Hyundai Motor Company

Kia Motors Corporation

Hyung Bin Ihm

Tae Young Chung

Joon Young Park

Hyun Wook Seong

Tae Hoon Lee

Hui Sung Jang

Joo Young Park

Gi Bong Son

Tae Wook Park

Hyung Souk Kang

Gyu Tae Choi

Byung Hoon Yang

Woo Young Lee

Gyu Yeong Choe

Tae Il Yoo

Jin Hwan Jung

Han Hee Park

Jung Hong Joo

Sihun Yang

Young Kwan Ko

Byunghoon Yang

Jongpil Kim

JinYoung Yang

Hyun-Wook Seong

Dong Sup Ahn

Youngkook Lee

SeungHyun Han

Jooyoung Park

DongGyun Woo

ShinHye Chun

Chin Wook Paek

Hyungsouk Kang

A charging apparatus for an electric vehicle is provided. The apparatus includes an AC power input terminal receiving one AC input power from among single-phase AC power and multi-phase AC power. A power factor corrector having full bridge circuits receives the AC input power through the AC power input terminal. A link capacitor is charged through the power factor corrector. A first switch connects any one of an AC power input line and a neutral line of the AC power input terminal to the power factor corrector and a second switch selectively connects the AC power input terminal to the power factor corrector, or the link capacitor. The power factor corrector and the switch network operate based on a condition of received AC input power. The second switch includes a third switch and a fourth switch that connect each full bridge circuit to a positive battery electrode.

Charging apparatus for electric vehicle

An apparatus for compensating for a position information error of a resolver includes: a resolver-digital converter configured to generate a corresponding output angle by estimating resolver position information from a resolver output signal; and a position error compensation learner configured to determine a position error component in a corresponding electric angular velocity of the resolver output signal using the resolver output signal and the output angle and to convert the position error component to a position error component in an electric angular velocity 0. The resolver-digital converter compensates for an error by reflecting the position error component in the electric angular velocity 0 in the error between a position angle of the resolver output signal and the output angle.

Apparatus and method for compensating a position information error of a resolver

A method of decreasing vibration during release of a stop gear of a vehicle can be applied to an eco-friendly vehicle for decreasing vibration generated when a driver releases a P step of a gear lever while torsion occurs in a drive shaft of the vehicle. Reaction force torque of a driving motor is controlled so as to output reaction force that has been generated in a parking sprag by a driving motor when torsion occurs in the drive shaft after entrance of the gear lever into the P step, so as to decrease vibration generated because torsion reaction force of the drive shaft vanishes at the same time.

Method of decreasing vibration during release of stop gear of vehicle

A power conversion apparatus can include: a power module configured to transfer an analog sensing signal corresponding to a current of an inductor and a voltage applied at both terminals of a capacitor, and to perform power conversion by driving a power semiconductor with a pulse-width modulation signal; and a controller configured to receive the analog sensing signal from the power module, to convert the analog sensing signal to a digital signal, to generate the pulse-width modulation signal, and to transfer the pulse-width modulation signal to the power module.

Analog to digital (A/D) converter and power conversion apparatus having the same

An apparatus and method are provided for compensating for a position error of a resolver that compensates for positions in the overall speed range using resolver position error measured at a specific speed by providing an angle tracking observer (ATO) for calculating angle information. The ATO compensates for the position errors in the overall speed range based on the position errors measured at the specific speed, to an inside of a resolver-digital converter. The method includes digitalizing detected position information of the motor rotor and receiving the digitalized position information from a resolver-digital converter to measure the position error. An electrical angular velocity of the position error is determined and the position error at the electrical angular velocityis calculated and stored. The position error at a current electrical angular velocity is converted into and compensated for using the calculated position error based on the current electrical angular velocity.

Apparatus and method for compensating for position error of resolver

A shift control apparatus for a hybrid vehicle, capable of moving backward through control of a motor and a transmission. The shift control apparatus for the hybrid vehicle includes an engine as a power source; first and second motors connected to the engine; an engine clutch positioned between the engine and the first motor and selectively connecting the engine and the first motor; a transmission receiving a driving torque from at least one of the engine and first motor by a release or an engagement of the engine clutch; and a vehicle controller releasing the engine clutch if a backward moving request signal is input. The shift control apparatus further confirms a backward moving torque amount when the speed of the vehicle is a reference speed or less, and controls the first motor based on the backward moving torque amount for the vehicle to be moved backward.

Shift control apparatus for hybrid vehicle and method therof

A method for controlling a power factor correction circuit includes: sensing, by a control unit, an input signal; deriving, by the control unit, a delay correction input signal using the input signal and a previous input signal that is sensed before the input signal; and controlling, by the control unit, the power factor correction circuit using the derived delay correction input signal.

Method and system of controlling power factor correction circuit

An active vibration reduction control apparatus for a hybrid electric vehicle includes: a reference signal generator generating a reference signal and a first phase based on a first rotational angle of a first motor; a vibration extractor extracting a vibration signal from a second motor; a coefficient determiner determining a filter coefficient which minimizes a phase difference between the reference signal and the vibration signal; a phase determiner detecting a second phase which corresponds to the phase difference using a first speed signal of the first motor and the filter coefficient; a phase deviation amount detector detecting a third phase for compensating for a phase delay; and a synchronization signal generator generating an antiphase signal of a shape of an actual vibration in order to determine a compensating force of the first motor.

Active vibration reduction control apparatus for hybrid electric vehicle and method thereof

An apparatus for controlling an LLC converter is provided. The apparatus includes a current controller that determines a first switching frequency control value of a switching element in the LLC converter to cause an output current detection value of the LLC converter to correspond to a predetermined output current command value. Additionally, a feedforward controller determines a second switching frequency control value for operating the switching element by applying a feedforward control value that corresponds to a ripple component included in an input voltage of the LLC converter to the first switching frequency control value.

Apparatus for controlling LLC converter

The present invention relates to an anti-jerk control apparatus and method for an Hybrid Electric Vehicle (HEV). The anti-jerk control apparatus includes a model speed calculation unit for calculating a model speed of the motor in a state in which a vibration of a drive shaft is not considered. A vibration occurrence determination unit detects a speed vibration component while calculating a reference speed difference and an average speed difference from differences between the model speed and an actual speed of the motor, thus determining whether a vibration occurs on the drive shaft. A torque correction value calculation unit calculates a motor torque correction value for anti-jerk required to damp the vibration of the drive shaft, and controls torque of the motor if the vibration occurrence determination unit determines that the vibration occurs on the drive shaft.

Anti-jerk control apparatus and method for hybrid electric vehicle

An active vibration reduction control apparatus and method of a hybrid vehicle are provided to generate a reference signal of a first motor that corresponds a vibration signal extracted from a second motor. An amplitude and phase of the reference signal is adjusted based on frequency characteristic of a drive system transfer function to generate vibration reduction torque of a first motor within the hybrid vehicle. The first motor, a torsional damper, an engine, a connector (a belt-pulley, a chain, a gear, and so on), and the second motor are sequentially connected within the hybrid vehicle.

Active vibration reduction control apparatus and method of hybrid vehicle

A control method of a vehicle having a motor according to an exemplary embodiment of the present invention can include confirming that a speed of the motor is not 0 and an output torque thereof is 0 in a condition that the vehicle is being operated, confirming that a voltage of the motor converges to a regular value, and accumulating control data for the motor and processing the control data to calculate an offset value of a resolver. Accordingly, the control method of a vehicle effectively determines whether the offset of the resolver is to be compensated without affecting the drivability of the vehicle.

Control method of hybrid vehicle

Anti-jerk control apparatus and method for Hybrid Electric Vehicle

The control system for controlling a permanent magnet synchronous motor includes: a position detection member, an angular speed calculator, a speed controller, a current command generator, a three phase/d-q coordinate converter, a current controller, a d-q/three phase coordinate converter, and an inverter. The speed controller generates a torque command based on a difference between an angular speed command value and the calculated angular speed. The current command generator generates a q-axis current command and a d-axis current command corresponding to the torque command and the angular speed. The three phase/d-q coordinate converter generates a q-axis current feedback signal and a d-axis current feedback signal. The current controller generates a q-axis voltage command and a d-axis voltage command. The d-q/three phase coordinate converter converts the q-axis current command and the d-axis current command into three phase voltage commands. The inverter outputs a driving voltage for driving the permanent magnet synchronous motor using the three phase voltage commands.

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Seoul, South Korea

Hyung Bin Ihm