KR20200121651A - Method for converting power for vehicle and apparatus for the same - Google Patents

Abstract

A power conversion device for an electric vehicle is disclosed. The power conversion device for an electric vehicle according to the present invention includes: an Xc capacitor for removing a pulsating component of a DC voltage; a discharge resistor; a Yc capacitor for blocking electromagnetic waves; an integrated relay that controls electrical connection between the Xc capacitor, the discharge resistor and the Yc capacitor, and is placed within an inverter; and an inverter control unit for controlling the switching operation of the first relay and the second relay inside the integrated relay according to a vehicle driving mode.

Description

Vehicle power conversion method and device {METHOD FOR CONVERTING POWER FOR VEHICLE AND APPARATUS FOR THE SAME}

The present invention relates to a vehicle power conversion method and apparatus, and more particularly, to a power conversion method and apparatus for an electric vehicle for reducing the size of the inverter and increasing power driving efficiency by using an integrated relay in the inverter for power conversion.

In general, electric vehicles, unlike internal combustion engines, are pollution-free vehicles that drive a motor with electric energy stored in a battery and rotate the wheels through a power transmission device connected thereto, and have a serious environmental pollution problem with exhaustion of petroleum resources. Has emerged as a problem for all of us humans, and the development of low-emission electric vehicles is drawing attention.

Electric vehicles are generally classified into battery-only electric vehicles and hybrid electric vehicles, and battery-only electric vehicles use the power of the battery to drive the motor and recharge the battery when the battery power is exhausted. A hybrid electric vehicle charges a battery by running an engine to generate electricity and drives an electric motor using electricity from the charged battery.

On the other hand, the mileage of an electric vehicle is shorter than that of a gasoline vehicle and a diesel vehicle due to battery power and efficiency issues. To solve this problem, a method of increasing the battery output of an electric vehicle (high-power battery) is used. High-power batteries are mainly implemented by increasing the voltage instead of the current in the battery.

In order to use a high-power battery, it is necessary to develop a high-power, high-voltage, large-capacity battery system suitable for increasing the voltage of the battery, and a non-isolated charger capable of using single-phase and three-phase external power while supporting high-output, large-capacity battery system. need.

In addition, in the case of a high-power electric vehicle, when a passive discharge resistor is applied, there is a problem that the volume of the discharge resistor increases due to the use of a resistor having a voltage tolerance of 4 to 5 times or more. Therefore, it is necessary to use an active discharge resistor instead of a passive discharge resistor.

Due to such circumstances, the electric vehicle's power line must operate differently depending on the vehicle driving mode (including the driving state), so additional switch parts such as relays are required.For operation by each vehicle driving mode, Multiple relays are required. Since such a relay has to be a high voltage resistant component, the size of the relay is increased, which causes a problem in that it occupies a relatively large amount of space in the electric vehicle.

An object of the present invention for solving the above problems is for an electric vehicle vehicle that can simplify the assembly process and secure cost competitiveness by performing power conversion for each vehicle driving mode of an electric vehicle using an integrated relay instead of a plurality of relays. It is to provide a power conversion device and method.

A vehicle power conversion device according to an embodiment of the present invention for achieving the above object includes an Xc capacitor for removing the pulsating component of a DC voltage, a discharge resistor, a Yc capacitor for blocking electromagnetic waves, the Xc capacitor, a discharge resistor, and a Yc capacitor. An integrated relay including a first relay and a second relay disposed in the inverter and an inverter control unit controlling the switching operation of the first relay and the second relay inside the integrated relay according to a vehicle driving mode. Include.

The vehicle power conversion device according to an embodiment of the present invention further comprises a battery relay for controlling the connection of the Xc capacitor and the battery module between the Xc capacitor and the battery module, and opening and closing of the battery relay drives the vehicle. It is controlled by the vehicle control unit according to the mode,

In addition, when the vehicle driving mode is a discharge mode, the first and second relays are operated so that the discharge resistor and the Xc capacitor are connected, and the battery relay is in an open state.

In addition, when the vehicle driving mode is a charging mode, the first and second relays are operated so that the discharge resistor and the Xc capacitor are connected, and the battery relay is in a closed state.

In addition, when the vehicle driving mode is a motor driving mode, the first and second relays are operated so that the Yc capacitor unit and the Xc capacitor are connected, and the battery relay is in a closed state.

The vehicle power conversion device according to an embodiment of the present invention further includes a non-insulated charging unit connected to the discharge resistor.

In addition, the discharge resistor is an active discharge resistor.

The vehicle power conversion apparatus according to an embodiment of the present invention further includes an IGBT power module unit and a motor control unit for controlling on/off of the IGBT power module unit to generate AC power for driving the motor.

The vehicle power conversion method according to an embodiment of the present invention includes determining a vehicle driving mode, controlling an integrated relay by an inverter controller according to the vehicle driving mode, and opening and closing a battery relay by the vehicle controller according to the vehicle driving mode. It includes controlling.

In addition, when the identified vehicle driving mode is a charging mode, changing the battery relay to a closed state and controlling the first and second relays inside the integrated relay so that the discharge resistor and the battery module are connected. Perform.

In addition, when the determined vehicle driving mode is a motor driving mode, changing the battery relay to a closed state, and controlling the first and second relays inside the integrated relay so that the Yc capacitor and the Xc capacitor are connected. Perform.

In addition, when the determined vehicle driving mode is at least one of a discharge mode and a forced power off state, changing the battery relay to an open state and a first relay inside the integrated relay so that the discharge resistor and the Xc capacitor are connected. Control the second relay.

According to the present invention, since an integrated relay is used instead of a plurality of relays for operation in each driving mode of a vehicle, it is possible to reduce the defect rate of parts, simplify the assembly process, and secure cost competitiveness through minimizing and simplifying the size of parts in the vehicle.

1 is a conceptual diagram illustrating a vehicle power conversion device using an insulated charger according to the prior art.
2 is a conceptual diagram illustrating a vehicle power conversion device using a non-insulated charger according to the prior art.
3 is a conceptual diagram illustrating a high-power automotive power conversion device according to the prior art.
4 is a conceptual diagram illustrating a vehicle power conversion device using an integrated relay according to an embodiment of the present invention.
5 is a conceptual diagram illustrating an inverter to which an integrated relay according to an embodiment of the present invention is applied.
6 is a flowchart illustrating a vehicle power conversion method using an integrated relay according to an embodiment of the present invention.
7 is a conceptual diagram illustrating a vehicle power conversion method using an integrated relay according to an embodiment of the present invention.
8 is a flow chart illustrating a vehicle power conversion method using an integrated relay according to another embodiment of the present invention.
9 is a conceptual diagram illustrating a vehicle power conversion method using an integrated relay according to another embodiment of the present invention.
10 is a flowchart illustrating a vehicle power conversion method using an integrated relay according to another embodiment of the present invention.
11 is a conceptual diagram illustrating a vehicle power conversion method using an integrated relay according to another embodiment of the present invention.
12 is a flowchart illustrating a vehicle power conversion method through integrated relay control according to a vehicle driving mode according to an embodiment of the present invention.

In the present invention, various modifications may be made and various embodiments may be provided, and some embodiments will be illustrated in the drawings and described in detail. However, this is not intended to limit the present invention to a specific embodiment, and the scope of the present invention should be understood as including all changes, modifications, equivalents or substitutes belonging to the technical idea of the present invention conceived from the embodiments. do.

Terms such as first and second may be used to describe various components, but the components should not be limited by the terms. These terms are used only for the purpose of distinguishing one component from another component. For example, without departing from the scope of the present invention, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element. The term and/or includes a combination of a plurality of related listed items or any of a plurality of related listed items.

When a component is referred to as being "connected" or "connected" to another component, it is understood that it may be directly connected or connected to the other component, but other components may exist in the middle. Should be. It should be understood that there is no other component in the middle only when it is stated that a component is "directly connected" or "directly connected" to another component.

The terms used in the present application are only used to describe the examples presented, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In the present application, terms such as "comprise" or "have" are intended to designate the presence of features, numbers, steps, actions, components, parts, or combinations thereof described in the specification, but one or more other features. It is to be understood that the presence or addition of elements or numbers, steps, actions, components, parts, or combinations thereof, does not preclude in advance.

All terms used in this specification, including technical or scientific terms, have the same meaning as commonly understood by a person of ordinary skill in the art to which the present invention belongs, and are ideal or excessively reduced formal It should not be interpreted as a meaning, and when defining the meaning of a term in this specification, the term should be interpreted as defined.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings. In describing the present invention, in order to facilitate an overall understanding, the same reference numerals are used for the same elements in the drawings, and duplicate descriptions for the same elements are omitted. Next, a power conversion device of an electric vehicle will be described.

In general, the power conversion device of an electric vehicle is an inverter that controls a driving motor by converting DC power of a high-voltage battery (the following battery refers to a high-output high-voltage battery used in an electric vehicle, but is not limited thereto) to AC power. inverter) and the DC power of the high-voltage battery into DC power of the low-voltage battery, and a low-voltage converter (LDC) that supplies power to the devices inside the vehicle, and the AC power supplied from the external power system into DC power. It includes an on board charger (OBC) that charges the high voltage battery.

As shown in FIG. 1, the charger 110 of an electric vehicle according to the prior art is mainly an insulated transformer. In the charger 110 to which such an insulated wire transformer is applied, the primary and secondary sides of the charger are insulated, so that the external power system and other modules in the vehicle are insulated, so that the high voltage battery 120 is charged due to leakage current, etc. There is no problem due to this (generally, whether or not leakage current is generated depends on the insulation state between the electric line and the ground).

In order to prevent such leakage current, it is recommended to completely insulate between the electric line and the ground, but in this case, a problem such as electromagnetic waves occurs, so a several ㎌ Y capacitor (hereinafter referred to as Yc capacitor) 130 is used between the electric line and the ground. Apply.

Meanwhile, the inverter 140 switches DC power supplied from the power supply 150 to apply AC power to the three-phase drive motor 160, and the motor control unit (not shown in the drawing) in the inverter 140 Controls the switching operation of 140. Thereafter, the inverter 140 turns on and off the IGBT (insulated gate bipolar transistor insulated gate bipolar transistor) 170, which is usually six switching elements, based on the current command value received from the motor control unit. Converts DC power to AC power.

Since the inverter 140 performs a high-speed switching operation, there is a problem that is vulnerable to electromagnetic waves. Therefore, in order to suppress such electromagnetic waves, the Yc capacitor 130 of several µF is generally applied between the electrical line and the ground. That is, in the case of using the charger 110 to which such an insulated transformer is applied, there is no electrical line connected to the outside when the electric vehicle is operated (motor driving mode), so even if the Y capacitor 130 of several ㎌ is applied, the leakage caused by this There is little current. In addition, even when the electric vehicle is being charged, the charger 110 applied with the insulation transformer insulates the external power supply unit (including the electrical outlet) 150 from the vehicle interior, so that vehicle malfunction due to leakage current does not occur.

On the other hand, as described above, electric vehicles have a problem with a shorter driving distance than conventional gasoline and diesel vehicles. In order to overcome this problem, it is necessary to develop a high-output, large-capacity power system to which the above-described high voltage battery is applied. To this end, a power conversion device to which a non-isolated charger as shown in FIG. 2 is applied that can use single-phase and/or three-phase power while responding to a high-output, large-capacity system is used.

However, when charging an electric vehicle using a non-insulated charger, it is not insulated from the external power system (including the external power supply) and other modules in the vehicle, so it must be designed to meet the high voltage related leakage current regulation. To this end, the Yc capacitor is used to solve the leakage current problem, but the inverter in the power conversion device requires several ㎌ class Yc capacitors to block electromagnetic waves, so it is not suitable for solving the leakage current prevention problem when charging. A few nF class Yc capacitors should be applied between the electrical line and ground to minimize)

For this reason, in the case of using a non-insulated charger, each module of the electric vehicle operates normally when the power line in the electric vehicle is properly distributed according to the vehicle driving mode using a relay. Therefore, the method of using a relay is mainly used according to the vehicle driving mode of the electric vehicle.

For example, when the vehicle driving mode is the charging mode, the relay 220 for the battery module and the relay 210 for the charger are closed to charge the high voltage battery, and the relay 2302 for the Yc capacitor is opened to minimize leakage current. . In this case, since the Yc capacitor is not in the electric line when charging the battery, the leakage current of the electric vehicle power conversion device is minimized.

In addition, when the vehicle driving mode of the electric vehicle is a driving mode (hereinafter referred to as a motor driving mode), the charger relay 210 is opened, and the Yc capacitor relay 230 is closed to minimize electromagnetic waves (battery module relay (220) is closed). In this way, the charger, the battery module, and the relay located at each of the inverter operate according to the vehicle driving mode.

Meanwhile, the general output voltage of a high voltage battery used to improve the mileage of an electric vehicle is generally in the range of 300 to 400V. In recent years, the output voltage of high-voltage batteries has been increased to a range of 600 to 800V for higher output. However, in the case of an electric vehicle to which such a battery output voltage is applied, if a conventional passive discharge resistor is applied, a resistor with voltage tolerance of 4 to 5 times or more must be used as a discharge resistor due to the battery output voltage increased by more than 2 times. Can be managed within the existing scope.

For example, when a ceramic-type resistor is applied as a discharge resistor, the size of the resistor inside the ceramic housing becomes three times larger than that of the conventional battery output voltage (300 ~ 400V). As a result, the volume of the ceramic housing becomes about 9 to 10 times larger, which is disadvantageous in terms of cost and space securing. In order to solve this problem, an active discharge resistor as shown in FIG. 3 is used instead of a passive discharge resistor.

The active discharge resistor 340 is composed of a discharge resistance relay 310 and a discharge resistor 340. In the motor driving mode, the discharge resistance relay 310 is set so that the high voltage battery, the IGBT power module, and the driving motor 320 are connected to drive the electric vehicle. In addition, when the electric line with the high voltage battery is cut off and the Xc capacitor 330 in the inverter needs to be discharged, the discharge resistor relay 310 is connected to the discharge resistor 340 to discharge the voltage.

In this way, unlike passive discharge resistors, the discharge resistor is not normally connected to the high voltage battery, and is connected only under certain conditions, so it is not necessary to use a resistor with high voltage tolerance, but the addition of a discharge resistor relay 310 Because parts are required, the volume of parts is increased compared to the conventional method (when the high voltage battery output voltage ranges from 300 to 400V).

Next, in order to solve the problems of the prior art, integration according to an embodiment of the present invention to overcome the disadvantages of applying a relay for each module while using a non-isolated charger and an active discharge resistor for an increased battery output voltage. Describes the electric vehicle power conversion method using a relay.

4 is a conceptual diagram illustrating a vehicle power conversion device using an integrated relay according to an embodiment of the present invention.

The illustrated embodiment of FIG. 4 shows a vehicle power conversion apparatus to which the inverter 400 to which the integrated relay 420 is applied according to an embodiment of the present invention is applied. The integrated relay 420 according to an embodiment of the present invention is a connection between the charging unit 410 and the Xc capacitor 460 or the Yc capacitor 440 and the Xc capacitor under the control of the inverter controller 435 in the inverter 400. 460).

That is, the integrated relay 420 according to an embodiment of the present invention includes a first relay 425 and a second relay 430, and according to the vehicle driving mode, the first relay ( 425 and the second relay 430 are controlled.

In the power conversion device including the integrated relay 420 according to an embodiment of the present invention, the power line for each vehicle driving mode is the discharge resistor 415 and the charging unit 410 through the integrated relay 420. ) And connection (the connection between devices in the following embodiments means a connection that enables electrical conduction between devices), or the Yc capacitor 440 and/or the IGBT power module unit 445 are Xc capacitors 460 ).

By using such an integrated relay 420, relays that were previously installed and managed separately for each module can be integrated and managed in one integrated relay 420, thereby reducing the volume of parts and reducing complexity. Unlike the use of cables, it is possible to use a busbar in the inverter 400, thereby reducing the volume and cost.

A specific implementation example of an inverter to which an integrated relay according to an embodiment of the present invention is applied is as shown in FIG. 5. This is the case where the Xc capacitor 530 and the discharge resistor 520 are implemented on one side of the integrated relay 540 and the IGBT power module 510 is implemented on the other side (but not limited to this case, and other arrangements and It can also be implemented in form).

The Xc capacitor 460 according to an embodiment of the present invention is connected to the battery module 465 and is used to remove a DC voltage pulsation component from DC power supplied through a high voltage battery. The power supply unit according to an embodiment of the present invention corresponds to a three-phase and single-phase power supply device, and the motor 455 corresponds to a three-phase drive motor.

In the vehicle power conversion apparatus using an integrated relay according to an embodiment of the present invention, when the vehicle controller 475 controls the battery relay 470 according to the vehicle driving mode, the inverter controller 435 also interlocks with the battery relay 470 Thus, the integrated relay 420 can be controlled. Next, a vehicle power conversion method using an integrated relay according to an embodiment of the present invention will be described.

6 is a flowchart illustrating a vehicle power conversion method using an integrated relay according to an embodiment of the present invention.

The vehicle power conversion method using an integrated relay according to an embodiment of the present invention shown in FIG. 6 is a method for converting power using a vehicle power conversion device using an integrated relay according to an embodiment of the present invention shown in FIG. As a case, it shows a power conversion method especially when the vehicle driving mode has entered the charging mode.

In the power conversion method according to an embodiment of the present invention, the battery relay 470 in the battery module 465 is basically closed, and is automatically opened to protect the battery when a power system problem occurs. Specifically, the vehicle driving mode first enters the charging mode (S610). When entering the charging mode, the vehicle controller 475 controls the battery relay 470 to be in a closed state (S620).

When entering the charging mode, the inverter control unit 435 causes the first relay 425 of the integrated relay 420 to connect the discharge resistor 415 (including the charging unit 410) and the Xc capacitor (S630). Thereafter, the second relay 430 causes the discharge resistor 415 (including the charging unit 410) to be connected to the Xc capacitor (S640). Through this operation, the AC power supplied from the power supply unit 405 corresponding to the external power system is converted to DC power through the charging unit 410, and then the battery in the battery module 465 (in the following embodiment, it means a high voltage battery. (S650).

On the other hand, the order of closing the battery relay and connecting the first and second relays in the battery charging method using the integrated relay according to an embodiment of the present invention does not have to be in the same order as above, but in fact, in a simultaneous execution or a changed order. Can also be practiced.

A power line diagram of a battery charging mode in a power conversion method using an integrated relay according to an embodiment of the present invention is as shown in FIG. 7. As shown in FIG. 7, the first relay 710 and the second relay 720 are controlled so that the discharge resistor and the Xc capacitor are connected, and the battery relay 730 is in a closed state.

In this case, compared to the power line in the motor driving mode, which will be described later, when the battery is charged, the electric power is relatively small, so that less heat is generated, the resistance value and the breakdown voltage of the discharge resistor are designed in consideration of this. In addition, since the Yc capacitor with a large capacity is not connected when charging the battery, leakage current does not occur even if the charging unit is connected to the power supply unit. Next, a vehicle power conversion method using an integrated relay when the vehicle driving mode according to another embodiment of the present invention enters the motor driving mode will be described.

8 is a flowchart illustrating a vehicle power conversion method using an integrated relay according to another embodiment of the present invention.

A vehicle power conversion method using an integrated relay according to another embodiment of the present invention shown in FIG. 8 is a method of converting power using a vehicle power conversion device using an integrated relay according to an embodiment of the present invention shown in FIG. As a case, a power conversion method is shown, particularly when the vehicle driving mode has entered the motor driving mode.

In the power conversion method according to another embodiment of the present invention, the battery relay 470 in the battery module 465 is basically closed, and is automatically opened for battery protection when a power system problem occurs. Specifically, the vehicle driving mode first enters the motor driving mode (S810). When entering the motor driving mode, the vehicle controller 475 controls the battery relay 470 to be in a closed state (S820).

The inverter control unit 435 controls the first relay 425 of the integrated relay 420 so that the Yc capacitor 440 (including the IGBT power module unit 445) and the Xc capacitor 460 are connected (S830). Thereafter, the second relay 430 of the integrated relay 420 is controlled so that the Yc capacitor 440 (including the IGBT power module unit 445) and the Xc capacitor 460 are connected (S840). Through this operation, DC power is transmitted to the driving motor 455 through the high voltage battery.

At this time, the pulsating component of the DC voltage is removed by the Xc capacitor 460, and the DC power that satisfies the electromagnetic wave limit emitted to the outside by the Yc capacitor 440 is converted into AC power required by the driving motor through the IGBT power module. It is converted and the motor is driven using this (S850). On the other hand, the order of closing the battery relay and connecting the first relay and the second relay in the motor driving method using the integrated relay according to another embodiment of the present invention does not have to be in the same order as above, but in fact, in a simultaneous execution or a changed order. Can also be practiced.

A power line diagram of a motor driving mode in a power conversion method using an integrated relay according to another embodiment of the present invention is as shown in FIG. 9. As shown in FIG. 9, the first relay 910 and the second relay 920 are controlled to connect the Yc capacitor and the Xc capacitor, and the battery relay 930 is in a closed state.

In the motor driving mode, since the discharge resistor 415 is not connected to the motor 455 when the motor 455 is driven, it is not necessary to apply a type having a large resistance capacity like a passive discharge resistor. Next, a vehicle power conversion method using an integrated relay in the case where the vehicle driving mode according to another embodiment of the present invention enters the discharge mode will be described.

10 is a flowchart illustrating a vehicle power conversion method using an integrated relay according to another embodiment of the present invention.

In the vehicle power conversion method using an integrated relay according to another embodiment of the present invention shown in FIG. 10, power conversion is performed using a vehicle power conversion device using an integrated relay according to an embodiment of the present invention shown in FIG. As a case, it shows a power conversion method especially when the vehicle driving mode has entered the discharge mode.

In the power conversion method according to another embodiment of the present invention, when the vehicle driving mode enters the discharge mode (S1010), the battery relay 470 in the battery module 465 is opened by the vehicle controller 475 ( S1020). In addition, the first relay 425 is controlled so that the discharge resistor 415 and the Xc capacitor 460 are connected (S1030), and the second relay 430 is also controlled so that the discharge resistor 415 and the Xc capacitor 460 are connected. It becomes (S1040). On the other hand, in the discharge mode, the power supply unit and the charging unit are separated. Thereafter, residual charge is discharged in the Xc capacitor 460 (S1050).

On the other hand, in the discharging method using the integrated relay according to another embodiment of the present invention, the order of opening the battery relay and connecting the first relay and the second relay does not necessarily have to be in the same order as above, but in fact, even in a simultaneous execution or a changed order. Can be practiced.

A power line diagram of a discharge mode in a power conversion method using an integrated relay according to another embodiment of the present invention is as shown in FIG. 11. As shown in FIG. 11, the first relay 1110 and the second relay 1120 are controlled so that the discharge resistor 1140 and the Xc capacitor 1150 are connected, and the battery relay 1130 is in a closed state. As shown in FIG. 11, in the discharge mode power line diagram, since external power is not connected to the charging unit, only the Xc capacitor 1150 and the discharge resistor 1140 are connected, and the residual charge is discharged from the Xc capacitor 1150. You can prevent electric shock accidents. Next, a vehicle power conversion method through integrated relay control according to a vehicle driving mode according to an embodiment of the present invention will be described.

12 is a flowchart illustrating a vehicle power conversion method through integrated relay control according to a vehicle driving mode according to an embodiment of the present invention.

The vehicle power conversion method through the integrated relay control according to the vehicle driving mode according to the embodiment of the present invention of FIG. 12 is a vehicle power conversion using the vehicle power conversion device using the integrated relay according to the embodiment of the present invention of FIG. Indicate the way.

First, the vehicle driving mode is identified (S1210). The determination of the vehicle driving mode may be determined by the inverter controller 435 and/or the vehicle controller 475 in the inverter 400. The vehicle driving modes identified include a charging mode, a motor driving mode, a discharge mode, and a forced power off state. Here, the forced power off state means a state in which power in the vehicle is forcibly shut off due to an accident or the like.

Next, the inverter controller 435 controls the integrated relay according to the determined vehicle driving mode (S1220). In addition, the vehicle controller controls opening and closing of the battery relay according to the vehicle driving mode (S1230).

That is, when the determined vehicle driving mode is the charging mode, the battery relay is changed to a closed state, and the first and second relays inside the integrated relay are controlled so that the discharge resistor and the battery module are connected.

Alternatively, when the determined vehicle driving mode is the motor driving mode, the battery relay is changed to a closed state, and the first and second relays inside the integrated relay are controlled so that the Yc capacitor and the Xc capacitor are connected.

Alternatively, if the determined vehicle driving mode is at least one of a discharge mode and a forced power off state, the battery relay is changed to an open state, and the first and second relays inside the integrated relay are connected so that the discharge resistor and the Xc capacitor are connected. Control.

Meanwhile, each of the above-described configurations has been described as a separate device, but this is only an exemplary description for convenience of description and enhancement of understanding, and may be implemented in various forms within the scope of the technical idea of the present invention. Of course. For example, the inverter control unit and the motor control unit may be implemented by being integrated into one module, or may be implemented by dividing into two or more devices.

The methods according to the present invention may be implemented in the form of program instructions that can be executed through various computer means and recorded in a computer-readable medium. The computer-readable medium may include program instructions, data files, data structures, and the like alone or in combination. The program instructions recorded in the computer-readable medium may be specially designed and configured for the present invention, or may be known and usable to those skilled in computer software.

Examples of computer-readable media include hardware devices specially configured to store and execute program instructions, such as rom, ram, flash memory, and the like. Examples of program instructions include not only machine language codes such as those produced by a compiler, but also high-level language codes that can be executed by a computer using an interpreter or the like. The above-described hardware device may be configured to operate as at least one software module to perform the operation of the present invention, and vice versa.

In the above, the configuration of the present invention has been described in detail through a preferred embodiment of the present invention. However, the above-described embodiments are for illustrative purposes only, and do not limit the scope of the present invention. Those of ordinary skill in the art of the present invention will be able to make various modifications and changes within the scope of the technical idea of the present invention from the teachings and suggestions of the present specification. Therefore, the scope of protection of the present invention should be determined by the description of the following claims.

Claims (12)

Xc capacitor for removing the pulsation component of DC voltage;
Discharge resistor;
Yc capacitor for blocking electromagnetic waves;
An integrated relay disposed in the inverter and controlling an electrical connection between the Xc capacitor, the discharge resistor and the Yc capacitor; And
Power conversion device for a vehicle comprising an inverter control unit for controlling the switching operation of the first relay and the second relay inside the integrated relay according to the vehicle driving mode. The method of claim 1,
Further comprising a battery relay for controlling the connection between the Xc capacitor and the battery module between the Xc capacitor and the battery module, wherein the opening and closing of the battery relay is controlled by a vehicle control unit according to the vehicle driving mode. Device. The method of claim 2,
When the vehicle driving mode is a discharge mode, the first relay and the second relay are operated so that the discharge resistor and the Xc capacitor are connected, and the battery relay is in an open state. The method of claim 2,
When the vehicle driving mode is a charging mode, the first relay and the second relay are operated so that the discharge resistor and the Xc capacitor are connected, and the battery relay is in a closed state. The method of claim 2,
When the vehicle driving mode is a motor driving mode, the first relay and the second relay are operated so that the Yc capacitor unit and the Xc capacitor are connected, and the battery relay is in a closed state. The method of claim 1,
Power conversion device for a vehicle further comprising a non-insulated charging unit connected to the discharge resistor. The method of claim 1,
The discharge resistor is an active discharge resistor, vehicle power conversion device. The method of claim 1,
IGBT power module unit; And
The vehicle power conversion device further comprising a motor control unit for controlling the on-off of the IGBT power module unit to generate AC power for driving the motor. Determining a vehicle driving mode;
Controlling, by an inverter controller, an integrated relay according to the vehicle driving mode; And
And controlling, by a vehicle controller, opening and closing of the battery relay according to the vehicle driving mode. The method of claim 9,
When the identified vehicle driving mode is a charging mode,
Changing the battery relay to a closed state; And
A vehicle power conversion method for performing the step of controlling the first relay and the second relay inside the integrated relay so that the discharge resistor and the battery module are connected. The method of claim 9,
When the identified vehicle driving mode is a motor driving mode,
Changing the battery relay to a closed state; And
Controlling the first relay and the second relay inside the integrated relay so that the Yc capacitor and the Xc capacitor are connected. The method of claim 9,
Changing the battery relay to an open state when the determined vehicle driving mode is at least one of a discharge mode and a forced power off state; And
Controlling the first relay and the second relay inside the integrated relay so that the discharge resistor and the Xc capacitor are connected.

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