BANNARI AMMAN INSTITUTE OF TECHNOLOGY SATHYAMANGALAM

ADVANCED POWER ELECTRONICS

PREPARED BY
SUMATHI.K SATHIYA PRIYA.B E-MAIL:Sowmiyabit@gmail.com Sathiyapriyasangee@gmail.com Contact numbers:8973484622 7418369281

ABSTRACT: Power electronics have become an integral part of electric/hybrid electric vehicle applications. This special issue will focus on state-of-the-art research and development as well as future trends in the modelling, simulation, analysis design, control, and optimisation of advanced power and propulsion systems for automotive applications such as electric vehicles (EV), hybrid electric vehicles (HEV), fuel cell vehicles (FCV), and plug-in hybrid Topics of electric interest vehicles(PHEV). following. Vehicular Electric Power Systems and Loads: Vehicle electrical architectures High voltage power systems Stability of automotive power systems Electric power system protection Automotive by-wire systems Electric steering systems \ Electric braking systems Electric power management and load control

HIGH-POWER DC/DC

BIDIRECTIONAL CONVERTER FOR

HYBRID-ELECTRIC VEHICLE APPLICATION: We are currently developing high performance developed DC/DC several converters core for hybrid/electric vehicles. ECOR has technology

advancements for high-power DC/DC converters, which has been demonstrated with the completion of an Army Phase II SBIR contract. Our converter technology is currently under refinement, as we are developing a modular commercial offthe-shelf (COTS) DC/DC converter capable of performance well exceeding current technology. HIGH EFFICIENCY: Our converter uses proprietary digital control methods to significantly increase efficiency by achieving fully soft-switched IGBT operation. Furthermore, the controller is able to vary the switching frequency under different load conditions, to produce a nearly flat efficiency curve from 15% load to 100% load, while still maintaining >90% efficiency at 2.5% load.

include, but are not limited, to the

HIGH COOLANT TEMPERATURE: Our converter is capable of operating with 100C coolant temperature. This is possible due to the high-efficiency softswitching operation, and the use of high-temperature inductor technology. High temperature coolant capability enables the converter to operate on the main coolant loop, removing the need for a dedicated loop electronics Powercooling Density. HIGH POWER-DENSITY: The converter is a modular system, designed to be configured in 50 kW increments. interleaving decreasing The and the 50 kW modules sharing, and communicate with each other to achieve current current ripple High

DIGITAL CONTROL: Each converter module is a fully functional standalone converter, operation. capable The of modules

include CAN communication between each module, as well as a separate CAN communication interface to the vehicle system controller. The converter can dynamically switch between output voltage regulation (OVR), input voltage regulation (IVR), and input current regulation (ICR). Digital control allows for active tuning of the controller parameters during OEM installation, which allows the converter to be used in most applications without requiring customization. HIGH VOLTAGE DC/DC FOR

CAPACITOR APPLICATIONS :

CHARGING

reducing the necessary bus capacitance. This allows for a significant reduction of bus capacitors and conductor size. The high efficiency operation increases the power handling capability of the modules, further increasing the power density of the converter.

Ap ECOR has developed DC/DC converter technology for high voltage applications. The converter topology is implemented as a modular system, allowing for multiple gain ratios from the same converter. The converter can boost 30 VDC to 6 kV at an average

power of 250 W. For capacitor charging applications, such as pulsed-power equipment, it is critical that the converter is capable of efficiently delivering power over the full voltage range from 0 V to 6 kV. Apecor's high-voltage is DC/DC at converter technology capable

LOW COST DESIGN: The converter features low cost power and control components, as well as a minimal assembly cost. In-system output design is simplified with the use of the optional voltage trimming resistor. By changing the output voltage trim resistor, the output voltage can be reduced from the maximum rated voltage linearly, allowing the converter to be used with a wide range of applications.

operating at over 93% efficiency. EFFICIENCY: Our converter features fully softswitching high frequency switching operation, higher approaches. yielding Also, significantly than the typical soft efficiency

switching operation reduces the effects of the parasitic elements of the converter, significantly An electric brake control circuit is responsive to an activation signal and a vehicle deceleration signal for generating a brake control signal representing a predetermined amount of braking. A comparator compares the voltage level of the brake control signal with the voltage level of a sawtooth waveform to produce a pluse width modulated signal having a duty cycle corresponding to the predetermined amount of braking. This pulse width modulated signal is supplied to an output driver for generating a brake reducing EMI. The converter topology allows for easy configuration to produce variable peak output voltages. The 200 W converter is capable of producing maximum voltages of 1.5 kV, 3 kV, or 6 kV with minimal configuration. The converter is designed for high power-density, minimizing the physical impact on the system, while delivering a high amount of power with high efficiency. ELECTRIC BRAKE CONTROLLER

driving signal to energize the brakes. The activation signal is generated at the voltage level of the vehicle power supply when the driver actuates the light switch. The circuit is responsive to the activation. REGENERATION EDLC : ENERGY AND

converted into waste heat by its braking resistors if no other vehicle is accelerating at exactly the same time. If the electrodes of an electrolytic capacitor are dipped into an electrolyte, thin insulated layers form in the lectrolyte that is in contact with the electrodes. As a result, two pairs of what are known as electric double layers are formed between the electrode and the insulated layer. If the allied voltage is lower than the minimum voltage that electrolyzes the electrolyte, the layers are maintained and the gap between them is extremely thin, so that a large amount of energy can be stored. The electrolyte constitutes the two layers and a middle layer. Porous carbon is used so that the electrodes offer a large surface area, and organic liquid often used as an lectrolyte. The general

90% of the energy consumption of a vehicle is for traction power and 10% of the energy consumption is for auxiliary power. Up to 40% of the tractive power of vehicles capable of returning energy to the power supply can be regenerated during braking. This energy can be used to feed vehicles which are accelerating at the same time. The energy enerated by a braking vehicle would simply be

equivalent

circuit and

of a

an

electric

doublelayer capacitor is indicated with a capacitance(C) resistance(R) connected in series. This is a good approximation of any real capacitor if long-term processes are excluded . ENERGY DESIGN: STORAGE SYSTEM

The energy storage system comprises power the standard system, railway converter, components for connecting to the traction supply capacitor bank consisting of electric double-layer capacitors. The entire readyto-connect energy storage system is laid out in substation. The system can be connected either directly to the traction power supply system or the busbar in the substation by means of the connection unit, which comprises the disconnector, the DC high-speed circuitbreaker and the precharging unit. The connection between the connection unit and the actual storage unit is made by the standard functions converter . vehicle as a converter, which step-up/step-down

The energy storage system operates in two modes: In energy saving mode, it absorbs the energy generated by braking vehicles and stores it until the storage unit can feed it back into the

power supply system at a later point when vehicles are accelerating. As a voltage stabilizer, its energy content is constantly kept at a high level and it discharges when the system voltage falls below a specified limit. The system can switch automatically between these two operating modes so that it can adapt perfectly to the prevailing operational requirements. Mechanical design Case of installing the system inside the urban railway electric train In case of installing the system inside the urban railway electric train, the regenerative energy is charged in the system however the length of catenary is. The system inside the urban railway electric train is able to charge the energy occurred from 0km/h to maximum speed At current state, this system does not need the design change and an

additional construction of catenary It means that all kinetic energy are reused to electric energy without effect circuit resistance and running resistance But, The weight of energy storage medium increases weight of the vehicle and increase a consuming power.

Power recycle train with energy storage system inside Case of installing the system substation This case has

advantages as followings. possibility of optimal design of the capacity of the energy storage system by the headway of electric trains in the substation section, store the regenerative energy from the busbar by presence of electric trains of up and down line. When the operation of Korea is considered, Fig 5 shows energy flows. This regenerative energy can be used to feed electric trains which are accelerating at the same time or save to the energy storage system as shown in Figure. When an electric train is

In case of establishing the energy storage system in the urban railway electric train, the block diagram of energy flow is shown in Figure . The energy which occurs from the electric motor is supplied with the catenary and energy storage medium through the inverter. The energy is stored by the system. The system reuse the energy when the electric train accelerates Energy flow of running electric train is shown in Figure. Power flowongrecycle train without energy storage system Fig 5.

braking, the other electric train is fed by the regenerative train and the energy storage system.

to motors and power electronics are covered in their respective sections of the roadmap. A discussion of thermal management technologies and the vehicle electric/electronic infrastructure follows. VEHICLE ELECTRICAL AND

ELECTRONIC INFRASTRUCTURE: Regardless of which motor technology and its supporting electronics and cooling system are selected, the installation into an actual vehicle will involve a major overhaul of the existing ADVANCED SYSTEMS: 1 INTEGRATION 2 Ultimately, an integrated system must be developed that meets the overall vehicle system system be requirements. developed It is is essential that an advanced integrated that manufactureable and compatible with automotive high-volume production. It also is critical that a vehicle-level electrical and electronic infrastructure be developed to accommodate the motor and its electronics to ensure system reliability and safety. The situations with respect OF MOTOR, INVERTER, AND CONTROLLER: INTEGRATED vehicle electrical system. The developed electrical system will operate at a much higher voltage than the current 12-V system, and it will be delivering power in the tens of kilowatts versus todays 2-3 kilowatts. Along with this high voltage and high power operation comes the obligation to ensure system reliability and safety. The E/E infrastructure must be designed to alleviate or at least minimize any unintentional electrical faults that could result in major vehicle damage or personal injuries. For example, a chaffed highpower wire would short to the closest ground, and it would start and sustain arcing and cause

major

vehicle

damage

if

consumption per year on 2 subway line is approximately 30,000,000,000[]. We can conserve the energy as well as we can improve the efficiency of th machine and systems by using this advanced devices in power electronics. REFERENCES: [1] RRR, "Power recycle vehicle", 2005. [2] Take chi KONISHI, Shin-itchy HASE, "Energy Storage System for DC Electrified Railway Using EDLC", QR of RTRI, Vol. 45, No. 2, May. 2004. [3] Hose, S., Knishes, T., Okay, A., Nakamichi, Y., Nara, H., and Umbra, T.: PCC-Osaka 2002, Proc. Fundamental Study on Energy Storage System for DC Electric Railway System, 1456-1459, 2002. [4] SIEMENS AG, "SITRAS SES, Energy storage system for Mass transit systems", 2005.

undetected. Another example is that of a highvoltage connector being unplugged by a customer without disabling power; this could also cause arcing and possibly injury to the customer. There are many scenarios one needs to consider, and there is much development required in the E/E infrastructure area to create the economies of scale for safety components such as wiring connection systems, safety shutdown switches, and other circuit protection devices. CONCLUSION: The energy storage system is needed braking. to The be developed electric to use layer regeneration energy when the vehicle is double capacitor is applied as the energy storage on Korean urban transit system. If the energy storage systems are installed and operated over 2.1 years, the costeffectiveness is very positive. If the energy storage systems are installed in all 15 substations on 2 subway line, the saving cost will be ]. approximately The energy 9,900,000,000[