (NB), wherein the node A is the first control switch SW1 and the first of (HSG) It is defined as a node to which the phase inductor) is connected, and node B is defined as a node to which the fourth control switch SW4 and the three-phase starting motor HSG (the third phase inductor of) are connected. The sixth control switch SW6 may control the connection between the DC-Link and the converter unit 200 (which may be expressed as a connection between the DC-Link and the (+) terminal of the battery BT). The seventh control switch SW7 may intermittently control the connection between the third node N3 and the three-phase traveling motor MOT (the neutral line of the). The eighth control switch SW8 may intermittently the connection between the three-phase starter motor HSG (the neutral line of) and the capacitor C, and the eighth control switch SW8 is turned on as shown in FIG. As a result, the three-phase starting motor (HSG) and the capacitor (C) are connected to form an LCL filter for harmonic filtering. The control unit 400 to be described later turns on the eighth control switch SW8 in the charging mode and the discharging mode associated with the grid GRID, and the eighth control switch SW8 in the driving mode and starting mode separated from the grid GRID ( SW8) can be turned off. The turn-on and turn-off of the control switch unit 300 may be controlled by the control unit 400 according to a charging mode, a discharging mode, a driving mode, and a starting mode, which will be described later.

The first to sixth upper switches SH1 to SH6, the first to sixth lower switches SL1 to SL6, and the first to eighth control switches SW1 to SW8 are a Field Effect Transistor (FET), BJT ( Bipolar Junction Transistor) or relay switch, etc., may be implemented in various switch types, and FIGS. 2 to 13 show that the first to sixth upper switches SH1 to SH6 and the first to sixth lower switches SL1 to SL6 are FETs. and shows an example in which the first to eighth control switches SW1 to SW8 are implemented as relay switches.

The control unit 400 controls the operations of the rectifying unit 100 , the converter unit 200 , and the control switch unit 300 , the charging mode in which the battery BT is charged based on the first DC voltage from the DC-Link, the battery A discharge mode in which BT is discharged, a drive mode in which the three-phase traveling motor MOT is driven based on the second DC voltage from the battery BT, and a three-phase start based on the second DC voltage from the battery BT A start mode in which the motor HSG is driven may be selectively performed. That is, the control unit 400 includes the rectifying unit 100, the converter unit 200 and the control switch unit according to the vehicle state (driving state, IGN ON state, ignition OFF state, SOC (State Of Charge) of the battery BT). By controlling the operation of 300 , any one of a charging mode, a discharging mode, a driving mode, and a starting mode may be performed.

Based on the circuit configuration described above, the operation in the charging mode, the discharging mode, the driving mode, and the starting mode will be described in detail.

The control unit 400 turns on the first, second, fifth, and seventh control switches SW1, SW2, SW5, and SW7 in the charging mode and the discharging mode, and the third, fourth, and sixth control switches SW3 , SW4, SW6) are turned off to charge power leading to the grid (GRID), three-phase starter motor (HSG), rectifier 100, converter unit 200, three-phase driving motor (MOT) and battery (BT) A discharge line can be formed. In addition, the control unit 400 turns off the sixth and seventh control switches SW6 and SW7 in the driving mode so that the first three-phase inverter 210 and the three-phase driving motor MOT are connected to the one-phase switch unit 220 . A driving line leading to the battery BT, the first three-phase inverter 210, and the three-phase driving motor MOT may be formed by electrically separating from the battery BT. Then, the control unit 400 turns on the third, fourth, and sixth control switches SW3, SW4, and SW6 in the starting mode and turns off the fifth and seventh control switches SW5 and SW7 to turn off the battery BT ), the second three-phase inverter INV2 and the three-phase starting motor HSG may form a starting line. In the driving mode and the starting mode, the first and second control switches SW1 and SW2 are maintained in a turned-off state.

The operation of the rectifier 100 under the control of the controller 400 in the charging mode and the discharging mode will be described in detail.

The control unit 400 controls the first and second upper switches SH1 and SH2 when the system is a positive condition (that is, a condition in which positive AC power is supplied from the grid GRID) in the charging mode and the discharging mode. A first operation mode for turning off and turning on the first and second lower switches SL1 and SL2, and turning on the second upper switch SH2 and the first lower switch SL1 and turning on the first upper switch SH1 ) and the second operation mode for turning off the second lower switch SL2 may be repeatedly performed.

4 illustrates a current flow according to the operation of the rectifier 100 in the first operation mode. As described above, the controller 400 may turn off the first and second upper switches SH1 and SH2 and turn on the first and second lower switches SL1 and SL2 in the first operation mode. Accordingly, as shown in Figure 4, both terminals ((+) terminal) of the grid (GRID), three-phase starting motor (HSG), the second node (N2), the second lower switch (SL2), the reference node, A current path connected to the first lower switch SL1, the first node N1, and the negative terminal ((-) terminal) of the grid GRID may be formed.

5 illustrates a current flow according to the operation of the rectifier 100 in the second operation mode. As described above, the control unit 400 turns on the second upper switch SH2 and the first lower switch SL1 and turns on the first upper switch SH1 and the second lower switch SL2 in the second operation mode. can be turned off Accordingly, as shown in Figure 4, both terminals ((+) terminal) of the grid (GRID), three-phase starting motor (HSG), the second node (N2), the second upper switch (SH2) and DC-Link A current path may be formed, and a current path connected to the reference node, the first lower switch SL1, the first node N1, and the negative terminal of the grid GRID may be formed.

The control unit 400 causes the rectifier 100 to convert the AC voltage from the grid GRID to the first DC voltage by repeatedly performing the first operation mode and the second operation mode when the grid is positive in the charging mode and the discharging mode. It can be converted to DC-Link and supplied to DC-Link (charge mode), or the first DC voltage can be converted into AC voltage and supplied to the grid (GRID) (discharge mode).

Meanwhile, the control unit 400 controls the first and second upper switches SH1 and SH2 when the negative AC power is supplied from the grid GRID under a grid negative condition (ie, a condition in which negative AC power is supplied from the grid GRID) in the charging mode and the discharging mode. ) is turned on and the first and second lower switches SL1 and SL2 are turned off, and the first upper switch SH1 and the second lower switch SL2 are turned on and the second upper switch is turned off. A fourth operation mode for turning off SH2 and the first lower switch SL1 may be repeatedly performed.

6 illustrates a current flow according to the operation of the rectifier 100 in the third operation mode. As described above, the controller 400 may turn on the first and second upper switches SH1 and SH2 and turn off the first and second lower switches SL1 and SL2 . Accordingly, as shown in Figure 6, the negative terminal of the grid (GRID), the first node (N1), the first upper switch (SH1), DC-Link, the second upper switch (SH2), the second node (N2) ), a current path connected to both terminals of the three-phase starter motor (HSG) and the grid (GRID) may be formed.

7 illustrates a current flow according to the operation of the rectifier 100 in the fourth operation mode. As described above, the control unit 400 turns on the first upper switch SH1 and the second lower switch SL2 and turns on the second upper switch SH2 and the first lower switch SL1 in the fourth operation mode. can be turned off Accordingly, as shown in FIG. 7 , a current path connected to the negative terminal of the grid GRID, the first node N1, the first upper switch SH1 and DC-Link is formed, and the reference node, the second A current path connected to both terminals of the lower switch SL2 , the second node N2 , the three-phase starter motor HSG, and the grid GRID may be formed.

The control unit 400 causes the rectification unit 100 to convert the AC voltage from the grid GRID to the first DC voltage by repeatedly performing the third operation mode and the fourth operation mode when the system is negative in the charging mode and the discharging mode. It can be converted to DC-Link and supplied to DC-Link (charge mode), or the first DC voltage can be converted into AC voltage and supplied to the grid (GRID) (discharge mode).

Next, the operation of the converter unit 200 under the control of the controller 400 in the charging mode and the discharging mode will be described in detail.

The control unit 400 controls the converter unit 200 based on the comparison result between the first and second DC voltages in the charging mode to increase or decrease the first DC voltage to charge the battery BT, and to charge the battery BT in the discharging mode. and controlling the converter unit 200 based on the comparison result between the second DC voltages to increase or decrease the second DC voltage, thereby discharging the battery BT.

As described above, the battery BT mounted on the vehicle may be equipped with a battery having various voltages from a low voltage battery to a high voltage battery, and accordingly, the voltage for charging the battery BT is the rated voltage of the battery BT and the battery BT. Since it is necessary to match, in this embodiment, the battery BT is charged by boosting or stepping down the first DC voltage through comparison between the first DC voltage of DC-Link and the second DC voltage of the battery BT, and A configuration in which the battery BT is discharged by stepping up or stepping down the second DC voltage is employed. In this case, when the second DC voltage is greater than the first DC voltage, the controller 400 controls the converter 200 to boost the first DC voltage (charging mode) or step-down the second DC voltage (discharge mode) , when the first DC voltage is greater than the second DC voltage, the converter unit 200 may be controlled to step-down the first DC voltage (charging mode) or boost the second DC voltage (discharge mode).

Specifically, when the second DC voltage is greater than the first DC voltage, the controller 400 increases the first DC voltage in the charging mode and step-down the second DC voltage in the discharging mode. 3 In a state in which the upper switch SH3 is turned on, the fourth to sixth upper switches SH4 to SH6 are turned off and the fourth to sixth lower switches SL4 to SL6 are turned on in a fifth operation mode; , a sixth operation mode of turning on the fourth to sixth upper switches SH4 - SH6 and turning off the fourth to sixth lower switches SL4 - SL6 may be repeatedly performed.

8 illustrates a current flow according to the operation of the converter unit 200 in the fifth operation mode. As described above, the controller 400 may turn off the fourth to sixth upper switches SH4 - SH6 and turn on the fourth to sixth lower switches SL4 - SL6 in the fifth operation mode. Accordingly, as shown in FIG. 8 , DC-Link, the third upper switch (SH3), the third node (N3), the three-phase traveling motor (MOT) (the first to third phase inductors of), the fourth Current paths connected to the sixth to sixth nodes N4 to N6, the fourth to sixth lower switches SL4 to SL6, and the reference node may be formed.

9 illustrates a current flow according to the operation of the converter unit 200 in the sixth operation mode. As described above, the controller 400 may turn off the fourth to sixth upper switches SH4 - SH6 and turn on the fourth to sixth lower switches SL4 - SL6 in the sixth operation mode. Accordingly, as shown in FIG. 9, DC-Link, the third upper switch (SH3), the third node (N3), the three-phase traveling motor (MOT) (the first to third phase inductors of), the fourth Current paths connected to the sixth to sixth nodes N4 to N6 , the fourth to sixth upper switches SH4 to SH6 , and the battery BT may be formed.

The control unit 400 causes the converter unit 200 to convert the first DC voltage by repeatedly performing the fifth operation mode and the sixth operation mode while the third upper switch SH3 is turned on in the charging mode and the discharging mode. The second DC voltage may be boosted to be supplied to the battery BT (charging mode) or the second DC voltage may be stepped down to the first DC voltage to be supplied to the rectifier 100 (discharge mode).

Next, if the operation when the first DC voltage is greater than the second DC voltage will be described in detail, the controller 400 is configured to step-down the first DC voltage in the charging mode and boost the second DC voltage in the discharging mode. case, a seventh operation mode of turning on the third upper switch (SH3) and turning off the third lower switch (SL3) in a state in which the fourth to sixth upper switches (SH4 - SH6) are turned on; An eighth operation mode in which the third upper switch SH3 is turned off and the third lower switch SL3 is turned on may be repeatedly performed.

10 illustrates a current flow according to the operation of the converter unit 200 in the seventh operation mode. As described above, the controller 400 may turn on the third upper switch SH3 and turn off the third lower switch SL3 in the seventh operation mode. Accordingly, as shown in FIG. 10, DC-Link, the third upper switch (SH3), the third node (N3), the three-phase traveling motor (MOT) (the first to third phase inductors of), the fourth Current paths connected to the sixth to sixth nodes N4 to N6 , the fourth to sixth upper switches SH4 to SH6 , and the battery BT may be formed.

11 illustrates a current flow according to the operation of the converter unit 200 in the eighth operation mode. As described above, the controller 400 may turn off the third upper switch SH3 and turn on the third lower switch SL3 in the eighth operation mode. Accordingly, as shown in FIG. 11 , the third node N3, the three-phase traveling motor MOT (the first to third phase inductors of), the fourth to sixth nodes N4 to N6, and the fourth A current path connected to the sixth to sixth upper switches SH4 - SH6, the battery BT, and the third lower switch SL3 may be formed.

The control unit 400 causes the converter unit 200 to repeatedly perform the seventh operation mode and the eighth operation mode while the fourth to sixth upper switches SH4 to SH6 are turned on in the charging mode and the discharging mode. The first DC voltage may be stepped down to the second DC voltage and supplied to the battery BT (charging mode) or the second DC voltage may be boosted to the first DC voltage and supplied to the rectifier 100 (discharge mode).

Next, the operation in the driving mode and the starting mode will be specifically described.

As shown in FIG. 12 , the control unit 400 turns off the sixth and seventh control switches SW6 and SW7 in the driving mode so that the first three-phase inverter 210 and the three-phase driving motor MOT are set to 1 By electrically separating from the phase switch unit 220 , a driving line leading to the battery BT, the first three-phase inverter 210 , and the three-phase driving motor MOT may be formed. Accordingly, the control unit 400 may control the first three-phase inverter 210 to drive the three-phase traveling motor (MOT), and a normal PWM (Pulse Width Modulation) for the first three-phase inverter 210 . It is possible to drive a three-phase traveling motor (MOT) through control.

In addition, as shown in FIG. 13 , the control unit 400 turns on the third, fourth, and sixth control switches SW3, SW4, and SW6 in the starting mode, and the fifth and seventh control switches SW5 and SW7 ), it is possible to form a starting line leading to the battery BT, the second three-phase inverter INV2, and the three-phase starting motor HSG. Accordingly, the control unit 400 may control the second three-phase inverter INV2 to drive the three-phase starting motor HSG, and a normal PWM (Pulse Width Modulation) for the second three-phase inverter INV2. The control can drive a three-phase starter motor (HSG).

The above-described starting mode, driving mode, charging mode, and discharging mode are selected by the controller 400 according to the vehicle state (driving state, IGN ON state, ignition OFF state, SOC (State Of Charge) of the battery BT) can be performed with

That is, when the vehicle is IGN ON, the control unit 400 may perform the starting mode for starting the vehicle, and may perform the driving mode for driving the vehicle during general driving after the vehicle is started on. Then, after the vehicle is turned off, the controller 400 performs the charging mode when the SOC of the battery BT is less than or equal to a preset first reference value, and discharges when the SOC of the battery BT is greater than or equal to the preset second reference value. mode can be performed. The first reference value is an SOC that requires charging of the battery BT, and may be designed in various ways according to a designer's intention and set in advance in the controller 400 . Also, the second reference value may be preset in the controller 400 as the SOC value when the battery BT is fully charged as the SOC that requires discharging of the battery BT. In the charging mode and the discharging mode, the operations of the rectifier 100 and the converter 200 are the same as described above, but only the energy transfer direction may be reversed according to the size of the SOC of the battery BT.

14 is a flowchart illustrating an integrated control method of a vehicle according to an embodiment of the present invention.

When the integrated control method of a vehicle according to an embodiment of the present invention will be described with reference to FIG. 14 , first, the control unit 400 controls the three-phase starter motor HSG based on the second DC voltage from the battery BT. The vehicle is started through the starting mode (S100). In step S100 , the control unit 400 turns on the third, fourth, and sixth control switches SW3, SW4, and SW6 and turns off the fifth and seventh control switches SW5 and SW7 to thereby turn off the battery BT. After forming a starting line leading to the second three-phase inverter INV2 and the three-phase starting motor HSG, the second three-phase inverter INV2 is controlled to drive the three-phase starting motor HSG. This step S100 may be performed when the vehicle is in the IGN ON state.

After the vehicle is started through step S100 , the controller 400 drives the vehicle through a driving mode in which the three-phase driving motor MOT is driven based on the second DC voltage from the battery BT ( S200 ). ). In step S200 , the control unit 400 turns off the sixth and seventh control switches SW6 and SW7 so that the first three-phase inverter 210 and the three-phase driving motor MOT are connected to the one-phase switch unit 220 with the After forming a driving line leading to the battery BT, the first three-phase inverter 210, and the three-phase driving motor (MOT) by electrically separating, the first three-phase inverter 210 is controlled to control the three-phase driving motor (MOT) is driven.

Next, the control unit 400 determines whether the vehicle's ignition is turned off after the driving mode is completed as the driving of the vehicle is completed ( S300 ).

When it is determined that the vehicle's ignition is off in step S300 , the control unit 400 detects a stage of charge (SOC) of the battery BT ( S400 ).

Next, the control unit 400 controls the operations of the rectifier 100, the converter 200, and the control switch unit 300 according to the SOC of the battery BT detected in step S400 to control the operation of the DC-Link 1 A charging mode in which the battery BT is charged and a discharging mode in which the battery BT is discharged are selectively performed based on the DC voltage (S500). In step S500 , the controller 400 performs the charging mode when the SOC of the battery BT is less than or equal to a preset first reference value, and performs the discharging mode when the SOC of the battery BT is greater than or equal to the preset second reference value. The second reference value may be set to a value greater than the first reference value.

In addition, in step S500, the controller 400 turns on the first, second, fifth, and seventh control switches SW1, SW2, SW5, SW7 in the charging mode and the discharging mode, and the third, fourth, Turning off the sixth control switch (SW3, SW4, SW6), the system (GRID), three-phase starting motor (HSG), rectifying unit 100, converter unit 200, three-phase traveling motor (MOT) and battery ( BT) to form a power charge/discharge line.

Specifically, in step S400, when the system is a positive condition, the control unit 400 turns off the first and second upper switches SH1 and SH2 and turns off the first and second lower switches SL1 and SL2. A first operation mode for turning on, and a second operation mode for turning on the second upper switch SH2 and the first lower switch SL1 and turning off the first upper switch SH1 and the second lower switch SL2 is performed repeatedly. When the system is negative, the control unit 400 turns on the first and second upper switches SH1 and SH2 and turns off the first and second lower switches SL1 and SL2. The operation mode and the fourth operation mode in which the first upper switch SH1 and the second lower switch SL2 are turned on and the second upper switch SH2 and the first lower switch SL1 are turned off are repeatedly performed do.

Meanwhile, in step S400 , the control unit 400 controls the converter unit 200 based on the comparison result between the first and second DC voltages to increase or decrease the first DC voltage to charge the battery BT, and to perform a discharge mode. The battery BT is discharged by controlling the converter unit 200 to step-up or step-down the second DC voltage based on the comparison result between the first and second DC voltages.

Specifically, when the second DC voltage is greater than the first DC voltage, the controller 400 turns off the fourth to sixth upper switches SH4 to SH6 while the third upper switch SH3 is turned on. and a fifth operation mode for turning on the fourth to sixth lower switches SL4 to SL6, and a fifth operation mode for turning on the fourth to sixth upper switches SH4 to SH6 and turning on the fourth to sixth lower switches SL4 to SL6 ) is repeatedly performed in the sixth operation mode to turn off. If the first DC voltage is greater than the second DC voltage, the control unit 400 turns on the third upper switch SH3 while the fourth to sixth upper switches SH4 - SH6 are turned on, and A seventh operation mode in which the third lower switch SL3 is turned off and an eighth operation mode in which the third upper switch SH3 is turned off and the third lower switch SL3 is turned on are repeatedly performed.

Operations of the rectifying unit 100 and the converter unit 200 in the above-described step S500 are the same in the charging mode and the discharging mode, but only the energy transfer direction may be reversed.

As such, the present embodiment proposes a circuit configuration that integrally performs each function of a driving motor system for driving a conventional vehicle, a starter generator system for starting a vehicle, and an OBC for battery charging, thereby providing the size and weight of the system. And it can reduce the cost, and minimize the ripple of the current supplied to the battery by configuring 3 converters in parallel for power conversion between the battery voltage and the DC-Link voltage, thereby extending the battery life and solving the heat problem. In addition, by implementing a bidirectional power flow line based on an integrated circuit consisting of a rectifier, a control switch, and a converter, it is possible to integrally control charging and discharging of the battery.

Although the present invention has been described with reference to the embodiment shown in the drawings, this is merely exemplary, and it is understood that various modifications and equivalent other embodiments are possible by those skilled in the art. will understand Accordingly, the true technical protection scope of the present invention should be defined by the following claims.

GRID: strain
HSG: 3-phase starting motor
C: capacitor
100: rectifier
200: converter unit
210: first three-phase inverter
220: 1-phase switch unit
INV2: 2nd 3-phase inverter
MOT: 3-phase traveling motor
300: control switch unit
400: control unit
SH1 to SH6: first to sixth upper switches
SL1 to SL6: first to sixth lower switches
SW1 to SW8: first to eighth control switches
BT: battery

Claims (20)

a rectifying unit converting the AC voltage from the grid into a first DC voltage and supplying it to the DC-Link, or converting the first DC voltage from the DC-Link into an AC voltage and supplying it to the grid; and
A first three-phase inverter for driving a three-phase driving motor for driving a vehicle by receiving a second DC voltage from a battery, and a one-phase switch unit connected between the DC-Link and a reference node, the first and Including a; converter unit for performing power conversion between the second DC voltage,
The rectifying unit and the 1-phase switch unit constitute a second 3-phase inverter configured to receive the second DC voltage from the battery and drive a 3-phase starter motor for starting the vehicle,
a control switch unit including one or more control switches for controlling charging and discharging of the battery and driving of the three-phase driving motor and the three-phase starting motor;
further comprising,
The rectifying unit includes a first upper switch and a first lower switch connected in series at a first node, and a second upper switch and a second lower switch connected in series at a second node,
The one-phase switch unit includes a third upper switch and a third lower switch connected in series at a third node,
The control switch unit includes a first control switch that regulates the connection between the positive terminals of the system and the three-phase starting motor, a second control switch that regulates the connection between the negative terminal of the system and the first node, and the three-phase start A third control switch controlling the connection between the motor and the third node, a fourth control switch controlling the connection between the three-phase starting motor and the first node, the first control switch and the three-phase starting motor are connected a node, and a fifth control switch that regulates a connection between a node to which the fourth control switch and the three-phase starting motor are connected, a sixth control switch that regulates a connection between the DC-Link and the converter unit, and the third and a seventh control switch controlling a connection between the node and the three-phase driving motor.
According to claim 1,
A charging mode in which the battery is charged based on the first DC voltage from the DC-Link, a discharging mode in which the battery is discharged, and a second output from the battery by controlling the operations of the rectifying unit, the converter unit, and the control switch unit A control unit for selectively performing a driving mode in which the three-phase driving motor is driven based on a DC voltage and a starting mode in which the 3-phase starting motor is driven based on a second DC voltage from the battery; characterized by further comprising: the vehicle's integrated control system.
3. The method of claim 2,
The first three-phase inverter includes a fourth upper switch and a fourth lower switch connected in series at a fourth node, a fifth upper switch and a fifth lower switch connected in series at a fifth node, and a sixth node connected in series An integrated control device for a vehicle, comprising a sixth upper switch and a sixth lower switch.
delete 4. The method of claim 3,
The control unit, in the charging mode and the discharging mode, turns on the first, second, fifth, and seventh control switches and turns off the third, fourth, and sixth control switches, the system, and forming a power charge/discharge line connected to the three-phase starting motor, the rectifier, the converter, the three-phase driving motor, and the battery.
6. The method of claim 5,
The control unit, when the system positive (positive) condition in the charging mode and the discharging mode, a first operation mode for turning off the first and second upper switches and turning on the first and second lower switches; , a second operation mode of turning on the second upper switch and the first lower switch and turning off the first upper switch and the second lower switch.
6. The method of claim 5,
A third operation mode for turning on the first and second upper switches and turning off the first and second lower switches when the control unit is in a system negative condition in the charging mode and the discharging mode; , a fourth operation mode of turning on the first upper switch and the second lower switch and turning off the second upper switch and the first lower switch.
6. The method of claim 5,
The control unit controls the converter unit based on a comparison result between the first and second DC voltages in the charging mode to increase or decrease the first DC voltage to charge the battery, and to charge the battery in the discharging mode. and discharging the battery by boosting or stepping down the second DC voltage by controlling the converter unit based on a comparison result between the second DC voltages.
9. The method of claim 8,
The control unit may include, when stepping up the first DC voltage in the charging mode and stepping down the second DC voltage in the discharging mode, in a state in which the third upper switch is turned on, the fourth to sixth a fifth operation mode in which an upper switch is turned off and the fourth to sixth lower switches are turned on, and a sixth operation mode in which the fourth to sixth upper switches are turned on and the fourth to sixth lower switches are turned off An integrated control device for a vehicle, characterized in that the operation mode is repeatedly performed.
9. The method of claim 8,
The control unit may include, when stepping down the first DC voltage in the charging mode and boosting the second DC voltage in the discharging mode, in a state in which the fourth to sixth upper switches are turned on, the third A seventh operation mode in which an upper switch is turned on and the third lower switch is turned off and an eighth operation mode in which the third upper switch is turned off and the third lower switch is turned on are repeatedly performed The integrated control system of the vehicle.
4. The method of claim 3,
The control unit may turn off the sixth and seventh control switches in the driving mode so that the first three-phase inverter and the three-phase driving motor are electrically separated from the one-phase switch unit to electrically separate the battery, the first An integrated control device for a vehicle, characterized in that a three-phase inverter and a drive line leading to the three-phase driving motor are formed.
4. The method of claim 3,
The control unit, the battery, the second three-phase inverter and the three-phase starting motor by turning on the third, fourth, and sixth control switches and turning off the fifth and seventh control switches in the starting mode An integrated control device for a vehicle, characterized in that forming a starting line leading to
4. The method of claim 3,
a capacitor connected between the three-phase starter motor and a reference node to form an LCL filter together with the three-phase starter motor in the charging mode;
The control switch unit further comprises an eighth control switch for intermittent connection between the three-phase starting motor and the capacitor,
and the control unit turns on the eighth control switch in the charging mode and the discharging mode, and turns off the eighth control switch in the driving mode and the starting mode.
a rectifying unit converting the AC voltage from the grid into a first DC voltage and supplying it to the DC-Link, or converting the first DC voltage from the DC-Link into an AC voltage and supplying it to the grid; and a first three-phase inverter for driving a three-phase driving motor for driving a vehicle by receiving a second DC voltage from a battery, and a one-phase switch unit connected between the DC-Link and a reference node, wherein the first and a converter unit that converts power between the second DC voltages, wherein the rectifier and the one-phase switch unit receive the second DC voltage from the battery to drive a three-phase starter motor for starting the vehicle A vehicle further comprising a; a control switch unit constituting a second three-phase inverter and comprising one or more control switches for controlling charging and discharging of the battery and driving of the three-phase driving motor and the three-phase starting motor As an integrated control method of a vehicle for controlling a device of
starting, by a controller, on the basis of a second DC voltage from the battery through a starting mode in which the three-phase starting motor is driven;
driving the vehicle through a driving mode in which the three-phase driving motor is driven based on the second DC voltage from the battery, by the controller after the vehicle is started;
determining, by the control unit, whether the vehicle is started off after the driving mode is completed;
detecting, by the controller, a stage of charge (SOC) of the battery when it is determined that the vehicle is started off; and
The control unit controls the operation of the rectifying unit, the converter unit, and the control switch unit according to the detected SOC of the battery, and a charging mode in which the battery is charged based on the first DC voltage from the DC-Link and the selectively performing a discharging mode in which the battery is discharged;
An integrated control method of a vehicle comprising a.
15. The method of claim 14,
The rectifying unit includes a first upper switch and a first lower switch connected in series at a first node, and a second upper switch and a second lower switch connected in series at a second node,
The one-phase switch unit includes a third upper switch and a third lower switch connected in series at a third node,
The first three-phase inverter includes a fourth upper switch and a fourth lower switch connected in series at a fourth node, a fifth upper switch and a fifth lower switch connected in series at a fifth node, and a sixth node connected in series An integrated control method of a vehicle comprising a sixth upper switch and a sixth lower switch.
16. The method of claim 15,
The control switch unit includes a first control switch that regulates the connection between the positive terminals of the system and the three-phase starting motor, a second control switch that regulates the connection between the negative terminal of the system and the first node, and the three-phase start A third control switch controlling the connection between the motor and the third node, a fourth control switch controlling the connection between the three-phase starting motor and the first node, the first control switch and the three-phase starting motor are connected a node, and a fifth control switch that regulates a connection between a node to which the fourth control switch and the three-phase starting motor are connected, a sixth control switch that regulates a connection between the DC-Link and the converter unit, and the third and a seventh control switch for controlling a connection between a node and the three-phase driving motor.
17. The method of claim 16,
In the starting-on step, the control unit,
After forming the starting line leading to the battery, the second three-phase inverter and the three-phase starting motor by turning on the third, fourth, and sixth control switches and turning off the fifth and seventh control switches , An integrated control method of a vehicle, characterized in that by controlling the second three-phase inverter to drive the three-phase starting motor.
17. The method of claim 16,
In the driving step, the control unit,
The battery, the first three-phase inverter, and the three-phase running motor are electrically separated from the one-phase switch unit by turning off the sixth and seventh control switches so that the first three-phase inverter and the three-phase driving motor are electrically separated from the one-phase switch unit. The integrated control method of a vehicle, characterized in that after forming a drive line leading to the motor, the first three-phase inverter is controlled to drive the three-phase driving motor.
17. The method of claim 16,
In the performing step, the control unit,
The charging mode is performed when the SOC of the battery is less than or equal to a preset first reference value, and the discharging mode is performed when the SOC of the battery is greater than or equal to a preset second reference value, wherein the second reference value is greater than the first reference value The integrated control method of the vehicle, characterized in that it is set to.
17. The method of claim 16,
In the performing step, the control unit,
In the charging mode and the discharging mode, by turning on the first, second, fifth, and seventh control switches and turning off the third, fourth, and sixth control switches, the system, the three-phase start The integrated control method of a vehicle, characterized in that forming a power charge/discharge line connected to the motor, the rectifier, the converter, the three-phase driving motor, and the battery.

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