Converter Topologies for Smart-grid Applications
Santanu K. MishraMinistry of Labor and Entrepreneurship
Chair Professor
Department of Electrical EngineeringIndian Institute of Technology Kanpur
Email: [email protected]
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Professional Experience1. Ph.D. in 2006 from University of Florida, Gainesville
(Power Management IC)
2. 2004‐2008: Staff Application Engineer at International Rectifier Corporation, North Kingstown, Rhode Island (Server Power Supply)
3. Present: Professor at Indian Institute of Technology, Kanpur
4. Fall 2017: Visiting Professor at CPES, Virginia Tech., Blacksburg
5. Consultant: General Electric Global Research, BangaloreHindustan Aeronautics Ltd.Maruti‐Suzuki Ltd.
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(a) Introduction
(b) Fundamental Differences:
High Power Vs low power
(c) Switch Selection in Different Applications
(d) Magnetic Design in Different Applications
Sub-topic Overview
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Introduction
Block Diagram
Power StageProcesses Power
between source and loadControl
Helps in Regulation and Control
Classification
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Why Discuss High Power Vs Low power
Power Converter
Power Converter
Converter Technologies are different
Generated Power Has to be Transmitted to Load Centers
Generated Power to be used right away
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Converter Power Rating
11 kV 100 kVA
I≈5 A
0.44 kV 100 kVA
Is=130 A
Inverter(DC to AC)
500 VDC10 kVA
I≈20 A
440 V/3 ph10 kVA AC
I≈13 A
Increase in current leads to power loss in Switch
Easier to implement 10 kVA Power Converter at 500 V than at 50 V
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Switch Options
48 V10 kVA
I≈208 A
440 V/3 ph10 kVA
I≈13 A
Sw. Frequency
Pow
er
100s kHz, Mosfets (Rooftop PV)o
> 1000 Hz, IGBT, SiC (UPS, Solar PV)o
< 500 Hz, Line Commutation (HVDC) o
1-3 MHz, GaN (Consumer Electronics)o
Theory of the Game - Switch Choice- Magnetic Design
Inverter(DC to AC)
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HVDC: ApplicationRihand-Dadri HVDC
1500 MW, ±500 V
If Efficiency is 99 %Loss=15.15 MWSwitches have to take it!!
If Efficiency is 99.99 %Loss=0.15 MWMore Reasonable!!
Failure not an option as - Mission critical- Huge lead time for spares
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HVDC: Topology of choice
Pulse Rectifiers…Line Commutation Preferred
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Datacenter UPS
IGBT Based Design with Frequency at 1-5 kHz
Mitsubishi 225 KVA UPSMitsubishi 225 KVA UPS
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Magnetic Core ComparisonMaterial Permeability Resistivity Sat. Flux
densityTypical
Frequency Usage
CRGO (Si –Steel)(Si 3.1 %)
2k-35k 48µ Ω-cm 2 T 50 Hz
Amorphous(66% Co 15% Si
4% Fe)
2000 100-150µ Ω-cm 0.5-0.65 T In kHz
Nano-crystalline(FeCuNbSiB)
20K-200K 115µ Ω-cm 1.23-1.45 T In kHz
Ferrite (MnZn) 1.5k-15k 400-600 Ω-cm 0.5 T 100s of kHzFerrite (NiZn) 80 107 Ω-cm 0.3 T Multi MHz
Frequency Increase
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Impact of High Sw. Frequency
50 Hz Vs 20 kHzTransformer
100 kHz Vs 1 MHzTransformer
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Case Study of an EV Charger Design
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EVs around the worldMake BATTERY RANGE ON-BOARD
CHARGER CAPACITYMILES ADDED
PER HOURNISSAN LEAF-
201730 KWH/360 V 107 MI 6.6 KW 23.4
FORD FOCUSELECTRIC
33.5 KWH/325 V 115 MI 6.6 KW 22.8
CHEVY BOLT 60 KWH/350 V 238 MI 7.2 KW 28.2KIA SOULELECTRIC
27KWH/360 V 93 MI 6.6KW 22.8
FIAT 500E 24 KWH/364 V 87 MI 6.6 KW 24.0MITSUBISHI I
MIEV16 KWH/330 V 62 MI 3.3 KW/6.6 KW 12.6/25.8
BMWI3 33 KWH/360 V 124 MI 7.4 KW 27.6TESLA MODEL
S100 KWH/400 V 289 MI 17.3 KW 49.8
TESLA MODEL 3 75 KWH/350 V 310 MI 11.3 KW 46.8
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EV Charger
DC charger: Charges the Battery directly
AC Charger: uses On-board Power electronics tocharger battery
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EV Charger Standards
Standards take care of connections andcommunications between EV and source
Standard/Plug connectors
Charging Specs for corresponding standards(as of 2016 installations)
Communication Protocol
Compatible Manufactures
CHAdeMo(Charge de Move)
62.5 kW DC Fast Charging CAN Nissan, Mitsubishi, Toyota
SAE-J1772-2009(SAE: Society of
Automotive Engineers)
Level 1 and Level 2Supports AC charging:110 V/240 V @ 19.2 kW
Power LineCommunication
(PLC)
GM, Ford, Nissan, Tesla
SAE-Combined Charging System
(CCS)
AC Level 1 or Level 2+ DC Fast Charging: AC: up to
19.2 kWDC: up to 90 kW
Power LineCommunication
(PLC)
Volkswagen, GM, BMW
GB/T AC: Level 1 and Level 2250 V / 16 A or 32 A
DC: 220-470 V, 125 A
CAN Chinese manufacturers
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EV Chargers
- Monitoring Power flow- Monitoring Power flow- Safety monitoring
AC Charging has lower rating as they use on-board charger
- AC-DC Off board conversion- Monitoring Power flow- Monitoring Power flow- Safety monitoring
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On-Board Charger
Circuit View
Package View
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DC Fast Charger
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A Practical EV Charger: Design Philosophy
• Input to the charger is coming from two sources of energy namely, AC Grid and Solar Photovoltaic.
• After rectification of AC voltage, it is fed to the dc link capacitor. Similarly, the photovoltaic also fed to this capacitor after the dc-dc conversion stage.
• The third stage is isolated dc-dc conversion, after that the power is directly fed to the battery of E-Rickshaw.
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Topologies for Isolated DC-DC Converters
Fly-back Converter
Full Bridge Converter Dual Half-Bridge Converter
Dual Active Bridge Converter
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Dual Active Bridge Converter(Overview)
• Distinct Features : Galvanic isolation Much simpler control Zero voltage switching(ZVS), without additional circuitry Additional inductor is not required High power and high efficiency operation
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3D Design of the Isolated DC-DC converter
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Physical dimensions of isolated dc-dc stage of the charger
Load connection
Bias Card for Gate Drivers
Input DC link
connection
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Steady State Waveforms at Llk = 22 𝞵H
VABVCD
VDS7
RL = 6 ohm
Vdc = 310 V
D = 0.1 D = 0.5
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Efficiency & Output Power Curves at Llk = 22 𝞵H
Maximum efficiency is 95 % at power output of 766 W.
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D = 0.1
Steady State Waveforms at Llk = 9 𝞵H
VABVCD
VDS7
Vdc = 330 V
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ThankYou !!
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