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Challenging Questions

for
Power Electronics Engineers/Researchers
in Vehicle Electrification
APEC 2015
Industry Session

Jun Kikuchi
Ford Motor Company
Research and Innovation Center
Ford Model T 1908 Ford Escape Hybrid 2005
www.thehenryford.org

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XEV Line-Up *

Hybrid
Fusion Hybrid C-Max Hybrid

Plug-in Hybrid
Fusion Hybrid Energi C-Max Energi

Battery Electric
Focus Electric * as of Mar. 2015

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After 10 years, we have many challenges.
Cost!

http://www.showroom.ford.com/

Weight
- directly affects MPG.

Volume
- limited space
(esp. for HEV: both ICE + gas tank and E-Machines + PE + Battery)

Quality
- no compromise is tolerated.

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After 10 years, we have many challenging questions, e.g.
Active components:
Is Si device improvement really getting saturated?
Will WBG power devices really take over the role of Si devices? If “Yes”, when? [1, 2]
[1] Chingchi Chen and Ming Su, The Opportunities and Challenges of Wide-Band-Gap Technologies for Automotive
Applications, The 2nd IEEE Workshop on Wide Bandgap Power Devices and Applications, Oct. 13-15, 2014,
Knoxville, Tennessee
[2] Ming Su and Chingchi Chen, Can SiC or GaN power the next-generation hybrid electric vehicle drive systems?, CS
International Conference 2014, Mar. 17-18, 2014, Frankfurt am Main, Germany

Active components and peripherals:


How small can parasitic L be in a switching device commutation path?
How to make active and passive go hand-in-hand, e.g. for high-temp operation?

Passive components:
How small can they be?

On batteries (from PE viewpoint) :


What is the maximum tolerable ripple current for HEV/EV traction batteries?

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They are all cross-coupled, e.g.
a component
size change another coupled component
the component behavior change
behavior change

another coupled component


behavior change

another coupled component


behavior change

system behavior
changes w/
numerous possible scenarios.

How to fully utilize every component to meet cost, weight and volume reduction
without quality compromise?
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Brief case studies for HEV e-drive passive components

dc-bus capacitor: Cdc


dc-dc converter
inductor: L
generator drive

battery side M
capacitor: Cbatt
Cdc
L
Cbatt
G
battery
dc-dc converter
motor drive

HEV e-drive power electronics subsystem

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HEV dc-bus capacitor has been driven to smaller and smaller.
capacitance material choice topology choice

3f
Escape Hybrid 2005 ~ G
1500uF x 3 parallel
= 4500uF electrolytic 3f
M

Fusion Hybrid 2010 ~


2200uF

3f
G
Fusion Hybrid 2013 ~
film (PP)
C-Max 2013 ~
1100uF 3f
M
smaller
and ?? ??
smaller

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Cdc size affects:
• Cost
• Weight
• Volume
• System stability
multi-power converter interaction: Please, visit poster presentation D12-10
Jun Kikuchi, “Stability Modeling of HEV/EV Electric Drives as a Small-Scale
Distributed Power System, “
• Dc-bus voltage transient behavior
APEC 2015
controller tuning
• ESR & ESL
• Bus structure
parasitic L, parasitic R, thermal behavior
• Current sharing among C cells
esp. for high switching frequency operation
• Steady-state voltage ripples
• etc.
Note) Unlike stationary applications, voltage-sag ride through capability is not an issue.

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Dc-dc converter inductor
Size reduction needs are there, but it doesn’t appear
as dramatic as Cdc size reduction.

generator drive

3f
L [p.u.]

|Idc| [A] 3f

battery M
The L vs. IIdc| profiles are
dc-dc converter
those of typical examples.
motor drive

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Dc-dc converter L size affects:
• Cost
• Weight
• Volume

• Dc-dc converter stability


dc-dc converter controller tuning
eventually multi-power converter interaction
• Dc-dc converter L ripple current
winding ac loss
core loss
thermal design
dc-dc converter device repetitive peak current
• Battery side capacitor sizing
• Battery branch ripple current

• etc.

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A rough estimation of battery branch ripple current
generator drive inverter
dc-dc
battery
converter
pack G
L +
battery cable
Cdc Vdc-bus
+ Cbatt iL –
Vbatt Vin
– M
motor drive inverter
ac equivalent circuit
dc-dc converter
as
iripple ripple current source
iripple_batt Zbatt Zcable ZC_batt

ZC_batt
iripple_batt = x iripple
( Zbatt + Zcable ) + ZC_batt

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Landscape of battery ripple current @fSW on Cbatt– L plane
battery cable
L
battery
M-INV
ESR G-INV
pack
impedance
Cbatt ≈
fSW = 10kHz
400 1600

battery branch ripple current [App]


350 1400

300 1200

250 1000

[uF]
200 800

batt
C
150 600

100 400

50 200

0
0 50 100 150 200 250 300 350 400
Observation L [uH]

• The L-C tank resonance can cause larger battery branch ripple current than the injected ripple current.
• Staying sufficiently away from the resonant frequency may eventually determine the minimum Cbatt.

Note) The resonant frequency is not for Cbatt and dc-dc converter L, but for Cbatt and parasitic L on the
battery branch including battery cable.

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Summary

1. We need to fully utilize each component in order to tackle the


challenges to reduce cost, weight, volume and to maintain high
quality.

2. We need to answer many challenging questions in order to


fully utilize each component and to overcome the challenges.

3. We need not only component focused studies but also system


level studies to answer the challenging questions.

Go further question:
How does this impact on Power Electronics beyond vehicle electrification?

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Thank you!

Georg Cantor 1845 ~ 1918


In mathematics the art of asking questions is more valuable
than solving problems.

In re mathematica ars proponendi quaestionem pluris


facienda est quam solvendi.

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