Design of Dual-Output Alternators with Switched-Mode Rectification

Gimba Hassan David J. Perreault Thomas A. Keim

Massachusetts Institute of Technology, Laboratory for Electromagnetic and Electronic Systems

Abstract ---The push to introduce dual-voltage (42V/14V) automotive electrical systems necessitates power generation solutions capable of supplying power to multiple outputs. A number of approaches for implementing dual-voltage electrical systems have been proposed, but most suffer from severe cost or performance limitations. This research explores the design of alternators incorporating dual-output switched-mode rectifiers (SMR). The proposed approach enables the full load-matched power capability of the alternator machine to be achieved, with power delivered to the two outputs in any desired combination. A prototype system has been developed. Experimental results are presented that demonstrate the feasibility and high performance of the approach.

A New Dual-Output Alternator with SMR

Simulations and Experimental Results

i42(A) speed = 1800 rpm Ls = 105 uH Rs = 33 mOhm k = 0.004 V-s/rad-A vary r , h, if
speed = 6000 rpm Ls = 105 uH Rs = 33 mOhm k = 0.004 V-s/rad-A vary r , h, if

V14

V42

i14 (A)

Simulated alternator output over the control range (hatched regions represent achievable operating points)

PWM fsw = 100 kHz

DUAL-VOLTAGE ARCHITECTURES
1. dc/dc converter-based architecture

Alternator with SMR

How the circuit works

The switching frequency is much higher than the alternator electrical frequency. Field control and duty ratio ifield control of the SMR are used together to regulate the outputs and achieve good machine utilization. During a switching cycle, the rectified alternator current ix is approximately constant. Each switching cycle is broken up into three time segments: v x(t) In the first segment, which we denote as being hrT in length, the diode D3 conducts delivering the current ix to the 42V bus. Q1(t) In the second time period, which lasts for h(1-r)T, switch Q2 is on. In this period diode D2 and switch Q2 Q2(t) conduct, delivering the rectified alternator current ix to the 14V bus. i14 In the final time period, lasting (1-h)T, switch Q1 conducts and the current ix is shunted to the return bringing the i42 voltage vx to zero. (See waveforms A D and E)
i42 ix

SMR voltage and gating waveforms over a switching cycle

i14

vx(t)

q1 q2(t) (inverted) q1(t)

Use of a dc/dc converter can result in a system having very good performance, but: dc/dc converters are expensive by automotive standards Size, packaging and cooling are significant challenges

D3
+ Q1

D2 Q2 q2(t)

q1(t)

vX -

V14

V42
25 4.2A (field current) 3.6A 2.81A

Alternative rectifier implementation (Simplified)

42V
42V bus currents (A)

20

14V

A hT

hrT

t
T B

15 2.33A 10 1.94A

2.

dual-wound alternator architecture

t
C

t
D

Experimental alternator output currents across control range at 1800 rpm (idle speed )

2.33A 1.94A

Uses an alternator having a separate set of stator windings to supply each output Limitations field control is common to both outputs. This poses serious difficulties in regulating both outputs utilization of alternator machine power capability is poor for some operating conditions

10

20

30 40 50 14V bus currents (A)

LEES
60 70 80

t
E
90 80 3.6A 70 4.2A (field current)

4 Ls * * if (V14i14 V42i42 ) 2 3k

3.

dual-rectified alternator architecture

(Phase-controlled rectifier)

i r * * i14 i42
h

* 42

ki f
2 2(rV42 (1 r )V14 )

42V bus currents (A)

Control Equations
i*42 and i*14 are desired (reference) currents h, r are switching time controls if is the field current Ls is the armature synchronous inductance (per phase) k is the machine constant (Volt-sec per Amp-rad) is alternator ac electrical frequency Experimental alternator output currents across control range at 6000 rpm (cruising speed )

60 50 2.81A

40 2.33A 30 1.94A 20 2.33A 10 1.94A 0 0 20 40 60 80 14V bus currents (A) 100 120

A dual-output phase-controlled rectifier is used

The simulation and experimental results demonstrate the ability to simultaneously control power to both outputs

Limitations
Machine utilization is poor for some loading conditions Extremely large output filters are required due to the large, low frequency current ripple appearing at the outputs
V14 V42

References:
D. J. Perreault and V. Caliskan. A New Design for Automotive Alternators, 2000 International Congress on Transportation Electronics. (Convergence 2000), pp 583 594, October 2000, SAE paper 2000 01 C084. G. Hassan, D. J. Perreault, and T.A. Keim. Design of Dual-Output Alternators with SwitchedMode Rectification, 2003 IEEE Power Electronics Specialists Conference, June 2003.

Experimental setup