A power conversion apparatus connected to three or more voltage units, includes three or more power conversion circuits connected to respective units of the three or more voltage units; and a multiport transformer connected to the three or more power conversion circuits at mutually different ports, in which at least one voltage unit of the three or more voltage units is an electrical load.

An aircraft propulsion unit includes an electric motor, at least one accessory unit used for operating the electric motor, an inverter module, the inverter module including a plurality of inverters for powering the electric motor and the at least one accessory unit, and a cooling system coupled to the electric motor and the inverter module, the cooling system comprising a coolant path for circulating a coolant through or adjacent to the electric motor and the at least one accessory unit.

A locomotive, a first chopper circuit, and a second chopper circuit integrating a traction motor with an energy storage device are disclosed. The locomotive includes a prime mover, an energy management device, a DC power bus, a traction motor, an energy storage device, a resistor grid, and a chopper circuit. Each chopper circuit is controlled by the energy management device and includes a plurality of power semiconductors with variable switching frequency. The traction motor may be capable of operating in a motoring mode, where power is controllably supplied by either the prime mover and/or the energy storage device; and a dynamic braking mode, where generated power is controllably allocated to the energy storage device and/or the resistor grid.

The present invention addresses the problem of properly performing motor control during overmodulation. In a motor control device 1, a carrier wave frequency adjusting unit 16 adjusts a carrier wave frequency fc so as to change a voltage phase error Δθv representing the phase difference between three-phase voltage commands Vu*, Vv*, Vw* and a triangular wave signal Tr. When a modulation factor H in accordance with the voltage amplitude ratio between the DC power supplied from a high voltage battery to an inverter and AC power output from the inverter to a motor exceeds a predetermined value, for example, 1.15, a current control unit 14 corrects the amplitudes and phases of a d-axis voltage command Vd* and a q-axis voltage command Vq* on the basis of a carrier wave phase difference Δθcarr representing the phase of the triangular wave signal Tr.

A power integration system with motor drive and battery charging and discharging function includes a motor, a power integration circuit, and a battery. The power integration circuit includes an inverter and a charger. The inverter includes multi-phase bridge arms, and each bridge arm has an upper switch and a lower switch. Each bridge arm is correspondingly coupled to each phase winding of the motor. The charger includes a front-end DC conversion path, and the upper switch and the lower switch of at least one bridge arm of the shared inverter. The battery is coupled to the power integration circuit. The power integration circuit receives a DC power provided by a DC power apparatus, and the charger converts the DC power to charge the battery. The battery provides the power required to drive the motor by the inverter.

A random value integration unit 175 outputs a random value output from a random value generation unit 174 in a diffusion width Rand output from a diffusion width generation unit 173 by a product of an output of the random value generation unit 174 and an output of the diffusion width generation unit 173. A triangular wave signal generation unit 176 generates a triangular wave signal corresponding to a second carrier frequency fc2 which is obtained by adding the random value output from the random value integration unit 175 to a first carrier frequency fc1 which is an output of a carrier frequency setting unit 171. That is, a frequency obtained by increasing the diffusion width of the first carrier frequency fc1 is used as the second carrier frequency fc2, and the second carrier frequency is used as the carrier frequency.

In a vehicle drive system using a motor for cruising, the connection node of serially-connected first and second batteries is grounded. The operation of an inverter is controlled so that the motor drive voltage is higher than the output voltage of each of the first and second batteries. A balance circuit balances the charged amounts of the first and second batteries by performing charge/discharge control between the first and second batteries.

The invention relates to a DC voltage converter for transferring power from a high voltage network to a low voltage network. As a result, a circuit configuration which can be operated alternatively as an active-clamp flyback converter or an active-clamp buck converter is used.

Systems and methods directed to improved battery management, motor control, energy storage and battery charging. The systems and methods enable vehicle electrification and provides a paradigm changing platform that enables integration of battery management, charging and motor controls with means to manage regenerative braking, traction and handling. In embodiments, systems and methods are directed to a unified modular battery pack system having a cascaded architecture comprising an integrated combination of a networked low voltage converter/controller with peer-to-peer communication capability, embedded ultra-capacitor or other secondary energy storage element, battery management system and serially connected set of individual cells as the fundamental building block.

A vehicle drive device that includes a rotary electric machine that serves as a drive force source for wheels; a speed change mechanism; a pump motor that serves as a drive force source for an electric pump that generates a hydraulic pressure to be supplied to a servo mechanism for the speed change mechanism; a case that accommodates the speed change mechanism; and a first inverter that controls the rotary electric machine and a second inverter that controls the pump motor, the first inverter and the second inverter being connected to a common DC power source, wherein: the first inverter and the second inverter are disposed in the case; and a first wiring member that extends from the DC power source is branched in the case to be connected to each of the first inverter and the second inverter.