Browse Topic: Power electronics
Heavy-duty vehicles, particularly those towing higher weights, require a continuous/secondary braking system. While conventional vehicles employ Retarder or Engine brake systems, electric vehicles utilize recuperation for continuous braking. In a state where HV Battery is at 100% of SOC, recuperated energy from vehicle operation is passed on to HPR and it converts electrical energy into waste heat energy. This study focuses on identification of routes which are critical for High Power Brake Resistors (HPRs), by analyzing the elevation data of existing charging stations, the route’s slope distribution, and the vehicle’s battery SOC. This research ultimately suggests a method to identify HPR critical vehicle operational routes which can be useful for energy efficient route planning algorithms, leading to significant cost savings for customers and contributing to environmental sustainability
Balancing low conductivity, corrosion resistance and optimum heat transfer in next-generation EV coolants while meeting new EV safety regulations. Managing the heating and cooling of electric vehicle propulsion systems may seem to be an easy task compared with combustion engines. After all, ICEs run much hotter-the thermal optimum for a gasoline engine is around 212 F (100 C). By comparison, EV batteries normally generate (as a function of current during charge/discharge cycles) a relatively cool 59-86 F (15-30 C). And while motors and power electronics operate hotter, typically 140-176 F (60-80 C), they still run cooler than ICEs. But among the myriad complexities of EV thermal management are batteries' dislike for temperature extremes, new cell chemistries, heat-generating high-voltage electrical architectures and 800V fast charging. All are putting greater focus on maintaining stable EV battery thermal performance and safety. Experts note that compatibility among the cell chemistry
ABSTRACT AVL is developing a family of modular Auxiliary Power Units (APUs) based on the current gasoline range extender engine/generator developed by AVL for plug-in hybrid electric vehicles. These military specific variants will utilize the same basic architecture as the gasoline version while incorporating semi-direct fuel injection that is compatible with diesel fuel as well as kerosene based fuels such as F-44, JP-5, JP-8, Jet-A, etc. A systems engineering approach to the engine, generator, and power electronics modules enables a wide range of power outputs and packaging options to be easily developed from the base unit
ABSTRACT In this paper, the authors present a line of newly developed high performance SiC power modules, HT-2000, for military systems and applications. The HT-2000 series of modules are rated to 1200V, are operational to greater than 100A, can perform at temperatures in excess of 250 °C, and can be constructed with SiC MOSFETs, JFETs, or BJTs. The newly developed module implements a novel ultra-low parasitic packaging approach that enables high switching frequencies in excess of 100 kHz, and weighs in at just over 100 grams (offering >4× mass reduction in comparison with industry standard power brick packaging technology). The paper discusses testing results of these modules in actual system applications, including: (a) complete static characterization vs. temperature, and (b) switching performance
ABSTRACT Future Military ground vehicle power trains can benefit from a hybrid-electric drive approach, particularly in packaging flexibility where drive train components can be modular and conveniently distributed. Small component size and operation with high-temperature liquid coolant are essential factors in the flexible packaging concept. This paper describes the development of one component, a 220 kW traction motor drive for a hybrid-electric power train. Challenging requirements for the motor-drive include power densities of at least 25 kW/liter and 15 kW/kg at 105°C coolant temperature. To achieve these densities, power modules capable of high-temperature operation were developed using SiC normally-off JFETs. This paper will discuss the unique custom packaging of the SiC JFET devices, as well as the arrangement of key components/packaging and thermal management issues
ABSTRACT Military ground vehicles need greater electrical power generation to address continually increasing power demands due to various loads, e.g. advanced communications equipment, jamming equipment, electronic armor, and electronic weapons system. More electrical power is also required for electrification of auxiliary systems (steering, cooling fans, HVAC, and pumps) to improve system efficiency - currently driven mechanically. Electrical equipment can be powered from the 600 volt DC bus power supply or from the conventional 28 volt DC bus depending on size, cost, weight, cooling, performance, and cooling impact. Appropriate power electronics converters (dc to dc, ac to dc, dc to ac) are used to manipulate the DC source to drive equipment on the Stryker APOP electrical system. These devices are highly efficient and should lead to the reduction of parasitic losses. With the above in perspective, the US Army RDECOM-TARDEC, GVPM (Ground Vehicle Power and Mobility) has been pursuing
ABSTRACT Silicon carbide (SiC) semiconductor devices offer several advantages to power converter design when compared with silicon (Si). An increase in power density can be achieved with SiC thanks to the reduced conduction and switching losses and to the ability to withstand higher temperatures [1]. The main system level benefits of using SiC devices on mobile hybrid power systems include large reductions in the size, weight, and cooling of the power conditioning. In this paper, the authors describe the Wide-bandgap-enabled Advanced Versatile Energy System (WAVES) with a focus on the design and testing of a SiC prototype of a WAVES power inverter. The prototype is a 10 kW three-phase AC/DC inverter that is air-cooled, IP-67 rated, bi-directional, operates down to a power factor of 0.4, and designed to have overload capability up to 350% for up to 250µs of nominal rating. Because the inverter is bidirectional, it may be used as an AC input to DC output battery charger or as a DC input
ABSTRACT The paper presents the EMX Hybrid Electric Cross Drive transmission developed by Kinetics Drive Solutions to satisfy RCV as well as conventional tracked vehicle requirements. Key design characteristics are modularity to enable performance customization, scalability to suit various vehicle weight classes, and flexibility to adapt to latest advancements in electric motor/inverter technology and autonomous control. EMX1000 prototypes have been built and are currently undergoing testing on dyno as well as in vehicle. Future development includes refining the prototype design and scaling the design for a heavier weight class. Citation: Caldarella F., Johnson A., Wright G., Scheper R., “Development of a Modular and Scalable Hybrid Electric Cross Drive Transmission,” In Proceedings of the Ground Vehicle Systems Engineering and Technology Symposium (GVSETS), NDIA, Novi, MI, Aug. 16-18, 2022
ABSTRACT Problem: The traditional four (4) methods for improving reliability; 1) High design safety margin, 2) Reduction in component count or system architectural complexity, 3) Redundancy, and 4) Back-up capability, are often ignored or perceived as being excessively costly in weight, space claim as well as money. Solution 1: Discussed here are the practical and very cost effective methods for achieving improved reliability by Functional Interface Stress Hardening (FISHtm or FISHingtm). The Author has been able to apply FISH to eliminate 70-92% of unscheduled equipment downtime, within 30-60 days, for more than 30 of the Fortune 500 and many other large companies which utilize automation controls, computers, power electronics and hydraulic control systems. Solution 2: From Structured Innovation the 33 DFR Methods & R-TRIZ Tool can be used to grow or improve reliability, via rapid innovation. The R-TRIZ tool) is provided so that users can instantly select the best 2, 3 or 4 of these
ABSTRACT Situations exist that require the ability to preposition a basic level of energy infrastructure. Exploring and developing the arctic’s oil potential, providing power to areas damaged by natural or man-made disasters, and deploying forward operating bases are some examples. This project will develop and create a proof-of-concept electric power prepositioning system using small autonomous swarm robots each containing a power electronic building block. Given a high-level power delivery requirement, the robots will self-organize and physically link with each other to connect power sources to storage and end loads. Each robot mobile agent will need to determine both its positioning and energy conversion strategy that will deliver energy generated at one voltage and frequency to an end load requiring a different voltage and frequency. Although small-scale robots will be used to develop the negotiation strategies, scalability to existing, large-scale robotic vehicles will be
ABSTRACT A method for the evaluation of military hybrid electric vehicle thermal management systems has been developed. The approach allows for the generation of a set of evaluation metrics for determination of the effectiveness of existing systems and the means to assess alternative concepts and advanced approaches. Further, through the use of a set of deterministic performance metrics the methodology allows for evaluation of performance margins for adverse boundary conditions and system operations. The thermal management systems of military hybrid electric vehicles can face challenging performance goals under the burden of unfavorable operating conditions. The cooling requirements of engines, motors, and power electronics impose specific requirements on thermal management system performance in terms of threshold temperatures and heat rejection capability. In addition, vehicle packaging concerns impose restrictions in terms of both volumetric occupancy and system weight
During a recent Bosch tech showcase, we spoke with Joe Dear, engineering manager for electric propulsion systems at Linamar. The Guelph, Ontario-based parts manufacturer is no stranger to building unsung components for the auto industry, including gears, camshafts, connecting rods, and cylinder heads. The Linamar team was demonstrating a modified Ram 2500, a collaboration between Bosch and Linamar, that was outfitted with a prototype electric powertrain and new e-axles: a rigid axle on the rear (with a Bosch motor and inverter) and a steering axle up front
The study demonstrates the possibility and in particular the method to derive the efficiency of the entire fuel cell power system by measuring specific data of the recirculation path of the anode circuit of a fuel cell system. The results demonstrate the capabilities of the existing test rig and enable investigations on the suitability of auxiliary components. This study focuses on the hydrogen recirculation path equipped with multiple sensors and a needle valve to enable the required operating conditions of the fuel cell. Running a startup load profile without reaching the equilibrium state at all steps, the dynamic of the system and the requirements to the sensor parameters, such as sampling rate and precision, was seen. Additionally, it became obvious that the recirculation pump used is oversized, but a load point shift compensated this artifact. In detail, the stoichiometry and the efficiency of the entire system was evaluated. It was seen that the hydrogen concentration is
SAE J3072 establishes requirements for a grid support inverter system function that is integrated into a plug-in electric vehicle (PEV), which connects in parallel with an electric power system (EPS) by way of conductively coupled, electric vehicle supply equipment (EVSE). This standard also defines the communication between the PEV and the EVSE required for the PEV onboard inverter function to be configured and authorized by the EVSE for discharging at a site. The requirements herein are intended to be used in conjunction with IEEE 1547-2018 and IEEE 1547.1-2020 or later versions
Future electric vehicles will be more efficient, more powerful, and will be able to hold more energy in their batteries than today’s EVs. Those big “mores” require countless small improvements beyond the headline component — batteries. One of the richest target areas is power-electronics technology and components used throughout the EV ecosystem. A new generation of power electronics will be found in tomorrow’s EVs, charging stations, and related infrastructure components
Inverter is the power electronics component that drives the electrical motor of the electrical driven compressor (EDC) and communicates with the car network. The main function of the inverter is to convert the direct current (DC) voltage of the car battery into alternating current (AC) voltage, which is used to drive the three-phase electric motor. In recent days, inverters are present in all automotive products due to electrification. Inverter contains a printed circuit board (PCB) and electronic components, which are mounted inside a mechanical housing and enclosed by a protective cover. The performance of the electrical drive depends upon the functioning of the inverter. There is a strong demand from the customer to withstand the harsh environmental and testing conditions during its lifetime such as leakage, dust, vibration, thermal tests etc. The failure of the inverter leads to malfunction of the product, hence proper sealing and validation is necessary for inverters to protect
Accelerated adoption of electric propulsion system in mobility industry has stressed the time and iterations of product development cycle which was traditionally known to go over multiple iterations and phases. Current market demands a timely introduction of compelling products that brings high value to end user. Further, a growing emphasis over reducing mineral content using sustainable options and process, adds further complexity to multi-objective-optimization of electric drive systems. At BorgWarner our engineers use Digital-Twins, physics-based models which closely represent BorgWarner products in greater dept (physics) thus allowing an improved assessment of product design (components and systems) to target application at very early stage in product development. The spring success with Digital-Twin, BorgWarner furthered enhanced the model through introducing Artificial Intelligent (AI) and Machine Learning (ML) technologies in both modelling and virtual sensing. This paper will
General Motors (GM) is working towards a future world of zero crashes, zero emissions and zero congestion. It’s “Ultium” platform has revolutionized electric vehicle drive units to provide versatile yet thrilling driving experience to the customers. Three variants of traction power inverter modules (TPIMs) including a dual channel inverter configuration are designed in collaboration with LG Magna e-Powertrain (LGM). These TPIMs are integrated with other power electronics components inside Integrated power electronics (IPE) to eliminate redundant high voltage connections and increase power density. The developed power module from LGM has used state-of-the art sintering technology and double-sided cooled structure to achieve industry leading performance and reliability. All the components are engineered with high level of integration skills to utilize across TPIM variants. Each component in the design is rigorously analyzed and tested from component to system levels to ensure high
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