Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery...
-
Upload
dora-bailey -
Category
Documents
-
view
214 -
download
0
Transcript of Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery...
![Page 1: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/1.jpg)
Overview of Power Electronics for Hybrid Vehicles
P. T. Krein
Grainger Center for Electric Machinery and ElectromechanicsDepartment of Electrical and Computer EngineeringUniversity of Illinois at Urbana-ChampaignApril 2007
![Page 2: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/2.jpg)
2
Overview• Quick history• Primary power electronics content• Secondary power electronics content• Review of power requirements• Architectures• Voltage selection and tradeoffs• Impact of plug-in hybrids• SiC and other future trends
![Page 3: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/3.jpg)
3
Quick History• Hybrids date to 1900 (or sooner).
• U.S. patents date to 1907 (or sooner).
• By the late 1920s, hybrid drives were the “standard” for the largest vehicles.
www.hybridvehicle.orgwww.freefoto.com
![Page 4: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/4.jpg)
4
Quick History• Revival for cars in
the 1970s.
• Power electronicsand drives reachedthe necessary levelof development earlyin the 1990s.
• Major push: DoE HybridElectric Vehicle Challengeevents from 1992-2000.
eands.caltech.edu
![Page 5: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/5.jpg)
5
Quick History• Battery technology reaches an adequate
level in late 1990s.
• Today: Li-ion nearly ready.
• Power electronics:thyristors before 1980.
• MOSFET attempts inthe 1980s, expensive (GM Sunraycer)
• IGBTs since about 1990.
![Page 6: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/6.jpg)
6
Primary Power Electronics Content• Main traction drive inverter (bidirectional)
• Generator machine rectifier
• Battery or dc bus interface
• Charger in the caseof a plug-in
![Page 7: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/7.jpg)
7
Traction Inverter• IGBT inverter fed from high-voltage bus.
• Field-oriented induction machine control or PM synchronous control.
![Page 8: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/8.jpg)
8
Traction Inverter• Voltage ratings: ~150% or so of bus rating
• Currents: linked to power requirements
• The configuration isinherently bidirectionalrelative to the dc bus.
• Field-oriented controlsprovide for positive ornegative torque.
C. C. Chan, “Sustainable Energy and Mobility, and Challengesto Power Electronics,” Proc. IPEMC 2006.
![Page 9: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/9.jpg)
9
Generator Rectifier• If a generator is present, it can employ
either passive or active rectifier configurations.
• Power levels likely to be lower than traction inverter.
• Converter can be unidirectional, depending on architecture.
![Page 10: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/10.jpg)
10
Battery/Bus Interface• In some architectures, the battery
connection is indirect or has high-power interfaces.– Ultracapacitor configurations– Boost converters for higher voltage– Braking energy protection
![Page 11: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/11.jpg)
11
Battery/Bus Interface• With boost converter, the extra dc-dc step-
up converter must provide 100% power rating.
• With ultracapacitors, the ratings are high but represent peaks, so the time can be short.
![Page 12: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/12.jpg)
12
Secondary Power Electronics Content
• Major accessory drives– Power steering– Coolant pumps– Air conditioning
• Conventional 12 Vcontent and interfaces
• On-board batterymanagement
![Page 13: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/13.jpg)
13
Major Accessories• Approach 1 kW each.
• Typically operating as a separate motor drive.
• Power steering one of the drivers toward 42 V.
• Air conditioning tends to be the highest power – run from battery bus?
![Page 14: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/14.jpg)
14
Conventional 12 V Content• About 1400 W needed for interface
between high-voltage battery and 12 V system.
• Nearly all available hybrids use a separate 12 V battery.
• Some merit to bidirectional configuration, although this is not typical.
![Page 15: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/15.jpg)
15
On-Board Battery Management• Few existing systems use active on-board
battery management.
• Active management appears to be essential for lithium-ion packs.
• Active management is also required as pack voltages increase.
• A distributed power electronics design is suited for this purpose.
![Page 16: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/16.jpg)
16
Power Requirements
• Energy and power in a vehicle must:– Move the car against air resistance.– Overcome energy losses in tires.– Overcome gravity on slopes.– Overcome friction and other losses.– Deliver any extra power for accessories, air
conditioning, lights, etc.
![Page 17: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/17.jpg)
17
Power Requirements• Typical car, 1800 kg loaded, axle needs:
– 4600 N thrust to move up a 25% grade.– 15 kW on level road at 65 mph.– 40 kW to maintain 65 mph up a 5% grade.– 40 kW to maintain 95 mph on level road.– Peak power of about 110 kW to provide 0-60
mph acceleration in 10 s or less.– 110 kW at 137 mph.
• Plus losses andaccessories.
![Page 18: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/18.jpg)
18
Power Requirements• Traction power in excess of 120 kW.
• Current requirements tend to govern package size.
• If this is all electric:– Requires about 500 A peak motor current for
a 300 V bus.– About 300 A for a 500 V bus.
• Generator power on the order of 40 kW.
![Page 19: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/19.jpg)
19
Power Requirements• For plug-in charging, rates are limited by
resource availability.
• Residential:– 20 A, 120 V outlet, about 2 kW maximum.– 50 A, 240 V outlet, up to 10 kW.
• Commercial:– 50 A, 208 V, up to 12 kW.
• All are well below traction drive ratings.
![Page 20: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/20.jpg)
20
Architectures• Series configuration, probably favored for
plug-in hybrid.– Engine drives a generator, never an axle.– Traction inverter rating is 100%.– Generator rating approximately 30%.– Charger rating 10% or less.
![Page 21: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/21.jpg)
21
Architectures• Parallel configurations, probably favored
for fueled vehicles.– Inverter rating pre-selected as a
fraction of total tractionrequirement, e.g. 30%.
– Similar generator ratingif it is needed at all.
Source: Mechanical Engineering Magazineonline, April 2002.
![Page 22: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/22.jpg)
22
Voltage Selection• Lower voltage is better for batteries.
• Higher voltage reduces conductor size and harness complexity.
• Extremes are not useful.
• < 60 V, “open” electrical system with limited safety constraints.
• > 60 V, “closed” electrical system with interlocks and safety mechanisms.
![Page 23: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/23.jpg)
23
Voltage Selection• Traction is not supported well at low
voltage. Example: 50 V, 100 kW, 2000 A.
• Current becomes the issue: make it low.
• Diminishing returns above 600 V or so.
• 1000 V+ probably too high for 100 kW+ consumer product.
• Basic steps governed by semiconductors.
![Page 24: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/24.jpg)
24
Voltage Selection• 600 V IGBTs support dc bus levels to 325
V or so. (EV1 and others.)
• 1200 V IGBTs less costly per VA than 600 V devices. Support bus levels to 600 V +.
• Higher IGBT voltages – but what values are too high in this context?
![Page 25: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/25.jpg)
25
Voltage Selection• First hybrid models used the battery bus
directly.
• Later versions tighten thepackage with a voltageboost converter.
• Double V: ½ I, ½ copper,etc.
![Page 26: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/26.jpg)
26
Voltage Tradeoffs• Boost converter has substantial power
loss; adds complexity.
• Cost tradeoff against active battery management.
• Can inverter current belimited to 100 A or less?
![Page 27: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/27.jpg)
27
Voltage Tradeoffs• More direct high battery voltage is likely to
have advantages over boost converter solution.
• Battery voltages to 600 V or even 700 V have been considered.
• Within the capabilities of 1200 V IGBTs.
![Page 28: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/28.jpg)
28
Impact of Plug-In Hybrids• Need sufficient on-board storage to
achieve about 40 miles of range.
• This translates to energy recharge needs of about 6 kW-h each day.
• For a 120 V, 12 A(input) charger with90% efficiency, thissupports a 5 h recharge.
![Page 29: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/29.jpg)
29
Impact of Plug-In Hybrids• The charger needs to be bidirectional.
• This is a substantial cost add.Output switches
LOAD
Input switches
Cbus
![Page 30: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/30.jpg)
30
Impact of Plug-In Hybrids• Single-phase version.
Output switches
LOAD
Cbus
![Page 31: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/31.jpg)
31
Impact of Plug-In Hybrids• Easy to envision single-phase 1 kW car-
mount chargers.
• Bidirectional chargers could double as inverter accessories.
• Notice that utility control is plausible via time shifting.
![Page 32: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/32.jpg)
32
Impact of Plug-In Hybrids• Home chargers above 10 kW are unlikely,
even based on purely electric vehicles.
• Obvious limits on bidirectional flow that limit capability as distributed storage.
![Page 33: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/33.jpg)
33
SiC and Future Trends• Power electronics in general operate up to
100°C ambient.
• HEV applications: liquid cooling, dedicated loop.
• Would prefer to be on engine loop.
![Page 34: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/34.jpg)
34
SiC and Future Trends• Si devices can operate to about 200°C
junction temperature.
• SiC and GaN offer alternatives to 400°C.
• Both are high bandgap devices that support relatively high voltage ratings.
![Page 35: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/35.jpg)
35
SiC and Future Trends• More subtle but immediate advantage:
Schottky diodes, now available in SiC for voltages up to 1200 V, have lower losses than Si P-i-N diodes.
![Page 36: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/36.jpg)
36
Future Trends• Fully integrated low-voltage drives.
• Higher integration levels for inverters ranging up to 200 kW.
• Better battery management.
![Page 37: Overview of Power Electronics for Hybrid Vehicles P. T. Krein Grainger Center for Electric Machinery and Electromechanics Department of Electrical and.](https://reader036.fdocuments.in/reader036/viewer/2022062517/56649f295503460f94c435ea/html5/thumbnails/37.jpg)
37
Thank You!