Beruflich Dokumente
Kultur Dokumente
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
1-14
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
2-14
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.
3-14
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
Passive components:
How small can they be?
4-14
They are all cross-coupled, e.g.
a component
size change another coupled component
the component behavior change
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?
5-14
Brief case studies for HEV e-drive passive components
battery side M
capacitor: Cbatt
Cdc
L
Cbatt
G
battery
dc-dc converter
motor drive
6-14
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
3f
G
Fusion Hybrid 2013 ~
film (PP)
C-Max 2013 ~
1100uF 3f
M
smaller
and ?? ??
smaller
7-14
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.
8-14
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
9-14
Dc-dc converter L size affects:
• Cost
• Weight
• Volume
• etc.
10-14
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
11-14
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
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.
12-14
Summary
Go further question:
How does this impact on Power Electronics beyond vehicle electrification?
13-14
Thank you!
14-14