KR102512196B1 - Inverter system for vehicles - Google Patents

Abstract

A vehicle inverter system of the present invention comprises: a first inverter having a plurality of switching elements for power control; a second inverter having a plurality of switching elements for power control; an auxiliary power control unit having a plurality of switching elements to be arranged as high-side switching elements or low-side switching elements and controlling power supplied from an external charger or battery in connection with the second inverter; a charging socket switching unit for supplying power supplied from the charger to the auxiliary power control unit; and a processor for controlling at least one of the charging socket switching unit, the first inverter, the second inverter, and the auxiliary power control unit according to an operation mode to supply power from the battery to a motor or supply power from the charger to the battery. The vehicle inverter system according to one aspect of the present invention enables motor driving in various modes and bidirectional DC charging and AC charging based on a dual inverter.

Description

Vehicle Inverter System {INVERTER SYSTEM FOR VEHICLES}

The present invention relates to a vehicle inverter system, and more particularly, to a vehicle inverter system capable of driving a motor in various modes, bidirectional DC charging, and AC charging based on a dual inverter.

In general, an eco-friendly vehicle drives a motor with energy stored in a battery to generate driving output of the vehicle.

An eco-friendly vehicle generates driving output of an AC motor by using direct current electric energy of a battery. In addition, the eco-friendly vehicle generates a regenerative braking output of an AC motor with kinetic energy of the eco-friendly vehicle to charge the battery with DC power. To this end, the eco-friendly vehicle uses a power conversion device such as an inverter or additionally mounts a high voltage DC/DC converter and an AC on board charger (OBC) to charge the battery with a DC or AC charger.

The background art of the present invention is disclosed in Republic of Korea Patent Publication No. 10-2015-0031828 (published on March 25, 2015, dual inverter system and its control method).

High-voltage components such as batteries, motors, inverters, high-voltage DC/DC converters, and AC on-board chargers installed in conventional eco-friendly vehicles are expensive and increase system volume and complexity. In addition, high-voltage cables used for electrical connection between systems also increase system cost and weight.

The present invention has been devised to improve the above problems, and an object according to an aspect of the present invention is to provide a vehicle inverter system capable of driving motors in various modes, bidirectional DC charging and AC charging based on a dual inverter will be.

Vehicle inverter system according to an aspect of the present invention includes a first inverter having a plurality of switching elements for power control; A second inverter having a plurality of switching elements for power control; an auxiliary power control unit in which a plurality of switching elements are disposed as high-side switching elements or low-side switching elements and controls power supplied from an external charger or battery in association with the second inverter; a charging socket switching unit supplying power supplied from the charger to the auxiliary power control unit; and controlling at least one of the charging socket switching unit, the first inverter, the second inverter, and the auxiliary power controller according to an operation mode to supply power from the battery to the motor or to supply power from the charger to the battery. It is characterized in that it comprises a processor to.

The operation mode of the present invention is a single inverter motor driving mode in which power supplied from the battery is converted through the first inverter to operate the motor, and power supplied from the battery is used to drive the first inverter and the second inverter. A dual inverter motor driving mode in which the motor is operated by converting the DC power to the battery, and DC charging in which the DC power applied from the charger is converted according to the capacity of the battery to charge the battery when the capacity of the battery and the charger are different from each other. mode, a DC charging bypass mode for charging the battery with DC power applied from the charger when the capacity of the battery and the capacity of the charger are the same, and an AC charging the battery by converting AC power supplied from the charger. Characterized in that it includes at least one of the charging modes.

The present invention is further characterized by a ripple attenuator for attenuating the ripple of the power supplied from the charger.

The charging socket switching unit of the present invention is characterized in that it includes at least one or more switches that individually regulate AC power or DC power supplied from the charging socket of the charger.

The switch of the charging socket switching unit of the present invention is characterized in that the (+) terminal and (-) terminal of the DC power supplied from the charging socket of the charger are installed individually for each phase of the AC power.

The auxiliary power controller of the present invention is characterized in that a node between a high-side switching element and a low-side switching element is connected to a node between a high-side switching element and a low-side switching element of the second inverter.

When the operation mode is a single inverter motor driving mode, the processor of the present invention opens all switching elements of the auxiliary power control unit to cut off the power supplied from the battery, and transfers the power supplied from the battery to the first inverter. It is characterized by converting power through and supplying it to the motor.

When the operation mode is the dual inverter motor driving mode, the processor of the present invention opens all switching elements of the auxiliary power control unit to cut off the power supplied from the battery, and transfers the power supplied from the battery to the first inverter and the first inverter. It is characterized in that the converted through the second inverter and supplied to the motor.

When the operation mode is the DC charging bypass mode, the processor of the present invention selectively controls the switching element of the auxiliary power control unit and the switching element of the second inverter to bypass the power supplied from the charger to the battery. It is characterized in that it is supplied without power conversion.

When the operation mode is the DC charging mode, the processor of the present invention controls the DC power supplied from the charger to the first inverter, the second inverter, and the switching element of the auxiliary power control unit to buck or boost the voltage from the charger. It is characterized in that the supplied power is converted and the converted power is supplied to the battery.

When the operation mode is the AC charging mode, the processor of the present invention supplies AC power supplied from the charger by buck or boost voltage control of the first inverter, the second inverter, and the switching element of the auxiliary power control unit. It is characterized in that the converted power is converted and the converted power is supplied to the battery.

The present invention is characterized in that it further comprises an eighth switch connected to the low side switching element of the auxiliary power control unit and the DC input terminal node of the DC charger and having the other end connected to ground to change the operation mode.

The eighth switch of the present invention is open when the operation mode is a single inverter driving mode, so that the first inverter, the second inverter, and the auxiliary power control unit connect the low-side switching element and the eighth switch connection of the auxiliary power control unit to the neutral point. It is characterized in that it is implemented as a single inverter-based motor driving circuit.

The eighth switch of the present invention is open when the operation mode is a dual inverter motor driving mode, so that the first inverter and the second inverter are implemented as a dual inverter based motor driving circuit.

The eighth switch of the present invention is characterized in that it is open when the operation mode is a DC charging mode or a DC charging bypass mode, and closed when the operation mode is an AC charging mode.

The present invention is characterized in that it further includes a seventh switch installed at a (+) terminal between the first inverter and the second inverter to change the operation mode.

The seventh switch of the present invention is open when the operation mode is a single inverter motor driving mode, and the first inverter and the second inverter use a single inverter based motor driving circuit in which the DC(+) terminal of the second inverter is a neutral point. It is characterized in that it is implemented as.

The seventh switch of the present invention is installed at the (+) terminal between the first inverter and the second inverter, and is closed when the operation mode is a dual inverter motor driving mode, so that the first inverter and the second inverter are dual inverters. Characterized in that it is implemented as an inverter-based motor driving circuit.

The present invention is characterized in that it further includes a seventh switch installed at a (-) terminal between the first inverter and the second inverter to change the operation mode.

The seventh switch of the present invention is open when the operation mode is a single inverter motor driving mode, and the first inverter and the second inverter use a single inverter-based motor driving circuit in which the DC (-) terminal of the second inverter is a neutral point. It is characterized in that it is implemented as.

The seventh switch of the present invention is closed when the operation mode is a dual inverter motor driving mode, so that the first inverter and the second inverter are implemented as a dual inverter based motor driving circuit.

A vehicle inverter system according to one aspect of the present invention enables motor driving in various modes, bi-directional DC charging, and AC charging based on a dual inverter.

The vehicle inverter system according to another aspect of the present invention improves efficiency and power density when driving a motor, and can eliminate high-voltage parts such as individual high-voltage DC/DC converters and AC on-board chargers, thereby minimizing system cost and volume. there is.

1 is a circuit diagram of a vehicle inverter system according to a first embodiment of the present invention.
2 is a circuit diagram of a vehicle inverter system according to a second embodiment of the present invention.
3 is a circuit diagram of a vehicle inverter system according to a third embodiment of the present invention.
4 is a circuit diagram of a vehicle inverter system according to a fourth embodiment of the present invention.
5 is a circuit diagram of a vehicle inverter system according to a fifth embodiment of the present invention.
6 is a circuit diagram of a vehicle inverter system according to a sixth embodiment of the present invention.
7 is an equivalent circuit diagram of an AC charging mode according to an embodiment of the present invention.

Hereinafter, a vehicle inverter system according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings. In this process, the thickness of lines or the size of components shown in the drawings may be exaggerated for clarity and convenience of description. In addition, 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 a user or operator. Therefore, definitions of these terms will have to be made based on the content throughout this specification.

1 is a circuit diagram of a vehicle inverter system according to a first embodiment of the present invention.

Referring to FIG. 1 , the vehicle inverter system according to the first embodiment of the present invention includes a battery 10, a first inverter 20, a second inverter 30, a motor 80, an auxiliary power controller 40, It includes a charge socket switching unit 50, a ripple attenuation unit 60 and a processor 70.

The battery 10 stores electrical energy and provides the stored electrical energy to the motor 80 .

In addition, the battery 10 may be charged with DC energy generated by regenerative braking output of the AC motor 80 by kinetic energy of the eco-friendly vehicle.

In addition, the battery 10 is charged with AC power input from an external AC charger (not shown) through the AC input terminals (AC L1, AC L2, AC N) of the charging socket, or an external DC charger, for example, EVSE ( It can be charged with DC power input from electric vehicle supply equipment through the DC input terminals (EVSE P, EVSE N) of the charging socket.

The DC link capacitor C1 is connected to both ends of the battery 10 and may be connected to the first inverter 20 . The DC link capacitor C1 can reduce the ripple of the DC voltage applied from the battery 10 to the first inverter 20 . In addition, the DC link capacitor C1 can reduce the ripple of the AC voltage applied from the first inverter 20 .

The first inverter 20 and the second inverter 30 control power according to an operation mode. For example, at least one of the first inverter 20 and the second inverter 30 converts power supplied from the battery 10 and supplies it to the motor 80, or converts DC power or AC power supplied from an external charger. It can be supplied to the battery 10.

Modes of operation may include motor driving mode, DC charging mode, DC charging bypass mode, and AC charging mode.

The motor driving mode is an operation mode in which the motor 80 is driven by controlling power applied to the motor 80 through the first inverter 20 and the second inverter 30 . Motor drive modes include single inverter drive mode and dual inverter motor drive mode.

The single inverter driving mode is an operation mode in which the motor 80 is operated by converting the power supplied from the battery 10 into the first inverter 20 .

The dual inverter motor driving mode is an operation mode in which the motor 80 is operated by converting power supplied from the battery 10 through the first inverter 20 and the second inverter 30 . In the dual inverter motor driving mode, relatively high motor efficiency and power density can be obtained compared to the single inverter driving mode by operating both the first inverter 20 and the second inverter 30 .

The DC charging mode is an operation mode in which the battery 10 is charged by supplying DC power applied from an external DC charger to the battery 10 when the capacity of the battery 10 and the capacity of an external DC charger are different from each other. For example, if the capacity of the external DC charger is 400V and the capacity of the battery 10 is 800V, the voltage can be converted from 400V to 800V in the DC charging mode, and the capacity of the external DC charger is 800V and the capacity of the battery 10 is 800V. If the capacity is 400V, the voltage can be converted from 800V to 400V in DC charging mode.

In the DC charging bypass mode, when the capacity of the battery 10 and the capacity of the external DC charger are the same, the DC power applied from the external DC charger is bypassed and supplied to the battery 10 without power conversion, so that the battery 10 It is an operation mode to charge. For example, if the capacity of the external DC charger is 400V and the capacity of the battery 10 is 400V, in the DC charging mode, the voltage of 400V is bypassed and supplied to the battery 10 without power conversion, and the capacity of the external DC charger is If the voltage is 800V and the capacity of the battery 10 is 800V, in the DC charging mode, the voltage of 800V is bypassed and supplied to the battery 10 without power conversion.

The AC charging mode is an operation mode in which the battery 10 is charged by converting AC power applied from an external AC charger into DC power.

Hereinafter, the first inverter 20 and the second inverter 30 will be described in detail.

The first inverter 20 is connected to the battery 10 and the motor 80 .

The first inverter 20 supplies DC power formed in the DC link capacitor C1 between both ends of the battery 10 to the motor 80 or the second inverter 30, or direct current to the DC link capacitor C1. Power is supplied to charge the battery 10 .

The first inverter 20 includes a first switching element S1, a second switching element S2, a third switching element S3, a fourth switching element S4, a fifth switching element S5, and a sixth switching element S5. A switching element (S6) is included.

The first switching element S1 , the second switching element S2 and the third switching element S3 are high side switching elements, and the fourth switching element S4 , the fifth switching element S5 and the sixth switching element (S6) is a low side switching element.

The first switching element S1 and the fourth switching element S4 may be connected in series to form one leg. Both ends of the leg composed of the first switching element S1 and the fourth switching element S4 are connected to both ends of the DC link capacitor C1, respectively, and the first switching element S1 and the fourth switching element S4 are A node in between is connected to the coil of the first phase of the motor 80.

The second switching element S2 and the fifth switching element S5 may be connected in series to form one leg. Both ends of the leg composed of the second switching element S2 and the fifth switching element S5 are connected to both ends of the DC link capacitor C1, respectively, and the second switching element S2 and the fifth switching element S5 A node in between is connected to the coil of the second phase of the motor 80.

The third switching element S3 and the sixth switching element S6 may be connected in series to form one leg. Both ends of the leg composed of the third switching element S3 and the sixth switching element S6 are connected to both ends of the DC link capacitor C1, respectively, and the third switching element S3 and the sixth switching element S6 A node in between is connected to the coil of the third phase of the motor 80.

Accordingly, the three legs may be connected to the coils of the three phases of the motor 80, respectively, to form an electrical connection with the motor 80.

The second inverter 30 is connected to the motor 80 , the auxiliary power controller 40 , and the ripple attenuator 60 . Here, the second inverter 30 is connected to the charging socket switching unit 50 through the auxiliary power control unit 40 .

The second inverter 30 may drive the motor 80 by operating in a dual inverter motor driving mode in association with the first inverter 20 .

In addition, the second inverter 30 connects AC power or DC power supplied from an external AC charger or DC charger through the charging socket switching unit 50 with the auxiliary power control unit 40 to the first inverter 20. supply In this case, the second inverter 30 may convert the AC power supplied from the AC charger into DC power (AC charging mode). In addition, the second inverter 30 may step up or step down the DC power supplied from the DC charger according to the capacity of the battery 10 and supply it to the battery 10 (DC charging mode). In addition, the second inverter 30 bypasses the DC power supplied from the DC charger and supplies it to the battery 10 without power conversion (DC charging bypass mode).

The second inverter 30 includes the seventh switching element S7, the eighth switching element S8, the ninth switching element S9, the tenth switching element S10, the eleventh switching element S11, and the twelfth switching element S11. A switching element (S12) is included.

The seventh switching element S7, the eighth switching element S8, and the ninth switching element S9 are high side switching elements, and the tenth switching element S10, the eleventh switching element S11, and the twelfth switching element (S12) is a low side switching element.

The seventh switching element S7 and the tenth switching element S10 may be connected in series to form one leg. Both ends of the leg composed of the seventh switching element S7 and the tenth switching element S10 are respectively connected to both ends of the DC link capacitor C1. A node between the seventh switching element S7 and the tenth switching element S10 is connected to the coil of the first phase of the motor 80, and the thirteenth switching element S13 and the sixteenth switching element S13 of the auxiliary power controller 40 It is connected to the node between the switching elements (S16).

The eighth switching element S8 and the eleventh switching element S11 are connected in series to form one leg. Both ends of the leg composed of the eighth switching element S8 and the eleventh switching element S11 are respectively connected to both ends of the DC link capacitor C1. The node between the eighth switching element S8 and the eleventh switching element S11 is connected to the coil of the second phase of the motor 80, and the fourteenth switching element S14 and the seventeenth switching element S14 of the auxiliary power controller 40 It is connected to the node between the switching elements (S17).

The ninth switching element S9 and the twelfth switching element S12 are connected in series to form one leg. Both ends of the ninth switching element S9 and the twelfth switching element S12 are respectively connected to both ends of the DC link capacitor C1. A node between the ninth switching element S9 and the twelfth switching element S12 is connected to the third phase coil of the motor 80 .

In the motor 80, both ends of each coil of the three phases are connected to each leg of the first inverter 20 and the second inverter 30.

That is, in the first phase, one end of the coil is connected to the node between the first switching element S1 and the fourth switching element S4 and the other end of the coil is between the seventh switching element S7 and the tenth switching element S10. connected to the node of

In the second phase, one end of the coil is connected to the node between the second switching element S2 and the fifth switching element S5 and the other end of the coil is connected to the node between the eighth switching element S8 and the eleventh switching element S11. connected to

In the third phase, one end of the coil is connected to the node between the third switching element S3 and the sixth switching element S6 and the other end of the coil is connected to the node between the ninth switching element S9 and the twelfth switching element S12. connected to

The auxiliary power control unit 40 may cut off power supplied from the battery 10 to the charger through the first inverter 20 and the second inverter 30 .

The auxiliary power controller 40 may control power supplied from an external charger in association with the second inverter 40 .

For example, the auxiliary power control unit 40 bypasses power supplied from an external charger according to an operation mode and transfers the power to the first inverter 20 without power conversion, or converts and supplies power according to the capacity of the battery 10. can

To this end, the auxiliary power controller 40 may include a plurality of switching elements that control power in association with the second inverter 30 .

The switching element of the auxiliary power controller 40 may be disposed as a high side switching element and a low side switching element forming a plurality of legs.

The auxiliary power controller 40 includes a thirteenth switching element S13, a fourteenth switching element S14, a sixteenth switching element S16, and a seventeenth switching element S17.

The thirteenth switching element S13 and the fourteenth switching element S14 are high side switching elements, and the sixteenth switching element S16 and the seventeenth switching element S17 are low side switching elements.

The thirteenth switching element S13 and the sixteenth switching element S16 may be connected in series to form one leg. Here, a node between the thirteenth switching element S13 and the sixteenth switching element S16 is connected to a node between the seventh switching element S7 and the tenth switching element S10 of the second inverter 30 . Also, the thirteenth switching element S13 is connected to the third switch SW3 and the sixteenth switching element S16 is connected to the first switch SW1.

The fourteenth switching element S14 and the seventeenth switching element S17 may be connected in series to form one leg. Here, a node between the fourteenth switching element S14 and the seventeenth switching element S17 is connected to a node between the eighth switching element S8 and the eleventh switching element S11 of the second inverter 30 . Also, the fourteenth switching element S14 is connected to the fourth switch SW4 and the seventeenth switching element S17 is connected to the first switch SW1.

The charging socket switching unit 50 may include at least one switch (SW1 to SW4) that individually regulates AC power or DC power supplied from the charging socket of the charger.

The charging socket switching unit 50 includes a first switch SW1 , a second switch SW2 , a third switch SW3 , and a fourth switch SW4 .

The first switch (SW1) to the fourth switch (SW4) are selectively switched according to the operation mode to individually regulate the AC power or DC power supplied from the charging socket of an external charger, for example, an AC charger or a DC charger, thereby Power or DC power is transferred to the second inverter (30).

Each of the first switch (SW1) to the fourth switch (SW4) may be installed individually for each (+) terminal and (-) terminal of DC power and each phase of AC power.

The first switch SW1 regulates DC power supplied from an external DC charger.

The first switch SW1 has one side connected to the DC input terminal EVSE P of the EVSE and the other side connected to the sixteenth switching element S16 and the seventeenth switching element S17 of the auxiliary power controller 40.

The second switch SW2 regulates DC power supplied from an external DC charger.

The second switch SW2 has one side connected to the DC input terminal EVSE N of the EVSE and the other side connected to the negative terminals of the first inverter 20 and the second inverter 30 and the ground.

The third switch (SW3) regulates AC power supplied from an external AC charger.

The third switch SW3 has one side connected to the AC input terminal AC L1 of the AC charger and the other side connected to the thirteenth switching element S13.

A fourth switch (SW4) regulates AC power supplied from an external AC charger.

The fourth switch SW4 has one side connected to the AC input terminal (AC L2 or AC N) of the AC charger and the other side connected to the 14th switching element S14 of the auxiliary power controller 40.

The ripple attenuator 60 attenuates ripple of AC power or DC power supplied from an AC charger or DC charger.

The ripple attenuator 60 includes a first charging capacitor C2 and a second charging capacitor C3.

The first charging capacitor C2 has one side connected to a node between the DC input terminal EVSE P of the DC charger and the thirteenth switching element S13, and the other side connected to the ground.

The second charging capacitor C3 has one side connected to a node between the AC input terminal (AC L2 or N) of the AC charger and the fourteenth switching element S14, and the other side connected to the ground.

The processor 70 controls the first inverter 20, the second inverter 30, the auxiliary power control unit 40, and the charging socket switching unit 50 according to the operation mode, thereby driving the motor, bi-directional DC charging, and AC charging. make this possible

More specifically, when the operation mode is the dual inverter motor driving mode, the processor 70 includes the thirteenth switching element S13, the fourteenth switching element S14, the sixteenth switching element S16, and the seventeenth switching element. (S17), the first switch (SW1) to the fourth switch (SW4) on the charging socket side are opened.

When the operation mode is the DC charging mode, the processor 70 opens the third switch SW3 and the fourth switch SW4 and opens the thirteenth switching element S13 and the fourteenth switching element S14 and the first switch SW1. ) and the second switch SW2 are closed.

In this case, the processor 70 includes eight first switching elements S1, a second switching element S2, a fourth switching element S4, a fifth switching element S5, a tenth switching element S10, The eleventh switching element (S11), the sixteenth switching element (S16), and the seventeenth switching element (S17) are controlled so that they can operate as a bi-directional two-phase DC buck/boost converter together with the coil of the motor. In this case, the processor 70 opens the remaining switching elements S3, S6 to S9, and S12. For example, if the capacity of the external DC charger is 400V and the capacity of the battery 10 is 800V, the processor 70 converts power from 400V to 800V, and the capacity of the external DC charger is 800V and the battery ( If the capacity of 10) is 400V, the processor 70 converts power from 800V to 400V.

When the operation mode is the DC charging bypass mode, the processor 70 opens the third switch SW3 and the fourth switch SW4 and opens the thirteenth switching element S13 and the fourteenth switching element S14 and the first switch. (SW1) and the second switch (SW2) are closed.

The processor 70 closes the seventh switching element S7, the eighth switching element S8, the sixteenth switching element S16, and the seventeenth switching element S17, and the remaining switching elements S1 to S6 and S9 to S12. ) open. In this case, the external charger may supply charging power by directly controlling the voltage and current required for battery charging. For example, if the capacity of the external DC charger is 400V and the capacity of the battery 10 is 400V, the processor 70 bypasses the power of 400V and supplies it to the battery 10 without power conversion, and the capacity of the external DC charger If this is 800V and the capacity of the battery 10 is 800V, the processor 70 bypasses the power of 800V and supplies it to the battery 10 without power conversion.

When the operation mode is the AC charging mode, the processor 70 opens the first switch SW1 and the second switch SW2 and closes the third switch SW3 and the fourth switch SW4. At this time, the processor 70 includes the first switching element S1, the second switching element S2, the fourth switching element S4, the fifth switching element S5, the tenth switching element S10, and the eleventh switching element S10. element (S11), the thirteenth switching element (S13) and the fourteenth switching element (S14) are controlled so that they operate as a bi-directional AC/DC converter between the AC input value of each phase of the AC charging port and the battery together with the motor coil. do. In this case, the processor 70 includes the above switching elements (first switching element S1, second switching element S2, fourth switching element S4, fifth switching element S5) constituting the DC/DC converter. ), the 10th switching element (S10), the 11th switching element (S11), the 13th switching element (S13) and the 14th switching element (S14) are controlled by buck/boost voltage at a high frequency to form a bi-directional single-phase AC/DC converter. In this case, the remaining switching elements (S3, S6~S9, S12, S16, S17) are opened.

2 is a circuit diagram of a vehicle inverter system according to a second embodiment of the present invention.

In the vehicle inverter system according to the second embodiment of the present invention, the same reference numerals are assigned to the same parts as those of the first embodiment, and detailed descriptions thereof are omitted.

Referring to FIG. 2 , in the vehicle inverter system according to the second embodiment of the present invention, the auxiliary power controller 40 includes a thirteenth switching element S13, a fourteenth switching element S14, and a sixteenth switching element S16. , a seventeenth switching element S17 and an eighteenth switching element S18.

Here, since the thirteenth switching element S13, the fourteenth switching element S14, the sixteenth switching element S16, and the seventeenth switching element S17 are the same as those of the first embodiment, detailed description thereof will be omitted here. .

The eighteenth switching element (S18) is connected to the first switch (SW1) and the coil of the third phase of the motor (80). That is, the eighteenth switching element S18 has one side connected to the first switch SW1 and the other side connected to a node between the ninth switching element S9 and the twelfth switching element S12 to operate the motor 80. It is connected to a 3-phase coil.

When the operation mode is the dual inverter motor driving mode, the processor 70 opens the thirteenth switching element S13 to the eighteenth switching element S18 and the first switch SW1 to fourth switch SW4 on the charging socket side. let it

When the operation mode is a single inverter motor driving mode, the processor 70 opens the seventh switching element S7 to fourteenth switching element S14 and the first switch SW1 to fourth switch SW4, and The 16th switching element S16 to the 18th switching element S18 are closed. In this case, a single inverter-based motor driving circuit having a neutral point at the connection between the 16th switching element S16 to the 18th switching element S18 and the first switch SW1 is implemented.

When the operation mode is the DC charging mode, the processor 70 opens the third switch SW3 and the fourth switch SW4, the thirteenth switching element S13 and the fourteenth switching element S14, and the first switch ( SW1) and the second switch SW2 are closed. In this case, the processor 70 includes 12 first switching elements S1 to sixth switching elements S6, tenth switching elements S10 to twelfth switching elements S12, and sixteenth switching elements S16 to S16. The eighteenth switching element (S18) is controlled, and they operate as a bi-directional three-phase DC Buck/Boost converter together with the coil of the motor (80), and at this time, the remaining switching elements (S7 to S9) are opened.

When the operation mode is the DC charging bypass mode, the processor 70 includes the seventh switching element S7 to ninth switching element S9, the thirteenth switching element S13 to fourteenth switching element S14, and the sixteenth switching element S7 to S9. The element S16 to the eighteenth switching element S18 are closed, and the remaining switching elements S1 to S6 and S10 to S12 are opened. In this case, the external charger may supply charging power by directly controlling the voltage and current required for battery charging.

When the operation mode is the AC charging mode, the processor 70 opens the first switch SW1 and the second switch SW2 and closes the third switch SW3 and the fourth switch SW4. At this time, the processor 70 includes the first switching element S1, the second switching element S2, the fourth switching element S4, the fifth switching element S5, the tenth switching element S10, and the eleventh switching element S10. By controlling the element S11, the thirteenth switching element S13, and the fourteenth switching element S14, they act as a bidirectional AC/DC converter between the AC input value of each phase of the AC charging port and the battery together with the coil of the motor 80. make it work In this case, the processor 70 includes the above switching elements (first switching element S1, second switching element S2, fourth switching element S4, fifth switching element S5) constituting the DC/DC converter. ), the 10th switching element (S10), the 11th switching element (S11), the 13th switching element (S13) and the 14th switching element (S14) are controlled by buck/boost voltage at a high frequency to form a bi-directional single-phase AC/DC converter. In this case, the remaining switching elements (S3, S6~S9, S12, S16, S17) are opened.

3 is a circuit diagram of a vehicle inverter system according to a third embodiment of the present invention.

In the vehicle inverter system according to the third embodiment of the present invention, detailed descriptions of the same parts as those of the above-described embodiments are omitted.

Referring to FIG. 3 , in the vehicle inverter system according to the third embodiment of the present invention, the auxiliary power controller 40 includes a thirteenth switching element S13, a fourteenth switching element S14, and a fifteenth switching element S15. , a sixteenth switching element S16, a seventeenth switching element S17, and an eighteenth switching element S18.

Here, the thirteenth switching element S13, the fourteenth switching element S14, and the fifteenth switching element S15 are high-side switching elements, and the sixteenth switching element S16, the seventeenth switching element S17, and the eighteenth switching element S16. Switching element S18 is a low side switching element.

Since the thirteenth switching element S13, the fourteenth switching element S14, the sixteenth switching element S16, and the seventeenth switching element S17 are the same as those of the first embodiment, their detailed descriptions are omitted here.

The fifteenth switching element S15 and the eighteenth switching element S18 may be connected in series to form one leg. Here, a node between the fifteenth switching element S15 and the eighteenth switching element S18 is connected to a node between the ninth switching element S9 and the twelfth switching element S12 of the second inverter 30 . Also, the fifteenth switching element S15 is connected to the fifth switch SW5 and the eighteenth switching element S18 is connected to the first switch SW1.

In addition, in the vehicle inverter system according to the third embodiment of the present invention, the charging socket switching unit 50 includes a first switch SW1, a second switch SW2, a third switch SW3, and a fourth switch SW4. ) and a fifth switch SW5.

Here, the first switch (SW1), the second switch (SW2), the third switch (SW3), and the fourth switch (SW4) are the same as those of the above-described embodiments, so a detailed description thereof is omitted here.

A fifth switch SW5 regulates AC power supplied from an external AC charger.

The fifth switch SW5 has one side connected to the AC input terminal AC L3 of the AC charger and the other side connected to the fifteenth switching element S15 of the auxiliary power controller 40.

In the vehicle inverter system according to the third embodiment of the present invention, the ripple attenuator 60 includes a first charging capacitor C2, a second charging capacitor C3, and a third charging capacitor C4.

Since the first charged capacitor C2 and the second charged capacitor C3 are the same as those of the above-described embodiments, a detailed description thereof is omitted here.

The third charging capacitor C4 has one side connected to a node between the AC input terminal AC L3 of the AC charger and the fifteenth switching element S15, and the other side connected to the ground.

As such, the vehicle inverter system according to the third embodiment of the present invention is configured to enable single-phase and three-phase AC charging by adding a fifteenth switching element (S15), a fifth switch (SW5) and a fourth capacitor (C4). It can be.

When the operation mode is the dual inverter motor driving mode, the processor 70 opens the thirteenth switching element S13 to the eighteenth switching element S18 and the first switch SW1 to fifth switch SW5 on the charging socket side. let it

When the operation mode is a single inverter motor driving mode, the processor 70 opens the seventh switching element S7 to fifteenth switching element S15 and the first switch SW1 to fifth switch SW5, The switching element S16 to the eighteenth switching element S18 are closed. In this case, a single inverter based motor drive circuit is implemented.

When the operation mode is the DC charging mode, the processor 70 opens the third switch (SW3) to the fifth switch (SW5), the thirteenth switching element (S13) to the fifteenth switching element (S15), and the first switch ( SW1) and the second switch SW2 are closed. In this case, the processor 70 includes 12 first switching elements S1 to sixth switching elements S6, tenth switching elements S10 to twelfth switching elements S12, and sixteenth switching elements S16 to S16. The eighteenth switching element (S18) is controlled, and they operate as a bi-directional three-phase DC Buck/Boost converter together with the coil of the motor (80), and at this time, the remaining switching elements (S7 to S9) are opened.

When the operation mode is the DC charging bypass mode, the processor 70 closes the seventh switching element S7 to ninth switching element S9 and the thirteenth switching element S13 to eighteenth switching element S18, The remaining switching elements (S1 to S6, S10 to S12) are opened. In this case, the external charger may supply charging power by directly controlling the voltage and current required for battery charging.

If the operation mode is the single-phase AC charging mode, the processor 70 opens the fifth switch SW5 and operates as a bi-directional single-phase AC/DC converter as in the second embodiment. That is, the processor 70 includes the first switching element S1 to the sixth switching element S6, the tenth switching element S10 to the twelfth switching element S12, and the thirteenth switching element S13 to the fifteenth switching element S10. Elements S15 are controlled so that they operate as a bi-directional AC/DC converter between the battery 10 and the AC inputs of each phase of the AC charging port together with the coils of the motor 80. In this case, the processor 70 includes the above switching elements (first switching element S1 to sixth switching element S6, tenth switching element S10 to twelfth switching element S12) constituting the DC/DC converter. ) and the thirteenth switching element (S13) to the fifteenth switching element (S15) are operated as a bidirectional single-phase AC/DC converter by controlling the buck/boost voltage with a high frequency. In this case, the remaining switching elements (S7 to S9, S16 to S18) is opened.

When the operation mode is the 3-phase AC charging mode, the processor 70 opens the first and second switches SW1 and SW2 and closes the third to fifth switches SW5. At this time, the processor 70 controls the first switching element S1 to the sixth switching element S6, the tenth switching element S10 to the fifteenth switching element S15, and the coil of the motor 80 with these elements. A bi-directional AC/DC converter is connected between the AC input value of each phase of the AC charging port and the battery 10. That is, the switching elements constituting the DC/DC converter (the first switching element S1 to the sixth switching element S6 and the tenth switching element S10 to the fifteenth switching element S15) are buck/boost at a high frequency. When voltage is controlled, it can be operated as a bidirectional 3-phase AC/DC converter, and the remaining switching elements (S7~S9, S16~S18) are opened.

4 is a circuit diagram of a vehicle inverter system according to a fourth embodiment of the present invention.

In the vehicle inverter system according to the fourth embodiment of the present invention, detailed descriptions of the same parts as those of the above-described embodiments are omitted.

Referring to FIG. 4 , the vehicle inverter system according to the fourth embodiment of the present invention may include an eighth switch SWb.

The eighth switch SWb has one end of a node between the 16th switching elements S16 to 18th switching elements S18 and the first switch SW1, that is, the low side switching element of the auxiliary power controller 40 and the DC input It is connected to the node between the terminals EVSE P and the other end is connected to the ground.

In the eighth switch (SWb), when the operation mode is the AC charging mode in the above-described third embodiment, the sixteenth to eighteenth switching elements (S16) to the eighteenth switching elements (S18) act instead of the switching elements (S10 to S12). can do.

In the fourth embodiment, the seventh switching element S7 to the twelfth switching element S12 of the second inverter 30 may be designed without considering the switching capacity and frequency required for the AC charging mode.

Also, the eighth switch SWb may change the motor driving mode. That is, when the operation mode is the dual inverter motor driving mode, the processor 70 includes the thirteenth switching element S13 to the eighteenth switching element S18, the first switch SW1 to the fifth switch SW5, and the eighth switching element S13 to the eighteenth switching element S18. When the switch SWb is opened, the first inverter 20 and the second inverter 30 may be implemented as a dual inverter-based motor driving circuit.

In addition, when the operation mode is a single mode motor driving mode, the processor 70 includes the seventh switching element S7 to fifteenth switching element S15, the first switch SW1 to fifth switch SW5 and the eighth switching element S7 to fifteenth switching element S15. When the switch SWb is opened and the 16th switching element S16 to 18th switching element S18 are closed, the 16th switching element S16 to 18th switching element S18 and the first switch SW1 A single inverter-based motor driving circuit with the connection of 8 switches (SWb) as a neutral point can be implemented.

Meanwhile, when the operation mode is the DC charging mode and the DC charging bypass mode, the processor 70 opens the eighth switch SWb, and when the operation mode is the AC charging mode, the processor 70 opens the eighth switch SWb close

Here, in the second embodiment of the present invention, an eighth switch (SWb) is added at the same location as in the fourth embodiment to change two motor driving modes, that is, a dual inverter motor driving mode and a single inverter motor driving mode.

5 is a circuit diagram of a vehicle inverter system according to a fifth embodiment of the present invention, and FIG. 6 is a circuit diagram of a vehicle inverter system according to a sixth embodiment of the present invention.

In the vehicle inverter system according to the fifth and sixth embodiments of the present invention, detailed descriptions of the same parts as those of the above-described embodiments are omitted.

Referring to FIGS. 5 and 6 , the vehicle inverter system according to the fifth and sixth embodiments of the present invention may further include a seventh switch SWa for changing an operation mode.

Referring to FIG. 5 , in the vehicle inverter system according to the fifth embodiment of the present invention, a seventh switch SWa regulates DC power supplied to the battery 10 from an external DC charger.

The seventh switch SWa is installed at the (+) terminal between the first inverter 20 and the second inverter 30 . The seventh switch SWa has one end connected to a node to which the first switching element S1, second switching element S2, and third switching element S3 of the first inverter 20 are connected, and the other end connected to the first switching element S1. It is connected to a node to which the seventh switching element S7, eighth switching element S8, and ninth switching element S9 of the second inverter 30 are connected.

Referring to FIG. 6 , in the vehicle inverter system according to the sixth embodiment of the present invention, a seventh switch SWa regulates DC power supplied to the battery 10 from an external DC charger.

The seventh switch (SWa) is installed at the (-) terminal between the first inverter 20 and the second inverter 30.

The seventh switch SWa has one end connected to a node to which the fourth switching element S4, fifth switching element S5, and sixth switching element S6 of the first inverter 20 are connected, and the other end connected to the first switch SWa. It is connected to a node to which the tenth switching element S10, the eleventh switching element S11, and the twelfth switching element S12 of the two inverters 30 are connected.

In the fifth and sixth embodiments, when the operation mode is the dual inverter motor driving mode, the processor 70 includes the thirteenth switching element S13 to the eighteenth switching element S18 and the first switch SW1 to the fifth switching element S13. When the switch SW5 and the eighth switch SWb are opened and the seventh switch SWa is closed, a dual inverter-based motor driving circuit can be implemented.

In the fifth embodiment, when the operation mode is a single inverter motor driving mode, the processor 70 includes the tenth switching element S10 to the eighteenth switching element S18, the first switch SW1 to the fifth switch SW5 ), the seventh switch (SWa) and the eighth switch (SWb) are opened, and the seventh switching element (S7) to the ninth switching element (S9) are closed, the DC (+) terminal of the second inverter 30 A single inverter-based motor driving circuit with a neutral point can be implemented.

In the sixth embodiment, when the operation mode is a single inverter motor driving mode, the processor 70 includes the seventh to ninth switching elements S7 to S9 and the thirteenth to S13 to eighteenth switching elements. (S18), the first switch (SW1) to the fifth switch (SW5), the seventh switch (SWa) and the eighth switch (SWb) are opened, and the tenth switching element (S10) to the twelfth switching element (S12) can be closed. In this case, a single inverter-based motor driving circuit having the DC(-) terminal of the second inverter 30 as a neutral point is configured.

Here, the added seventh switch (SWa) is open in DC charging mode and AC charging mode, and closed in DC charging bypass mode.

Also, a seventh switch (SWa) may be added to the first to third embodiments, and it may be changed to one of two motor driving modes, that is, a dual inverter motor driving mode and a single inverter motor driving mode.

The number of switching elements or switches in this embodiment is an example for helping understanding of the concept of the present invention, and the number may vary depending on the type of switch to be applied and the type of charging power according to the region. In addition, the switching element or switch may be IGBT, MOSFET, Relay, etc., and details such as the type of switch are not limited for the description of the present invention.

In the first to seventh embodiments of the present invention, elements for EMC Filter and Safety may be added.

In the first to seventh embodiments of the present invention, when the supply voltage of the external charger is different from the voltage of the battery 10 in the DC charging mode, for example, from a 400V external charger to the 800V battery 10 When power is supplied or power is supplied from an 800V external charger to the 400V battery 10, the switching elements S1 to S6 of the first inverter 20 and the switching element S7 of the second inverter 30 ~S12) to control the voltage required for battery charging. In addition, since the bi-directional converter is applied, power can be supplied to the outside by controlling the DC voltage required for the DC charging port regardless of the voltage level of the battery 10 when the V2X function that supplies the stored energy of the battery 10 to the outside is applied.

7 is an equivalent circuit of the AC charging mode of the present invention.

In the case of the AC charging mode of the present invention, as shown in FIG. 7, a circuit in which a bidirectional DC/DC converter is connected between the AC input value of each phase of the AC charging port and the battery 10 is configured. The switching element constituting this DC/DC converter can convert the AC voltage of each phase to DC voltage by controlling the buck/boost voltage with high frequency. Accordingly, the single-phase or three-phase AC input value of the AC charging port is converted into a DC voltage output for battery charging, and the battery 10 can be charged. In addition, when the V2X function that supplies the stored energy of the vehicle's battery 10 to the outside is applied, the DC voltage of the battery 10 is controlled by the Buck / Boost voltage to control the AC voltage output of each phase required for the AC charging port to supply power to the outside can supply

In the embodiment of the present invention, in the case of the motor driving mode, the performance of the motor 80 is appropriately changed according to the driving range of the motor 80 by appropriately changing the above two driving modes (dual single inverter motor driving mode and single inverter motor driving mode). can improve

As such, the vehicle inverter system according to an embodiment of the present invention enables motor driving in various modes, bi-directional DC charging, and AC charging based on the dual inverter.

In addition, the vehicle inverter system according to an embodiment of the present invention improves efficiency and power density when driving a motor, and can eliminate high-voltage parts such as individual high-voltage DC/DC converters and AC on-board chargers, thereby reducing system cost and volume. can be minimized.

Implementations described herein may be embodied in, for example, a method or process, an apparatus, a software program, a data stream, or a signal. Even if discussed only in the context of a single form of implementation (eg, discussed only as a method), the implementation of features discussed may also be implemented in other forms (eg, an apparatus or program). The device may be implemented in suitable hardware, software and firmware. The method may be implemented in an apparatus such as a processor, which is generally referred to as a processing device including, for example, a computer, microprocessor, integrated circuit or programmable logic device or the like. Processors also include communication devices such as computers, cell phones, personal digital assistants ("PDAs") and other devices that facilitate communication of information between end-users.

Although the present invention has been described with reference to the embodiments shown in the drawings, it should be noted that this is only exemplary and various modifications and equivalent other embodiments are possible from those skilled in the art to which the technology pertains. will understand Therefore, the true technical protection scope of the present invention will be defined by the claims below.

10: battery 20: first inverter
30: second inverter 40: auxiliary power controller
50: charging socket switching unit 60: ripple attenuation unit
70: processor 80: motor

Claims (21)

A first inverter having a plurality of switching elements for power control;
A second inverter having a plurality of switching elements for power control;
an auxiliary power control unit in which a plurality of switching elements are disposed as high-side switching elements or low-side switching elements and controls power supplied from an external charger or battery in association with the second inverter;
a charging socket switching unit supplying power supplied from the charger to the auxiliary power control unit; and
Controlling at least one of the charging socket switching unit, the first inverter, the second inverter, and the auxiliary power controller according to the operation mode to supply power from the battery to the motor or to supply power from the charger to the battery contains a processor;
In the auxiliary power control unit, a node between a high side switching element and a low side switching element is connected to a node between a high side switching element and a low side switching element of the second inverter. The method of claim 1, wherein the operation mode is
A single inverter motor driving mode in which power supplied from the battery is converted through the first inverter to operate the motor, and power supplied from the battery is converted through the first inverter and the second inverter to operate the motor. A dual inverter motor driving mode to charge the battery by converting the DC power applied from the charger according to the capacity of the battery when the capacity of the battery and the capacity of the charger are different from each other DC charging mode, the capacity of the battery and Including at least one of a DC charging bypass mode for charging the battery with DC power applied from the charger when the capacity of the charger is the same, and an AC charging mode for charging the battery by converting AC power supplied from the charger Inverter system for a vehicle, characterized in that to do. The vehicle inverter system according to claim 1, further comprising a ripple attenuator for attenuating ripple of the electric power supplied from the charger. The method of claim 1, wherein the charging socket switching unit
Inverter system for a vehicle, characterized in that it comprises at least one switch that individually controls the AC power or DC power supplied from the charging socket of the charger. The method of claim 4, wherein the switch of the charging socket switching unit
The vehicle inverter system, characterized in that the (+) and (-) terminals of the DC power supplied from the charging socket of the charger, and each phase of the AC power are individually installed. delete The method of claim 1, wherein the processor
When the operation mode is a single inverter motor driving mode, all switching elements of the auxiliary power control unit are opened to cut off power supplied from the battery, convert power supplied from the battery through the first inverter, and Vehicle inverter system, characterized in that supplied to the motor. The method of claim 1, wherein the processor
When the operation mode is a dual inverter motor driving mode, all switching elements of the auxiliary power controller are opened to cut off power supplied from the battery, and power supplied from the battery is passed through the first inverter and the second inverter. An inverter system for a vehicle, characterized in that converted and supplied to the motor. The method of claim 1, wherein the processor
When the operation mode is a DC charging bypass mode, selectively controlling the switching element of the auxiliary power control unit and the switching element of the second inverter bypasses the power supplied from the charger and supplies it to the battery without power conversion. Inverter system for vehicles characterized by. The method of claim 1, wherein the processor
When the operation mode is a DC charging mode, DC power supplied from the charger is converted into power supplied from the charger by buck or boost voltage control of the switching elements of the first inverter, the second inverter, and the auxiliary power control unit, Inverter system for a vehicle, characterized in that for supplying the converted power to the battery. The method of claim 1, wherein the processor
When the operation mode is the AC charging mode, the AC power supplied from the charger is converted and converted into power supplied from the charger by controlling the voltage of the first inverter, the second inverter, and the switching element of the auxiliary power control unit to buck or boost. Inverter system for a vehicle, characterized in that for supplying the electric power to the battery. 2. The vehicle according to claim 1 , further comprising an eighth switch connected to the low side switching element of the auxiliary power control unit and a DC input terminal node of the DC charger and having the other end connected to ground to change the operation mode. inverter system. 13. The method of claim 12, wherein the eighth switch
When the operation mode is a single inverter driving mode, it is open, and the first inverter, the second inverter, and the auxiliary power control unit form a single inverter-based motor driving circuit having the low side switching element and the eighth switch connection of the auxiliary power control unit as a neutral point. Inverter system for a vehicle, characterized in that to be implemented. 13. The method of claim 12, wherein the eighth switch
When the operation mode is a dual inverter motor driving mode, it is open so that the first inverter and the second inverter are implemented as a dual inverter based motor driving circuit. 13. The method of claim 12, wherein the eighth switch
The inverter system for a vehicle, characterized in that it is open when the operation mode is a DC charging mode or a DC charging bypass mode, and closed when the operation mode is an AC charging mode. The vehicle inverter system according to claim 1, further comprising a seventh switch installed at a (+) terminal between the first inverter and the second inverter to change the operation mode. 17. The method of claim 16, wherein the seventh switch
When the operation mode is a single inverter motor driving mode, it is open so that the first inverter and the second inverter are implemented as a single inverter-based motor driving circuit having the DC (+) terminal of the second inverter as a neutral point. Characterized in that Inverter system for vehicles. 17. The method of claim 16, wherein the seventh switch
It is installed at the (+) terminal between the first inverter and the second inverter, and is closed when the operation mode is a dual inverter motor driving mode, so that the first inverter and the second inverter are implemented as a dual inverter-based motor driving circuit. Inverter system for a vehicle, characterized in that to do. The vehicle inverter system according to claim 1, further comprising a seventh switch installed at a (-) terminal between the first inverter and the second inverter to change the operation mode. The method of claim 19, wherein the seventh switch
When the operation mode is a single inverter motor driving mode, it is open so that the first inverter and the second inverter are implemented as a single inverter-based motor driving circuit having the DC (-) terminal of the second inverter as a neutral point. Characterized in that Inverter system for vehicles. The method of claim 19, wherein the seventh switch
When the operation mode is a dual inverter motor driving mode, it is closed so that the first inverter and the second inverter are implemented as a dual inverter based motor driving circuit.

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