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Power Electronics R&D

Laura D. Marlino

Email: [email protected] Phone: 865-946-1245

Organization: Oak Ridge National Laboratory

DOE Vehicle Technologies Program Overview of DOE VTP APEEM R&D

North Marriott Hotel and Conference Center Bethesda, Maryland

February 28, 2008

This presentation does not contain any proprietary or confidential information Managed by UT-Battelle

for the Department of Energy

mailto:[email protected]

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TARGETReduction

PE Volume and Cost p

o

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Multiple Pathways Pursued: Increase Potential for Success and Provide Portfolio of Options

PE Volume and Cost Reduction TARGET

Managed by UT-Battelle for the Department of Energy

2

Projects vs. Pathways

XXXXXCurrent Source Inverter

XXXHigh Temperature FilmCapacitors

XXXGlass Ceramic Dielectrics for DC Bus Capacitors

XXXHigh DielectricConstant Cap for PE Systems

X

X X

X

X

X

X An Active Filter Approach to theReduction of the DC Link Capacitor

XXXXWide Bandgap Materials

XXXXAdvanced Converter Systems for High Temp HEV Environments

XX Utilizing the Traction Drive Power Electronics System toProvide Plug-inCapability for PHEVs


3

Current Source Inverters for HEVs and FCVs

Laura Marlino Email: [email protected]

Phone: 865-946-1245 Organization: Oak Ridge National Laboratory

Principal Investigator: Gui-Jia Su Agreement: 13268

Project Duration: FY07 to FY10 FY08 Funding: $772K

DOE Vehicle Technologies Program Overview of DOE VTP APEEM R&D


February 28, 2008




Purpose of Work

Demonstrate that the current source inverter (CSI) iscapable of

• Integrating voltage boost function into the inverterthereby eliminating the need for a separate boostconverter

• Reducing the cost and volume by 25% compared to acomparable voltage source inverter

• Reducing capacitance requirements by more than 50%

• Reducing levels of electromagnetic interference (EMI)

Managed by UT-Battellefor the Department of Energy

2

Responses to Reviewers’ Comments

This is a new start in FY08; no previous review hasbeen conducted


3

Barriers

VTP Related Challenges • Because the commercial availability of reverse

blocking IGBT modules is unknown, industry may be reluctant to embrace the approach.

Technology Related Challenges • Reverse blocking IGBT modules are still under

development. Engineering samples are available from Fuji Electric but difficult to obtain.

• Incorporating regeneration function into CSI.


4

Technical Approach Background • The voltage source inverter with many drawbacks presents tough

hurdles for meeting the DOE targets, especially at high coolant temperatures.

t

vaoVdc/2

-Vdc/2

Undesired voltage waveform

• Possible shoot-through limits long-term reliability

• Possible shoot-through limits long-term reliability

• Costly and bulky, about ⅓ of inverter volume and cost • A major hurdle for high-temperature operations • Costly and bulky, about ⅓ of inverter volume and cost• A major hurdle for high-temperature operations

• High EMI noises • High stress on motor insulation • High-frequency losses • Bearing-leakage currents

• High EMI noises• High stress on motor insulation• High-frequency losses• Bearing-leakage currents

Voltage Source Inverter (VSI)


5

Technical Approach (cont’d)• The CSI with a novel interfacing circuit

Current Source Inverter (CSI)

• Use a small inductor and 3 small AC capacitors to eliminate the bulky DC bus capacitor

• Eliminate the antiparallel diodes • Not only tolerate phase-leg shoot-through, but used to boost

output voltage

Use a small inductor and 3 small AC capacitors to eliminate the• bulky DC bus capacitor

• Eliminate the antiparallel diodes• Not only tolerate phase-leg shoot-through, but used to boost

output voltage

• Sinusoidal voltages & currents to the motor Sinusoidal voltages &• currents to the motor• Enable the CSI to control the motor at

low speeds and charge the battery Ena• ble the CSI to control the motor at low speeds and charge the battery


6

Technical Approach (cont’d)

1. Design – Incorporating the simulation study, a 55 kW inverter prototype will be designed • IGBT modules

IGBT and diode chips connected in series• Inductor • Power circuit layout • Heat sink • DSP control PCB based on TI TMS320F2812 • Gate driver PCBs

2. Fabricate – A prototype of a 55 kW inverter will be fabricated based on design specifications

3. Develop DSP control code – The maximum torque per amp control algorithm for interior permanent magnet (IPM) motorswill be implemented

4. Test and evaluate – The 55 kW prototype will be tested at first with a R-L load and then with a permanent magnet (PM) motor


7

Technical Approach - Uniqueness

• Use of a novel interface circuit to enable the CSI to – Operate from a voltage source (battery) and control a motor

from 0 to higher motor speed – Charge the battery during dynamic breaking

• Impacts – Reduce cost and volume – Improve inverter and motor lifetime – Increase motor efficiency – Increase constant-power speed range

• Eliminate need for boost converter – Reduce the cost and size of batteries in plug-in HEVs – Enable SiC based inverters operate at elevated temperature

environments


8

Timeline for FY08

SepAugJulJunMayAprMarFeb

2008

JanDecNov

2007

Oct

Hardware design of a 55 kW inverter prototype

Prototype fabrication

Design of DSP control circuit and gate driver PCBs

Control algorithm and DSP code development

Report on prototype

design and test results

Lab testing and evaluation

Decision point

Decision point discussion: Prototype and test results will be evaluated on the potential of the current source inverter to operate with a 105º C coolant.


9

Technical Accomplishments FY08

• Completed simulation study and proved the concept

• Investigated both carrier based and space vector PWMschemes and developed an optimum Motor speed

PWM method for prototype development Motor torque

Motor currents

• Developed a strategy formaximum torque per ampcontrol of IPM motors Inverter currents

• Completed a hardware Motor voltages

design of a 55 kW prototype

10 Managed by UT-Battelle for the Department of Energy

Technology Transfer

• Held discussions with industry for possibletechnology transfer and have receivedpositive feedbacks.

• This work would eliminate the hurdles of capacitors for an inverter to operate atelevated temperature environments and thussupport the introduction of 105°C enginecoolant cooled inverters.


Future Work

• FY09 – Redesign a prototype that can operate with a

105°C coolant

• FY10 – Test the prototype with a 105°C coolant


Summary • The proposed CSI can

– Operate a motor from a battery from 0 to higher speed with avoltage boost ratio of 3

– Charge the battery during dynamic breaking – Reduce the capacitance by 90% – Improve inverter and motor lifetime – Reduce the cost and size of batteries in plug-in HEVs – Eliminate the hurdles of capacitors for an inverter to operate at

elevated temperature environments • Work is progressing on schedule

– A hardware design of a 55 kW prototype has been completed andprototype fabrication is ongoing

– Design of DSP control and gate driver PCBs is continuing • Discussions with Industry have been held for possible

technology transfer

• In FY09, a new prototype will be designed for operating with a 105°C coolant


Publications, Presentation, Patents

• A patent application is being filed.


???


Utilizing the Traction Drive PowerElectronics System to Provide Plug-in

Capability for HEVs Laura Marlino

Email: [email protected] Phone: 865-946-1245

Organization: Oak Ridge National Laboratory

Principal Investigator: Gui-Jia Su Agreement: 13270

Project Duration: FY07 to FY10 FY08 Funding: $662K

DOE Vehicle Technologies ProgramOverview of DOE VTP APEEM R&D


February 28, 2008




Purpose of Work

• Demonstrate the proposed charging design iscapable of

• Rapid charging at greater than 20 kW • A 95% reduction in cost and volume compared to

standalone battery chargers


2

Responses to Reviewers’ Comments

This is a new start in FY08; no previous review hasbeen conducted


3

Barriers

VTP Related Challenges

• High power charging stations are not widely available for using a rapid charging capability.

• Grid interface codes and regulations for smart charging and V2G have not been established.


4

Technical Approach Background

• Drawbacks of standalone battery chargers – Need additional components

• switches, diodes, inductors, capacitors – Adds a significant cost – Have limited charging capability, long charging times – Unidirectional (can only charge the battery)


Standalone Battery ChargerStandalone Battery Charger

components

Technical Approach (cont’d)• Utilize onboard inverter(s) and motor(s)

For HEVs using multiple inverters and motorsFor HEVs using multiple inverters and motors

Two additional switches Two additional switches

a2 b2

c2

a1 b1

c1

To 120V or 240V Wall socket

NMG2NMG1

MG1 MG2

Battery

No additionalNo additional components


For HEVs using single inverter and motorFor HEVs using single inverter and motor

a b

c

To 120V or 240V Wall socket

NMG

MG

Battery

Technical Approach (cont’d)

1. Design – Incorporating the simulation study, a 55 kW inverter prototype will be designed • Power circuit layout • Heat sink • DSP control PCB based on TI TMS320F2812 • Gate driver PCBs

2. Fabricate – A prototype of a 55 kW inverter will be fabricated based on design specifications

3. Develop DSP control code – The battery charging control algorithms for both slow and rapid charging will be implemented

4. Test and evaluate battery charging capability – The 55 kW prototype will be tested at first for charging capacitor banks and then for batteries


7

Technical Approach - Uniqueness

• Virtually no additional components are needed to provide plug-in charging capability and enable – Rapid charging capability for use at high power

charging stations –Mobile power generation or V2G capability

• Impacts – A significant reduction (90%) in the battery charging

related cost and volume – Enhanced vehicle value and acceptance due to the

added capabilities


8

Timeline for FY08

SepAugJul JunMayAprMarFeb

2008

JanDecNov

2007

Oct

Hardware design of a 55 kW inverter prototype

Prototype fabrication

Design of DSP control circuit and gate driver PCBs

Control algorithm and DSP code development

Report on prototype

design and test results

Lab testing and evaluation charging capability

Decision point

of

Decision point discussion: Assess whether implementing additional capabilities will provide sufficient merits for further work in the following years.


9

Technical Accomplishments FY08

• Completed simulation study and proved the concept• Developed battery charging and mobile power

generation control strategies• Completed a hardware design of a 55 kW prototype

with the plug-in charging capability


Load current

Battery voltage

Battery discharging current

Load voltage

Battery voltage

Battery charging current

Source voltage & current

Generating 2 kW at 120V Charging at 20 kW

Technology Transfer

• Held discussions with industry for possibletechnology transfer and have receivedpositive feedbacks.


Future Work

• FY09 – Implement and demonstrate mobile generator

capability – Assess thermal control requirements for mobile

generation and rapid charging operations

• FY10 – Assess the interface protocols for smart charging to

determine the requirements of hardware andsoftware for implementing the protocols

– Implement and demonstrate smart chargingcapability


Summary • The proposed technology requires virtually no additional

components to provide plug-in charging capability and enables; – A significant reduction (90%) in the battery charging related cost and

volume – Rapid charging capability for use at high power charging stations – Mobile power generation or V2G capability

• All tasks are on schedule – A hardware design of a 55 kW prototype has been completed and

prototype fabrication is ongoing – Design of DSP control and gate driver PCBs is continuing

• Discussions with Industry have been held for possible technologytransfer

• In FY09, mobile generator capability will be implemented anddemonstrated


Publications, Presentation, Patents

• A patent application has been filed.


???


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