KR102361273B1 - Generation active power decoupling circuit using electric vehicle driving system - Google Patents

Abstract

The present invention applies a parallel type active power decoupling system using a stator inductance of an electric vehicle motor and a power switch of an inverter, so that additional components for an active power decoupling circuit can be minimized, thereby reducing costs and reducing power density The purpose of the present invention is to provide a parallel type active power decoupling circuit using an electric vehicle drive system that can improve reliability and improve reliability by reducing the ripple current of the inductor current by using the three-phase interleaved PWM method.
In order to achieve the above object, a parallel type active power decoupling circuit using an electric vehicle driving system according to the present invention is provided between a load and a power supply that is connected to an AC power source and supplies DC power including a high frequency component for charging an electric vehicle An active decoupling circuit using an electric vehicle driving system comprising: a DC-link capacitor module including a plurality of capacitors connected in series through an intermediate node, both ends of which are connected in parallel with the power supply unit and the load; a semiconductor switch of an inverter; comprising an inverter connected to the DC-link capacitor module and a DC terminal, a motor including a plurality of stator coils respectively connected to the inverter and the intermediate node, and a controller for controlling a semiconductor switch of the inverter, The controller may control the semiconductor switch of the inverter such that the amount of the high frequency component of the power supplied to the load is reduced compared to the amount of the high frequency component of the output power of the power supply unit.

Description

Parallel type active power decoupling circuit using electric vehicle driving system

The present invention relates to a parallel type active power decoupling circuit using an electric vehicle drive system, and more particularly, to a parallel type active power decoupling circuit using an electric vehicle drive system capable of minimizing additional components and improving power density in an electric vehicle .

With the recent growth of the electric vehicle market, many studies are being conducted on on-board chargers with high efficiency, high power density, high reliability, and low cost.

In general, electric vehicles have been developed for the purpose of replacing limited fluid energy with new energy sources and as a measure to prevent environmental pollution, which is getting serious day by day. .

Referring to Korean Patent Application Laid-Open No. 10-2018-0034042, a conventional battery charging system for an electric vehicle supplies an electric motor 10 and driving power to the electric motor 10 as shown in FIG. 1 . In the large-capacity battery 20 and the electric motor 10 for

In order to control the torque of the generated power, the drive power supplied from the large-capacity battery 20 is supplied from the outside through the inverter 30 and the inlet 120 for supplying the electric motor 20 by the PWM method. A virtual large-capacity on-board charging means for charging the large-capacity battery 20 by using an incoming AC voltage is formed.

Conventionally, an on-board charger mounted on an electric vehicle has a secondary ripple power problem because it converts single-phase ac power to a constant dc power for charging or discharging the battery. For this purpose, a passive decoupling method using an electrolytic capacitor having a large capacitance has been widely used.

Figure 2 is a conventional power conversion system including a battery charger and traction drive in an EV system, in which a grid-connected single-phase converter essentially generates ripple power pulsating twice the line frequency when operating in unit power factor correction mode.

However, the use of the electrolytic capacitor has a problem in that the power density is lowered by shortening the system lifespan and increasing the volume.

To solve this problem, an active power decoupling circuit could be applied to the OBC as shown in FIG. 3 .

However, building active power decoupling circuits in single-phase power conversion systems requires adding more power switches and energy storage to handle the inherent secondary ripple power, which increases system volume and cost due to these component requirements. can do.

Republic of Korea Patent Publication No. 10-2018-0034042 (published on April 4, 2018)

The present invention has been devised to solve the above problems, and by applying a parallel type active power decoupling system using a stator inductance of an electric vehicle motor and a power switch of an inverter, additional components for an active power decoupling circuit can be minimized. Parallel type active power decoupling circuit using an electric vehicle drive system that can reduce cost, improve power density by reducing volume, and improve reliability by reducing the ripple current of the inductor current using the 3-phase interleaved PWM method Its purpose is to provide

A parallel type active power decoupling circuit using an electric vehicle driving system according to the present invention is an active electric vehicle driving system provided between a load and a power supply that is connected to an AC power source and supplies DC power including a high frequency component for charging an electric vehicle. A decoupling circuit comprising: a DC-link capacitor module including a plurality of capacitors connected in series through an intermediate node, both ends of which are connected in parallel with the power supply unit and the load; and a semiconductor switch of an inverter, the DC-link an inverter to which a capacitor module and a DC terminal are connected, a motor including a plurality of stator coils respectively connected to the inverter and the intermediate node, and a controller for controlling a semiconductor switch of the inverter, wherein the controller is the output of the power supply It may be characterized in that the semiconductor switch of the inverter is controlled so that the amount of the high frequency component of the power supplied to the load is reduced compared to the amount of the high frequency component of the power.

Furthermore, the plurality of stator coils may have one end connected to the AC terminal of the inverter, and the other end connected in common to the intermediate node.

Furthermore, the parallel type active power decoupling circuit using the electric vehicle driving system according to the present invention may further include a mode changeover switch provided between the motor and the DC-link capacitor module.

In this case, the controller recognizes whether the electric vehicle is in a charging mode or a driving mode, and turns on or off the mode changeover switch according to the mode of the electric vehicle to electrically connect or cut off the motor and the intermediate node. have.

In addition, when the electric vehicle is in the charging mode, the controller turns on the mode change switch to electrically connect the motor and the intermediate node, and controls the semiconductor switch of the inverter to control a high-frequency component of the output power of the power supply unit Compared to , it may be characterized in that a high frequency component of the power supplied to the load is reduced.

More preferably, the controller includes a charging mode control module for controlling the inverter when the mode of the electric vehicle is a charging mode, and a driving mode controller for controlling the inverter when the mode of the electric vehicle is a driving mode, The charging mode control module includes a phase current command generation unit for generating a phase current command applied to the motor based on the DC-link voltage of the inverter, a phase detection unit for detecting the phase of AC power of the power supply unit, the motor A high-frequency component of the voltage of the DC-link based on a current sensing unit measuring the applied phase current, the phase current command, the phase current measured by the current sensing unit, and the phase of the AC power detected by the phase detection unit It may include a current control unit for calculating the voltage command of the inverter applied to the motor to reduce the voltage, and a PWM generation unit for generating a control signal of the semiconductor switch of the inverter based on the voltage command of the inverter.

In this case, the phase current command generation unit includes a band-pass filter unit for extracting a predetermined frequency band component of the DC terminal voltage of the inverter, an absolute value calculation unit for calculating an absolute value of an output of the band-pass filter unit, and the absolute value calculation a predetermined frequency band component of the band-pass filter unit, comprising: an integrator outputting a value obtained by integrating a difference between a negative output and an integrator output; and a current control module unit generating the phase current command so that an output value of the integrator approaches 0 may be set based on the frequency of the AC power.

In addition, the current control unit receives the phase current measured by the current sensing unit, and a first phase current having the same phase as the phase current measured by the current sensing unit, and a first phase current that changes the phase of the first phase current An all-pass filter unit that outputs two-phase current, receives the phase current and the second phase current, and calculates a phase current component in the synchronous coordinate system based on the synchronous coordinate system phase by adding a predetermined phase value to the phase of the AC power a first coordinate transformation unit that generates a first voltage command such that a difference between any first synchronous coordinate component of the phase current component on the synchronous coordinate system and the phase current command becomes 0, and a phase on the synchronous coordinate system A voltage control module unit including a second voltage command control unit that generates a second voltage command so that the second synchronization coordinate component, which is another component of the current component, becomes 0, and receives the first voltage command and the second voltage command , It may include a second coordinate transformation unit for generating a voltage command in the stationary coordinate system based on the phase of the synchronous coordinate system.

In this case, the PWM generator may generate a control signal of the semiconductor switch of the inverter in an interleaved PWM method based on the voltage command of the second coordinate converter.

The parallel type active power decoupling circuit using the electric vehicle driving system according to the present invention is manufactured by minimizing additional components by configuring the parallel type active power decoupling circuit using the stator coil of the motor and the semiconductor switch of the inverter respectively provided in the electric vehicle. It has the effect of reducing the cost, reducing the overall volume, improving the power density, and reducing the ripple current of the current to improve the operational reliability.

1 is an exemplary view of a conventional electric vehicle charging device + OBC configuration
2 is a conventional electric vehicle driving system and charging device circuit;
3 is an electric vehicle driving system and charging device circuit employing a conventional active power decoupling circuit;
4 is a system configuration circuit according to the present invention;
5 is a three parallel capacitor division type active power decoupling circuit using a traction system according to the present invention;
6 is a block diagram of voltage control according to the present invention;
7 is a block diagram of a virtual dq current controller according to the present invention;
8 is a block diagram of a parallel type active power decoupling control using an electric vehicle driving system according to the present invention;

Hereinafter, the technical idea of the present invention will be described in more detail with reference to the accompanying drawings. Prior to this, the terms or words used in the present specification and claims should not be construed as being limited to conventional or dictionary meanings, and the inventor should properly understand the concept of the term in order to best describe his invention. Based on the principle that it can be defined, it should be interpreted as meaning and concept consistent with the technical idea of the present invention.

Accordingly, the embodiments described in this specification and the configurations shown in the drawings are only the most preferred embodiment of the present invention and do not represent all the technical spirit of the present invention, so at the time of the present application, various It should be understood that there may be variations.

Hereinafter, the technical idea of the present invention will be described in more detail with reference to the accompanying drawings. Since the accompanying drawings are merely examples shown in order to explain the technical idea of the present invention in more detail, the technical idea of the present invention is not limited to the form of the accompanying drawings.

4 to 5 , the parallel type active power decoupling circuit 10 using the electric vehicle driving system according to the present invention is connected to the AC power source 110 for charging the electric vehicle and supplies DC power including a high frequency component. An active decoupling circuit using an electric vehicle driving system provided between a power supply unit 100 and a load 200 to a DC-link capacitor module 300 connected in parallel with the supply unit 100 and the load 200, and a semiconductor switch 410 of an inverter 400, wherein the DC-link capacitor module 300 and the DC terminal A motor 500 including a plurality of stator coils 510 respectively connected to the connected inverter 400 , the inverter 400 and the intermediate node 320 , and a semiconductor switch 410 of the inverter 400 . including a controller 600 for controlling , it may be characterized in that the semiconductor switch 410 of the inverter 400 is controlled.

The power supply unit 100 is composed of an AC power source 110 and an AC/DC converter 120 , and is configured to receive power from the outside, and the load 200 includes a battery 210 and DC/DC formed in an electric vehicle. It is composed of a DC converter 220 and is charged by receiving power from the power supply unit 100 .

The DC-link capacitor module 300 includes a plurality of capacitors 310 , one end connected to the power supply unit 100 , and the other end connected to the load 200 in parallel.

The motor 500 includes a plurality of stator coils 510 having one end connected to the inverter 400 and the other end connected to the intermediate node 320 , respectively, and the inverter 400 and the motor Reference numeral 500 is provided in the electric vehicle.

The controller 600 is configured to control the semiconductor switch 410 of the inverter 400 , and the power supply unit 100 reduces the power of the high-frequency component that is not completely converted even after passing the AC/DC converter 120 . It is characterized in that the semiconductor switch 410 of the inverter 400 is controlled so that the

That is, the parallel type active power decoupling circuit 10 using the electric vehicle driving system according to the present invention includes the stator coil 510 of the motor 500 and the semiconductor switch 410 of the inverter 400 provided in the electric vehicle, respectively. By constructing a parallel type active power decoupling circuit using can have an effect.

Referring to FIG. 4 , the plurality of stator coils 510 may have one end connected to the AC terminal of the inverter 400 and the other end commonly connected to the intermediate node 320 .

That is, one end of the plurality of stator coils 510 of the motor 500 is respectively connected to the first AC terminal, the second AC terminal, and the third AC terminal to be connected to the inverter 400 , and the other end is connected to the inverter 400 . It may be characterized in that it is commonly connected to the intermediate node 320 .

In addition, the parallel type active power decoupling circuit 10 using the electric vehicle driving system according to the present invention further includes a mode changeover switch 520 provided between the motor 500 and the DC-link capacitor module 300 , It can be characterized by being made.

The mode changeover switch 520 is formed between the motor 500 and the DC-link capacitor module 300 to control the electrical connection between the motor 500 and the DC-link capacitor module 300 . have.

At this time, the controller 600 recognizes whether the electric vehicle is in a charging mode or a driving mode, and turns on or off the mode changeover switch 520 according to the mode of the electric vehicle to turn on or off the motor 500 and the intermediate node 320 . It may be characterized in that it is electrically connected or cut off.

That is, in the electric vehicle itself, the state of the vehicle can be switched to a charging mode or a driving mode. The controller 600 recognizes the mode of the electric vehicle and controls the mode changeover switch 520 according to the mode of the electric vehicle. By doing so, it is possible to control the electrical connection between the motor 500 and the DC-link capacitor module 300 .

At this time, when the electric vehicle is in the charging mode, the controller 600 turns on the mode changeover switch 520 to electrically connect the motor 500 and the intermediate node 320 to the inverter 400 . By controlling the semiconductor switch 410 , it may be characterized in that the high frequency component of the power supplied to the load 200 is reduced compared to the high frequency component of the output power of the power supply unit 100 .

Also, when the electric vehicle is in the driving mode, the controller 600 may turn off the mode changeover switch 520 to cut off the electrical connection between the motor 500 and the intermediate node 320 . In this case, the controller 600 may control the semiconductor switch 410 of the inverter 400 based on the transmission signal of the electric vehicle.

That is, since the motor 500 and the inverter 400 do not operate during the charging mode of the electric vehicle, the inverter 400 and the motor 500 that are basically provided in the electric vehicle in the charging mode of the electric vehicle can be used as an active power decoupling circuit.

6 to 8 , the controller 600 includes a charging mode control module for controlling the inverter 400 when the mode of the electric vehicle is in the charging mode, and the inverter 400 when the mode of the electric vehicle is in the driving mode. and a driving mode controller for controlling the charging mode control module, the phase current commands Ira*, Irb*, Irc* ), a phase current command generation unit 610 for generating, a phase detection unit 620 for detecting the phase of the AC power 110 of the power supply unit 100, the phase currents Ira, Irb applied to the motor 500 , Irc), the phase current command (Ira*, Irb*, Irc*), the phase current measured by the current sensing unit 630 (Ira, Irb, Irc) and the A voltage command Va* of the inverter 400 applied to the motor 500 to reduce the high-frequency component of the DC-link voltage based on the phase of the AC power source 110 detected by the phase detection unit 620; A control signal of the semiconductor switch 410 of the inverter 400 based on the current controller 640 that calculates Vb*, Vc* and the voltage commands Va*, Vb*, Vc* of the inverter 400 It may be characterized in that it includes a PWM generator 650 for generating.

That is, when the mode of the electric vehicle is the charging mode, the controller 600 may reduce a high-frequency component of the electric power delivered to the load 200 using the charging mode control module, and the mode of the electric vehicle is the driving mode. , the controller 600 may control the semiconductor switch 410 of the inverter 400 using the driving mode controller according to a signal transmitted from the electric vehicle.

The charge control module may include the phase current command generation unit 610 , the phase detection unit 620 , the current sensing unit 630 , the current control unit 640 , and the PWM generation unit 650 .

The phase current command generation unit 610 is configured to generate the phase current command applied to the motor 500 according to the DC-link voltage of the inverter 400 , and the phase detection unit 620 is the power supply unit (100) is a configuration for detecting the phase of the AC power source 110, the current sensing unit 630 is a configuration for measuring the phase currents (Ira, Irb, Irc) applied to the motor 500, the The current control unit 640 includes the phase current commands (Ira*, Irb*, Irc*), the phase currents (Ira, Irb, Irc) measured by the current processing unit, and the AC power detected by the phase detection unit 620 . Receive the phase of 110, the input phase current command (Ira*, Irb*, Irc*), the phase current (Ira, Irb, Irc, the DC based on the phase of the AC power supply 110) - Calculate the voltage commands Va*, Vb*, Vc* of the inverter 400 applied to the motor 500 to reduce the high-frequency component of the link voltage.

The PWM generator 650 receives the voltage command (Va*, Vb*, Vc*), and based on the voltage command (Va*, Vb*, Vc*), the semiconductor switch ( 410) generate a control signal.

Since the motor 500 is a three-phase motor 500, it is preferable that the phase current command, the phase current, and the voltage command each have three values.

6 and 8 , the phase current command generation unit 610 includes a band pass filter unit 610 for extracting a predetermined frequency band component of the DC terminal voltage of the inverter 400 , and the band pass filter unit An absolute value calculator 612 for calculating the absolute value of the output of 610, an integrator 613 for outputting a value obtained by integrating the difference between the output of the absolute value calculator 612 and the output of the integrator, and the integrator and a current control module unit 614 for generating the phase current command so that the output value of 613 approaches zero, and a predetermined frequency band component of the band-pass filter unit 610 is the AC power source 110 . It may be characterized in that it is set based on the frequency.

In this case, the pass frequency band preferably includes only the second harmonic component of the AC power source 110 .

The band pass filter unit 610 (BPF) is configured to pass only a signal between a specific frequency in the DC terminal voltage of the inverter 400 , and the absolute value calculating unit 612 is the band pass filter unit 610 . It is a configuration that calculates the absolute value of the signal passing through.

The integrator 613 includes the integrator that integrates the input value, and has a self-output configuration, and starts integration from the difference between the output of the absolute value calculator 612 and a preset initial value, and performs integration The value is output, and the current control module unit 614 generates a phase current command applied to the motor 500 so that the output value of the integrator 613 is 0 or close to 0.

)을 더한 동기 좌표계 위상(ωt +

)에 기초하여 동기 좌표계상 상 전류 성분(Id, Iq)을 산출하는 제1 좌표 변환부(642), 상기 동기 좌표계상 상 전류 성분(Id, Iq) 중 제1 동기 좌표 성분(Id)과 상기 상 전류 지령(Ira*) 간의 차이가 0이 되도록 제1 전압 지령(Vd*)을 생성하는 제1 전압 지령 제어부와 상기 동기 좌표계상 상 전류 성분(Id, Iq) 중 다른 한 성분인 제2 동기 좌표 성분(Iq)이 0이 되도록 제2 전압 지령(Vq*)을 생성하는 제2 전압 지령 제어부를 포함하는 전압 제어모듈부(643) 및 상기 제1 전압 지령(Vd*) 및 상기 제2 전압 지령(Vq*)을 입력 받고, 상기 동기 좌표계 위상에 기초하여 정지 좌표계상 전압 지령(Va*)을 생성하는 제2 좌표 변환부(644)를 포함하는 것을 특징으로 할 수 있다.7 to 8 , the current controller 640 receives the phase current Ira measured by the current sensing unit 630 , and a first phase current having the same phase as the phase current Ira. Iα) and an all-pass filter unit 641 outputting a second phase current Iβ obtained by changing the phase of the first phase current Iα, the first phase current Iα and the second phase current Iβ ) is input, and a predetermined phase value (

) plus the synchronous coordinate system phase (ωt +

) based on the first coordinate transformation unit 642 for calculating phase current components Id and Iq on the synchronous coordinate system, the first synchronous coordinate component Id among the phase current components Id and Iq on the synchronous coordinate system and the The first voltage command control unit that generates the first voltage command Vd* so that the difference between the phase current commands Ira* becomes 0, and the second synchronization that is the other of the phase current components Id and Iq on the synchronous coordinate system A voltage control module unit 643 including a second voltage command control unit for generating a second voltage command Vq* such that the coordinate component Iq becomes 0, and the first voltage command Vd* and the second voltage and a second coordinate conversion unit 644 that receives a command (Vq*) and generates a voltage command (Va*) in a stationary coordinate system based on the phase of the synchronous coordinate system.

The all-pass filter unit 641 (APF) is a signal processing filter that transmits all frequencies with the same gain, and receives the phase current Ira measured by the current sensing unit 630, the phase current Ira ) is a configuration for outputting a first phase current (Iα) having a phase as it is applied by the current sensing unit (630) and a second phase current (Iβ) obtained by changing the phase of the first phase current by 90 degrees, The phase current Ira that has passed through the all-pass filter unit 641 is applied to the first coordinate conversion unit 642 in a state of the first phase current Iα and the second phase current Iβ.

The first coordinate transformation unit 642 is transmitted from the all-pass filter unit 641 based on the synchronous coordinate system phase obtained by adding a predetermined phase value to the phase of the AC power source 110 input from the phase detection unit 620 . The phase current components Id and Iq on the synchronous coordinate system are calculated by converting the first phase current Iα and the second phase current Iβ.

That is, through the second coordinate conversion unit 644 , the first phase current Iα is the first synchronization coordinate component Id among the phase current components in the synchronization coordinate system, and the second phase current Iβ is a second synchronization coordinate component (Iq), the voltage control module unit 643 generates the first voltage command (Vd*), the first synchronization coordinate component (Id) and the phase current command (Ira) *) includes a second voltage command control unit that generates the first voltage command control unit and the second voltage command (Vq*) so that the difference between them becomes 0, so that the second synchronization coordinate component (Iq) becomes 0 is done by

)에 기초하여, 상기 제1 전압 지령(Vd*) 및 상기 제2 전압 지령(Vq*)을 상기 정지 좌표계상 전압 지령(Va*)으로 변환한다.The PWM generator 650 receives the first voltage command (Vd*) and the second voltage command (Vq*) as inputs, and the synchronous coordinate system phase (ωt + )

), the first voltage command Vd* and the second voltage command Vq* are converted into the stationary coordinate system voltage command Va*.

It is preferable that the voltage command in the stationary coordinate system is outputted as a command corresponding to each of the three phases of the motor 500, and consists of Va*, Vb*, and Vc*.

At this time, the PWM generation unit 650 is the semiconductor switch 410 of the inverter 400 in an interleaved PWM method based on the voltage commands (Va*, Vb*, Vc*) of the second coordinate conversion unit 644 . It may be characterized in that the control signal is generated.

The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the gist of the present invention as claimed in the claims.

10: Parallel type active power decoupling circuit using electric vehicle drive system
100: power supply 110: AC power
120: AC/DC converter
200: load 210: battery
220: DC/DC converter
300: DC-link capacitor module 310: capacitor
320: middle node
400: inverter 410: semiconductor switch
500: motor 510: stator coil
520: mode changeover switch
600: controller 610: phase current command generation unit
611: band-pass filter unit 612: absolute value calculation unit
613: integrating unit 614: current control module unit
620: phase detection unit 630: current sensing unit
640: current control unit 641: all-pass filter unit
642: first coordinate conversion unit 643: voltage control module unit
644: second coordinate conversion unit
650: PWM generator
a: first AC terminal b: second AC terminal
c: third AC stage

Claims (9)

An active decoupling circuit using an electric vehicle driving system provided between a load and a power supply that is connected to an AC power source and supplies DC power including a high frequency component for charging an electric vehicle,
a DC-link capacitor module including a plurality of capacitors connected in series through an intermediate node, both ends of which are connected in parallel with the power supply unit and the load;
an inverter including a semiconductor switch of an inverter, wherein the DC-link capacitor module and a DC terminal are connected;
a motor including a plurality of stator coils respectively connected to the inverter and the intermediate node; and
Including; a controller for controlling the semiconductor switch of the inverter;
The controller is
controlling the semiconductor switch of the inverter so that the amount of the high frequency component of the power supplied to the load is reduced compared to the amount of the high frequency component of the output power of the power supply unit,
a mode changeover switch provided between the motor and the DC-link capacitor module;
A parallel type active power decoupling circuit using an electric vehicle driving system, characterized in that it further comprises a.
According to claim 1, wherein the plurality of stator coils,
A parallel type active power decoupling circuit using an electric vehicle driving system, characterized in that the AC terminal and each end of the inverter are connected, and the other end is commonly connected to the intermediate node. delete According to claim 1, wherein the controller,
Parallel using an electric vehicle driving system, characterized in that it recognizes whether the electric vehicle is in a charging mode or a driving mode, and electrically connects or blocks the motor and the intermediate node by turning on or off the mode changeover switch according to the mode of the electric vehicle type active power decoupling circuit. 5. The method of claim 4, wherein the controller,
When the electric vehicle is in the charging mode, the mode changeover switch is turned on to electrically connect the motor and the intermediate node, and by controlling the semiconductor switch of the inverter, A parallel type active power decoupling circuit using an electric vehicle driving system, characterized in that it reduces the high frequency component of the supplied power. The method of claim 5, wherein the controller,
a charging mode control module for controlling the inverter when the mode of the electric vehicle is in the charging mode, and a driving mode controller for controlling the inverter when the mode of the electric vehicle is in the driving mode,
The charging mode control module,
a phase current command generator configured to generate a phase current command applied to the motor based on the DC-link voltage of the inverter;
a phase detection unit detecting a phase of the AC power of the power supply unit;
a current sensing unit for measuring a phase current applied to the motor;
Voltage of the inverter applied to the motor to reduce the high frequency component of the DC-link voltage based on the phase current command, the phase current measured by the current sensing unit, and the phase of the AC power detected by the phase detection unit a current control unit for calculating a command; and
a PWM generator for generating a control signal of the semiconductor switch of the inverter based on the voltage command of the inverter;
A parallel-type active power decoupling circuit using an electric vehicle driving system, comprising: The method of claim 6, wherein the phase current command generation unit,
a band-pass filter unit for extracting a predetermined frequency band component of the DC terminal voltage of the inverter;
an absolute value calculating unit for calculating an absolute value of an output of the band pass filter unit;
an integrator for outputting a value obtained by integrating the difference between the output of the absolute value calculator and the output of the integrator; and
a current control module unit generating the phase current command so that the output value of the integrator approaches zero;
including,
A parallel type active power decoupling circuit using an electric vehicle driving system, characterized in that the predetermined frequency band component of the band pass filter unit is set based on the frequency of the AC power. The method of claim 6, wherein the current control unit,
receiving the phase current measured by the current sensing unit, and outputting a first phase current having the same phase as the phase current measured by the current sensing unit and a second phase current obtained by changing the phase of the first phase current All-pass filter unit;
a first coordinate transformation unit receiving the phase current and the second phase current and calculating a phase current component in a synchronous coordinate system based on a synchronous coordinate system phase obtained by adding a predetermined phase value to a phase of the AC power;
A first voltage command control unit that generates a first voltage command so that the difference between any first synchronous coordinate component of the phase current component on the synchronous coordinate system and the phase current command becomes 0, and the other component of the phase current component on the synchronous coordinate system a voltage control module unit including a second voltage command control unit configured to generate a second voltage command such that the second synchronization coordinate component becomes 0; and
a second coordinate conversion unit receiving the first voltage command and the second voltage command, and generating a voltage command in a stationary coordinate system based on the phase of the synchronous coordinate system;
A parallel-type active power decoupling circuit using an electric vehicle driving system, comprising: 9. The method of claim 8,
The PWM generator,
A parallel type active power decoupling circuit using an electric vehicle driving system, characterized in that the control signal of the semiconductor switch of the inverter is generated in an interleaved PWM method based on the voltage command of the second coordinate conversion unit.

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